By on February 18, 2014

10 - 1965 Chevrolet Bel Air Down On the Junkyard - Picture courtesy of Murilee MartinAs most of you know, I have some history with the 1965 full-sized Chevrolet. Back in 1990, when I bought mine, these cars were still very common in high-turnover wrecking yards; this was the result of high production (in fact, more 1965 full-sized Chevrolets were built than any other single year/model of American car in history) and low scrap value. Today, however, shredders that turn scrap cars into quick cash (I recommend this book to anyone curious about the recent technological advances in the scrap-metal field) mean that beat-up old Detroit heaps that aren’t worth restoring get funneled right into The Crusher‘s voracious maw. I find the occasional 60s full-size Chevy in wrecking yards these days, but 25 years ago they were as common as are Chrysler LHs today. That makes today’s find, a rust-and-Bondo-nightmare ’65 Bel Air coupe, even more special.
31 - 1965 Chevrolet Bel Air Down On the Junkyard - Picture courtesy of Murilee MartinI found evidence of several distinct applications of body filler on this car. It’s like counting tree rings.
33 - 1965 Chevrolet Bel Air Down On the Junkyard - Picture courtesy of Murilee MartinBecause these cars all leaked around the rear window and trunk weatherstripping and the water ends up pooling here, even the ones from dry Western states rust like this. My ’65 sedan spent lived most of its life in Southern California and had similar rot.
09 - 1965 Chevrolet Bel Air Down On the Junkyard - Picture courtesy of Murilee MartinJust for fun, I decoded the cowl tag. This car was built in the Janesville, Wisconsin plant in the second week of March 1965 (which happens to be the same week the first large contingent of American combat troops arrived in Vietnam). The paint color was Madeira Maroon Metallic, the interior was Fawn cloth and vinyl, and the car came with tinted glass, Powerglide transmission, and padded dash.
18 - 1965 Chevrolet Bel Air Down On the Junkyard - Picture courtesy of Murilee MartinThe sticker on the inside of the glovebox door indicates that the car was sold by George Irvin Chevrolet in Denver. A little research shows that this dealership— which still used alphanumeric phone numbers after all-numeric dialing became standard— was located at East Colfax and Gaylord, which is just a few miles from the wrecking yard in which I photographed this ’65. The great circle of automotive life, nearly complete.
11 - 1965 Chevrolet Bel Air Down On the Junkyard - Picture courtesy of Murilee MartinThe fenders came from some other ’65 or ’66 full-size Chevrolet, but chances are this car was built with a 283-cubic-inch small-block anyway.
08 - 1965 Chevrolet Bel Air Down On the Junkyard - Picture courtesy of Murilee MartinA really resourceful Junkyard Finder would have scraped the yuck from this engine and obtained some block and head casting numbers. It’s a 283 or a 327 if it’s original… which it probably isn’t
24 - 1965 Chevrolet Bel Air Down On the Junkyard - Picture courtesy of Murilee MartinRather than research the 197 trillionth small-block Chevy engine built, however, I became much more interested in what was in the trunk.
27 - 1965 Chevrolet Bel Air Down On the Junkyard - Picture courtesy of Murilee MartinDenver newspapers from 1982! Poor Marty Feldman— he died so young.
28 - 1965 Chevrolet Bel Air Down On the Junkyard - Picture courtesy of Murilee MartinMeanwhile, the beginning of the collapse of the Soviet Union was brewing in Poland.
25 - 1965 Chevrolet Bel Air Down On the Junkyard - Picture courtesy of Murilee MartinHowever, the Cold War was getting scarier and scarier during its final decade. Those MX missiles loomed large when Able Archer 83 freaked out Brezhnev’s equally doddering successor.
30 - 1965 Chevrolet Bel Air Down On the Junkyard - Picture courtesy of Murilee MartinMitsubishi started selling trucks under its own name (instead of with Dodge badging) in the United States in 1982.
29 - 1965 Chevrolet Bel Air Down On the Junkyard - Picture courtesy of Murilee MartinSo, our car-trunk history lesson tells us that this car got parked for the last time in the early 1980s, then sat outdoors in Colorado for the next few decades before getting sold for scrap.
19 - 1965 Chevrolet Bel Air Down On the Junkyard - Picture courtesy of Murilee MartinThat optional padded dash doesn’t look so great after 32 years at 5,280 feet.
32 - 1965 Chevrolet Bel Air Down On the Junkyard - Picture courtesy of Murilee MartinTwo-door big Chevrolets are cool, but you’d end up paying ten grand to make this one worth maybe four grand. A factory 409 or 396 ’65 Impala two-door with some weird options, sure, that’s worth restoring from basket-case condition. This car… well, let’s hope its few remaining usable parts get grabbed before it gets crushed.

This swift, silent, jet-smooth Chevrolet spreads whole mountains, meadows, vales, and streams before enchanted eyes. There’s no way some spacy-ass commercial like this would get by GM’s marketers today, because they know that Americans hit ’em hard!

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52 Comments on “Junkyard Find: 1965 Chevrolet Bel Air...”

  • avatar

    Bottom Line: If you ever run across either the 2 door post or hardtop, you’d better grab it. First, its a beautiful body style. Second, many of these came with the larger engines, although it is certainly true that the post probably came with a 283 CID Power glide. A friend had an SS coupe 4 speed with a 396/325 HP. It was optioned out with 4″ dual exhausts, a really impressive sight in the day. As I recall one could order the 396/375. Even if your found 2 dr didn’t come with the big engine, resto mods done on this body can be QUITE desirable.

    • 0 avatar
      doctor olds

      The ’65 Impala fastback coupe is one of the all time best looking cars, imo. The 375 HP 396 was a great engine. My college roommate had a ’66 Beaumont, Canadian Pontiac that was mostly Chevelle SS 396 with the 375 HP option. One of the fastest cars around.

      In my college days, I picked up a notch coupe like this one. My Cougar was recently disabled, and I wanted to make it to FLA for spring break. An acquaintance offered her Biscayne for $50, touting the good snow tires. I said I didn’t need ’em for one trip south and gave her $25. With the naiveté of youth, I nearly doubled my cost by installing a gauge pac – oil pressure, voltage.. for $18-19 or so.

      It was a huge car with reasonable comfort for a 6′ plus person to stretch out on the front and rear bench seats. The steering had 1/2inch of play, it used a quart of oil and a tank of gas every 300 miles. In the end, It made 3 trips south and my girlfriend drove it another year. I gave it to a friend when it needed a heater core.

      I am surprised we don’t see as many of these as we do ’55-’57’s.

      • 0 avatar

        My first car was a ’66 Impala SS. A couple of years ago while driving to the Chicago Auto Show I saw one that was cosmetically identical to mine, same gold paint, same vinyl roof. Though it had a big engine, not the 283 2 barrel mine had.

        We should see more. They sold something like a million fullsize Chevys in ’65.

        • 0 avatar
          doctor olds

          Yeah, Ronnie, Chevrolet had about half of GM’s 50% market share for years! It appeared to me, living thru the era, that the first oil embargo really gave a boost to Oldsmobile and the midsize segment to the loss of Chevy and fullsize. People went down in size and wanted to go up in status.

    • 0 avatar

      The 396/375 was limited to smaller SS (Chevelle, Camaro, Nova).

      The “4 inch exhausts” were on diesels.

  • avatar

    $19000 on the Mitsubishi and $600 on the video player in inflation adjusted money. I remember years ago someone like Motor Trend saying that these Chevys were the best cars ever made. I think it was some strange comparison from the early 80s but will never forget that.

    • 0 avatar

      Well, I had a ’65, and they were bean counted into mediocrity, but as Murilee’s saga reveals, the GM parts bin could turn it into a very competent freeway cruiser, and the later, better bits all fit. I made two cross country round trips, the first in the bean counter version, the second with front discs, upgraded suspension, a Hydramatic replacing the Powerglide, and an aftermarket AC unit. The difference was amazing.

  • avatar

    When I pulled the interior out of my 78′ Malibu to re-do it I found a intact coupon from 1984 for Jiff Peanut Butter.

  • avatar

    I found all sorts of neat stuff in the back of my 65 Chrysler when I bought it. Love seeing stuff like that. Doe-Skin tissues, old business cards, old maintenance receipts etc all dated. The 65s (from the big three anyway) were a year or two away from mass-plasticization. Though it was unavoidable for cost and weight savings, I prefer these earlier years as they are for the most part, rock solid. My 65 nary has a rattle or squeak as everything is made of metal. Not much in the way of plastic on the inside. Even the duct outlets are all metal and weigh quite a bit when you remove them (as I found out to realign a fin). Not saying it is better but from a longevity standpoint, metal seems to fare better.

    Love this coupe though. Value may be scrap but I would think someone out there would want to do something with it. Maybe not.. RIP

  • avatar
    doctor olds

    Thanks Murilee! Your piece evokes some great memories.

  • avatar
    Roberto Esponja

    Wow, that was one classy commercial. Thanks for sharing, Murilee.

  • avatar
    Land Ark

    Back in the early mid-90s when I decided to restore my ’67 it was discussed that if it had a post it wouldn’t have been worth fixing and we would have scrapped it. During the peak of pastel painted, monochrome street rods these were throw-away cars. It’s amazing one in this condition lasted so long (and someone didn’t half-heartedly try converting it to a drag car).
    I always thought the ’65 and ’66 full sizers were just a bit bland. Especially in ’66 when they did away with the round tail lights. I’ve always felt that ’67-’68 was the unofficial end of the Impala.

    • 0 avatar

      “I always thought the ’65 and ’66 full sizers were just a bit bland. Especially in ’66 when they did away with the round tail lights. I’ve always felt that ’67-’68 was the unofficial end of the Impala.”

      If you remember the ’60-’64 models, they were very modern by comparison. There were major styling changes after ’68, but they were all the same car through ’71.

      • 0 avatar
        Land Ark

        I meant that in a purely aesthetic way.
        ’62-’63 ushered in the cleaner, almost minimalist, looks that were to follow. And ’65 got rid of the death-trap x-frames. ’69, to me, seemed to be less about design and more about girth. Gone was the fastback and in its place was a hulking slab of personal luxury steel.

        • 0 avatar

          Well, I was just pointing out that the reason the full size Chevrolets in all models sold a record 1 million-plus was that the design represented such a break from what came before.

          That’s a lesson for designers: the aesthetic is not independent of context, when you’re trying to sell a lot of “units”, as the sales manager would say. That’s why I think a squared off, two-box subcompact crossover, or a 3-box midsize sedan, would sell very well, since it would be a break from the jellybean/fastback look prevalent today.

          There’s a whole generation of people who’ve never been in a tall greenhouse vehicle with upright seats and ample leg room, and lots of people who have, have the money to buy new, and wish they would come back on the market. I’m even crazy enough to think if Sergio brought back the Omni/Horizon with a modern drive train, he’d have a winner.

          • 0 avatar
            Land Ark

            They definitely were a break from the late 50s. And looking back I’ll wager in 1959 there were plenty of people rolling their eyes saying, “Enough with the gall dern tailfins already!” Much like we complain about LEDs.
            I’ve always thought if someone would make a cheap, reliable car and just keep the same design decades people would buy it. Like the Beetle.
            And my answer for that would be the late E39 BMW. Build it in 3 trim lines (economy, standard, luxury) and it would be difficult to beat.

  • avatar

    I remember it like it was yesterday: on a bitterly cold day in January 1966 my father picked me up from school in our brand-new 1966 Chevrolet Impala Coupe, white with red cloth interior. I think he once told me it cost C$ 2500, ordered from the factory. The only option on the car was the automatic transmission: no radio, no power windows or steering and, well, no guts: it had the 250 inline six offering 155 bhp. Until consulting Wikipedia a moment ago I had no idea this engine was called the Turbo Thrift. It felt like it! I always thought the body style was among the best GM ever did but there were some issues. Although the car was built in Canada (Oshawa, probably) the heater was totally ineffective and in strong crosswinds the car was difficult to control, blowing around pretty easily considering it weighed 3400 pounds. It was also huge, so from time to time my mother would hit the sides of our full-size garage when entering or exiting. We didn’t care about fuel consumption or finding a big-enough parking spot in those far-off days though. On the plus side, the front bench seat and column shifter offered benefits at the drive-in with the right companion although I never did try to smuggle anyone in using the truly mammoth trunk. The 1966 taillights were nicely integrated, unlike those on this ’65. A beautiful car in its day and not surprising that these big Chevvies were the top-selling cars produced in North America but I cannot imagine driving one today.

  • avatar

    I second the recommendation for the book Junkyard Planet. Really fascinating and now I really wish I ran a scrap yard.

  • avatar

    Big and comfy , these were beautiful too .

    Running a junk yard was the most enjoyable job I ever had .


  • avatar

    I wonder what the “FR” in that phone number stood for. When I was a kid, my parents’ number was “OS” for Osborne, number 67. For local calls, only the last five digits were used.

    Then again, I worked in a cookie factory, in a mid-19th century cotton mill, and the repair shop had a 14″ temperature gauge apparently given away by the Fall River Steam Shovel Company. Their phone number was 497. Compare that to dialing somebody’s cell phone.

  • avatar

    Hey, I have a ’65 Impala! I could’ve used the… I mean, that is, the… um, it looks like maybe…

    wow. there is really very little there worth saving.

    Incidentally, does that sales record still stand? I’ve always wondered about that…


  • avatar

    $13,516 for the ’82 98 Recency. Back when there was still room to do it with style.

    Sounds like a lot of money. Would this have been more or less than something like an Audi 5000? And how much was a 420SEL?

    My 87 Audi 5000S had a price of $24,000 on the window sticker when I got it.

  • avatar

    Jason was disgruntled.

    “…well, we can send Jason up.”
    Jason cringed from within the box truck upon overhearing his supervisor. He finished lifting the box of product to the top of the stack, and muttered “Please don’t send me to Fort Collins. Please don’t send me to Fort Collins.”

    “Where is Jason?”, Bruce asked. Eddie gestured from the loading dock and fingered his co-worker. The boss man trotted quickly into the truck, his face flush with panic. “Jason, I need you to do me a huge favor. I need you to run up to Sterling and…” Jason cut him off. “WHAT?!” It was the last day before leaving for the holiday break. Everyone was already beginning to slack off in anticipation for the company party. In the lunchroom, home baked cookies, chili, and other treats lay in wait. Now, this captain of the Enterprise needed somebody to go into the reactor and fix the warp core, only there were no volunteers this time. “Why can’t you send Eddie? I went last time.” Eddie flipped him off.

    Jason stormed through the slush out to his two-tone Chevy. On his way out, he had barehanded a fistfull of apple pie. “Come on you piece of sh%t.”, he said, pumping the pedal. The small block awoke with a steady high mileage misfire. While waiting for it to warm up, he slid the pie down his gullet. A rag was sourced from the floor to clean himself. The wipers squeaked and skittered over the icy layer on the windscreen. “Son ofa…”, Jason scoffed, putting his ice scraper to work. The radio could be heard from the open door of the Bel Air. He sang along angrily as he scraped, watching his co-workers smile with glee in the window, now that the festivities were underway. “You can’t hurry love. No, YOU’LL JUST HAVE TO WAIT.”

    The sheetmetal was slammed shut again with a clatter. Jason warmed his fingers in his breath. “Two-hundred FU&^ING miles.”, he said, pulling the shifter down into drive. The drive line loaded up with a clunk. He took one last look to his left in disgust, then prodded the V8 from it’s rhythmic rumble. A truck tire-shod wheel lit up a single rooster tail of snow in protest.

    Something was wrong. The 283 felt dull and loaded when it attempted to accelerate onto I-76. It was the choke again. Jason was right pissed now. “GRRAAAHHHHH!” Trucks roared past, spraying up mist while the young plebe furiously removed the air cleaner cover. He rammed his finger down the malevolent carburetor’s throat, correcting the issue.

    “Her name is Rio and she dances on the saaand.” Back behind the wheel again, Jason tried to do his best to cheer himself up on the long drive northeast. He beat the rim of the tiller to Duran Duran’s latest, and let his mind wander. The sound of his supervisor’s weaselly toned voice, stating desperately “We need that valve.” made him feel like the savior of the company for a brief instant. He knew the truth though. Somebody up top had screwed up. Once this task was done, it would be forgotten. His stomach growled. He should have just taken the whole pie.

    Finally, Sterling, Colorado. It had taken him longer than expected due to a jack-knifed truck. Jason grabbed his useless note he had written for himself from the seat. Scribbled down in the red mist during the briefing, it was hardly helpful at all. He didn’t even take down the name and address of the pipe company. “Northeastern College. Northeastern-F*&K!” Then he saw the sign. “Northeast Junior College.” It was a glimmer of hope. He might even make it back to base before dawn.

    Jason managed to get to his destination just as the last supervisor was about to lock up. “Sh*t, I figured you weren’t coming.” He then looked on as Jason heatedly manhandled the 80lb iron shutoff valve into the trunk of the Chevy. He shuffled the large component back and forth, securing it in the purposeful nest of newspapers. Then, the courier climbed back into his jalopy and was gone in a flash. “Have a nice Christmas.”, the man said with sarcasm at the fishtailing Bel Air.

    The trip back was snowy, but uneventful. By the time he pulled into the empty parking lot at work, the sun had descended. The loading dock opened for him immediately. “Was there traffic or something?” Chief was upset that he had to keep the light on for him. Jason only responded with a blank stare. He silenced the motor after backing it up to the dock. The trunk lid was flung open, then he tossed the heavy part onto the loading dock with a thud. “Careful!”, said the boss man. “Good thing we have a spare. Eddie found one hiding in the back after you left.” Bruce kicked the valve inside the bay, switched off the lights, and locked up. “We were gonna call up there to let you know, but…you know. Thanks anyway.” Bruce had already long sped off down the street in his LeSabre before Jason realized he had been standing there in a state of shock next to the Chevy. He didn’t want to get back into the car. He urinated on the front steps of his employer, and the stress lessened slightly.

    Jason tried to re-light the 283. There was no sign of life. It cranked and cranked. The snow was really coming down now. The headlights were now as dim as his resolve. He abandoned the old Bel Air, and trudged through the snow a quarter mile to the nearest phone booth.
    “Everyone’s there already?”
    “Can you come get me.”
    “Yeah, my car’s dead.”
    “No. I don’t think a jump will do anything. We will have to get towed to the house tomorrow or something. I can’t even look at it now.”

  • avatar

    Must not be the top-of-the-line model.

    Four tail lights compared to the fancy ones with six.

  • avatar
    Joe K

    My Uncle Vic (lived across the street) had one he bought new. He had it for many many years. I remember with much fondness we knew whenever Uncle Vic came home. The car had the nosiest gear selector I have ever heard. We could here the CLICK CLICK CLICK CLICK when He left and the various clicks when he changed directions. This was back when no one complained about these things. Ah yes such fond memories.

  • avatar
    Ron B.

    I was school when a guy bought his three sons one each for Christmas. New 1965 Chevies. In that country it was like dad had just given them a new Merc each.
    The engine in that junkyard car looks to be older than the car… 1950’s I would guess. Check out the head ID mark.
    Marty Feldman was a genius.RIP.

    • 0 avatar
      Roberto Esponja

      Agreed, such a shame when he died.

      Would you believe there is a Marty Feldman Chevrolet? Wonder if it was his, or just coincidence.‎

      Not the first time a celebrity would have owned a car dealership.

  • avatar

    I bought a 65 Impala SS hardtop in 1967 when it was two years old. It was Maroon with Black vinyl interior, 283, Powerglide, power steering. Not fast but a nice all around car, put chrome reverse wheels on it with red line tires. I had just gotten out of college and then failed the physical when I got my draft notice so this was my first late model car. Fond memories of it. I really think the 61-68 Impalas were a high water mark for GM stying.

  • avatar

    Hey, nothing says 1982 like a 20% off sale on velour tops and corduroy! I can’t see what store it is, but it’s gotta be JCPenney.

  • avatar


    Is there any way that you could grab that rear window trim for me? MAYBE the rear glass also? I’ll pay you for both the part and your trouble. I’m restoring a ’66 Biscayne two-door.

    Contact me at [email protected]

  • avatar

    hey I just noticed: on what looks like the driver’s side fender, the paint under where the crossed flags emblem used to be looks like Evening Orchid, which was a new color for ’65. very cool at the time:

  • avatar

    If you haven’t read it, you should definitely check out Murilee’s extensive piece on his 65 Impala Hell Project Car.

  • avatar
    bill mcgee

    Wasn’t this the generation of full sized Chevrolets that began having the problems with the plastic motor mounts ? Still remember driving one of my roommates cars , IIRC a 1966 Impala sedan with the 327 when the motor mounts failed . Luckily the throttle didn’t get jammed wide open, instead I was able to steer off to the shoulder . The roommate blamed me until a few weeks later when GM issued a recall for this very problem .

  • avatar

    I spent a lot of time in ’65 Bel Airs. First one was a friend’s grandfather’s car that he ordered as his “last car”, and he was right, it was his last car. Not too fancy, it had the 283 and a ‘glide, it was aqua blue (or something close to that), with a matching interior. Bench seats, AM radio, no A/C. When grandpa died, my friend’s older brother got it, but he got his GF pregnant and his parents took it away and gave him a newer Nova instead. I don’t understand how getting a ’70 Nova, a year old car at the time was a punishment, but that’s what they meant it to be. About a year and a half later, my friend got it, and he drove the hell out of it. The first time it was totaled was when it was hit while parked at a local mall by an ancient woman who had some kind of medical issue. He bought it from the insurance company, and it was soon back on the road with a primered trunk lid and a junkyard back end. The second time, it was hit head on by some guy who had fallen asleep on the way home from work. My friend had a seriously messed up knee, and for a while, it looked like the Bel Air would end up at the junkyard, but after my friend was up walking, the car was soon back on the road too, with a primered hood and front quarters. After a couple months, a couple of us helped him pull the badges and do some minor bondo work, getting it ready to get painted. Off it went to MAACO, and when it came back, it was dark blue. They actually did a nice job on it. He drove it daily for about 9 more years, and rust eventually killed it. A couple of years after I moved to Las Vegas, a friend bought a ’64 from an old lady. It had a transplanted 454 and a turbo 400 in it, a real sleeper, it was pretty quick. He stupidly sold it just before the prices on them started shooting up.

  • avatar

    2 speed power glide.

    Worked pretty good.

  • avatar

    When I was a kid, these 65/66 big Chevys were America’s car. They seemed to be around forever, when in fact, of course, most passed away to the junkyard after the usual 10 years or so. I guess I can attribute that to time passing more slowly when you’re young, and that billions and billions of these cars were sold.

    I must say, however, that the two-door Bel Air configuration is unfamiliar to me. I thought that model and the lowly Biscayne came only in 4-doors.

    I’m with CapVandal–Powerglide rules! It’s the simple things that are most enduring. And what a great name! Hey, there’s an idea for a blog post: great names of the past for transmissions, engines, and other car features.

  • avatar
    bill mcgee

    Never owned a full- sized Chevy ( or anything else ) but owned two 1965 Malibus , both with the 283 , one with three-speed manual, the other with Powerglide . The much maligned powerglide actually was pretty peppy and kind of fun , frequently would shift it manually from low to high . Easily beat all sorts of would-be ” sporty” , new malaise era cars ( this being the late seventies, early eighties ) in impromptu stoplight races , including Porsche 924s and 944s.

  • avatar

    What struck me was “optional” padded dash.

    Wow. I remember that concept, but just hadn’t thought about it in a while. We take a lot for granted now.

  • avatar

    When this car came out, I thought it was the baddest. Especially those taillights rising supernaturally out of the trunklid.

    I’ve learned since, as most of you probably did long ago, that this car was part of GM’s company-wide “Riviera look.” The forward lean of the front, the giant hop over the rear wheel, and the generally swoopy (and wildly space-inefficient) proportions compared to the boxier 1961-64.

    One thing I find really amusing about the sales success of this car is that we Americans collectively went all gaga over its great looks and bought a zillion of ’em. Then, after GM ran this design into the ground in the ensuing dozen years, they returned in 1977 to boxy and sensible proportions very similar to the 1961-64 models, touted it as a groundbreaking efficiency improvement, and sold another zillion of those. Boy, are we easy to sucker.

  • avatar

    Just saw a Harold Ramis memorial and when he and Bill Murray drove up to the recruiting office in “Stripes”, they seem to be driving this car.

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