C10 Terminology: Understanding the Basics

The Chevrolet C10 pickup line spans nearly three decades with three distinct generations released in that time. Each generation is uniquely different with a devout following of fanatics behind each one. While the Chevy C10 was one of the best selling pickups during its time on the market, the C10, across all generations, remains one of the most modified trucks to this day. The aftermarket support for these trucks is utterly amazing, which makes customizing them exciting and attainable for novices and experts alike. From suspension and performance products to exterior and interior styling items, there really is no limit to what can be done with these timeless American trucks. 

Now, whether you’re in the market for a Chevy C10 truck or are an avid admirer of one of the most popular American pickups to ever hit the streets, you’ll always run into specialized vernacular that describes in better detail the particular specimen you happen to be drooling over. In an effort to help familiarize you with these key terms attached with the C10 platform, we’ve gathered a small group of widely used descriptive words to assist in sifting through classified ads or to just having a better understanding for these classic pickups. 

The C10 Name

While some generic truck terms are easier than others to pin down and understand, there are others like the actual C10 name that can leave both newcomers and some well-versed enthusiasts equally stumped. While the name of these trucks has become familiar in many automotive circles, the C10 title is actually a bit coded. GM introduced the C/K truck platform in 1960, with the “C” prefix standing for  “conventional” signifying the truck is a 2WD model, where the “K” models would indicate a 4WD pickup. 

To further differentiate GM’s truck offerings, another commonly seen model, the C20 was also made available, which was capable of carrying a ¾-ton payload compared to the C10’s ½-ton abilities. While there are other differences between C10 and C20 models including towing capacity, suspension components and varying engine options available in some years, payload is the main separation point between the two. 

Bed Length 

Aside from three different Chevy C10 generations (1960-1966, 1967-1972 and 1973-1987), there are universal terms that place them into separate subcategories based on the bed type each happens to be equipped with. The most popular among builders these days is the short bed over the long bed. The less lengthy bed has a sportier aesthetic that simply looks and performs better on the autocross course, but if all you can find for sale are long beds (which are usually cheaper anyway), don’t fret—converting long into short is a very common modification these days. It all really comes down to preference in looks and specific hauling needs, but the difference between the two is important to take note of. 

Bed Styles

While we’re on the topic of beds, let’s also examine two style variations: Fleetside and stepside. The Fleetside is the sleeker of the two as it features flat paneled sides with the wheel wells concealed within the bed. Other automakers have their own terms for this particular style (Styleside and Sweptline are used by Ford and Dodge respectively), but GM’s Fleetside term has taken precedence over them all and can be used interchangeably unless you like to stick to each brand’s own technical term. 

The stepside model bed features a more utilitarian (think farm truck) look and function with the wheel well placed on the exterior, making a body recess with a built-in step just behind the cab to allow easier access to the bed. This style was actually the only truck bed option with GM trucks produced between 1947-1959. It wasn’t until the introduction of the Chevy C10 in 1960 when the Fleetside became the new “standard”. The two styles create significant difference in side profile appearance, and while the majority tends to prefer the Fleetside option, the stepside has its own charm and dedicated sect of fans. 

Generation “X”

Chevy’s first generation C10 proved to be a major shift in both appearance and performance from their truck models that preceded it. Although there really hasn’t been a sweeping nickname given to Chevy trucks made between 1960-1966, the second-generation C-Series trucks did get one, although you’ll rarely ever hear it used.

The handsome, modern styled trucks released from 1966-1972 came to be known as the “Action Line” as creature comforts not often associated with work trucks became available to cater to a new breed or truck owners. A much-improved coil spring trailing arm suspension system also played a role in the new name as it helped achieve a car-like ride quality, and a handful of interior amenities and the inclusion of disc brakes went a long way into creating an appealing overall package that stands as one of the most attractive classic truck models in the crowd today. 

As the third generation of Chevy C10s rolled out in 1973, so did a more descriptive name for the new rounded body style—the square body. While this wasn’t the official name given to this model (Chevy actually dubbed it the Rounded-Line), it’s the one that has lasted throughout the years and been embraced by 3^rd gen enthusiasts. The boxy body features a wider profile with rounded edges, which was a vast change from the 2^nd generation’s sleek streamlined design. While the change was different in appearance, it wasn’t different in popularity as even more in-demand cab options like power windows and door locks were made available to consumers. The C10 pickup was no longer seen as merely a vehicle used only by the working man—it was now more appealing than ever to those looking for an alternative to driving a “regular” car. 

While there are a lot of other more specialized terms associated to Chevy C10 model trucks, knowing which bed is attached to what generation will tell you a lot about a pickup without even seeing it. No doubt, these terms will help narrow down your truck search or simply allow you to further your knowledge about the line of classic Chevy pickup trucks that you’ll be seeing at shows and on the road for many years to come. 

Chevy C10

The New Lil’ Deuce Coupe

There are certain vehicles that at some point in the earth’s rotation of the sun catch the public’s attention: The ’32 Ford, the ’55 Chevy, the ’64-1/2 Mustang, the ’67-’71 Chevy C10 trucks. Wait. Chevy trucks? Yes, the ’67-’71 Chevy C10 trucks are hot, in the spotlight, getting their day in the sun. Right now they’re killing it.

It’s difficult to pinpoint exactly when, how, why and where this trend kicked off but certainly Delmo and Holley Performance Products were right there at the beginning. Canadian Del Uschenko’s Delmo’s Speed and Kustom in Prescott, Arizona, got his start in the hot rod business working for the likes of Troy Ladd’s Hollywood Hot Rods before branching out on his own saying, “I built my own C10 in 2010 and suddenly, it took off and I’m building trucks for a string of customers.”

Patinated, bagged in da dirt—Delmo builds the lowest C10s—and fitted with Del’s signature smooth “Delmo” wheels. “I built the first set from some old CenterLines and factory caps,” said Del. “But now I use Intro Wheels while Mike Curtis Design makes most of my other parts that include coil re-locators, engine kits, and valve cover adapters.” Two of Del’s most popular products are his replacement billet aluminum doors handles and his new inner fender panels.

Recently, Del moved from Burbank, California to Arizona, saying, “There’s a great truck scene here. I have a lot of friends and somehow it’s less competitive than L.A. We help each other rather than fight each other.”

Likewise in 2010, but two thousand miles away in Bowling Green, Kentucky, Holley initiated their own ’67 small-window, C10 “shop truck”. According to Holley CEO Tom Tomlinson, the shop truck featured an LS3 engine and Holley’s HP self-learning, EFI fuel injection.

At that time, that was one of the first aftermarket injection systems for the new aluminum LS3 engine that had been introduced on the Corvette in 2008—it was, at the time, the most powerful base Corvette engine in history. The engine featured big-block Chevy-style, coil-pack covers, and a dual-snorkel air cleaner and, of course, EFI. Tom said, “We wanted to show people that you could have modern reliability and drivability with that vintage look.”

The great stance of the Holley truck was in part due to the six-pin, Halibrand-style knock-off wheels by Mike Curtis Design. To see the Holley truck in action, check out the episode of Jay Leno’s Garage.

“We wanted to show people that you could have modern reliability and drivability with that vintage look.”Tom Tomlinson, Holley CEO

There’s a lot of enthusiasm for GM’s LS-series of hi-performance engines that, despite their ugly coil packs, can be made quite attractive albeit with a lot of makeup. Today, there are several versions including the LSA, a factory supercharged 6.2-liter, along with a host of aftermarket speed and dress-up parts.

For example, we spotted Louie Atilano’s white ’65 at Mick’s Paint in Pomona, California, where they were installing an LS3. “We didn’t start the build or paint Louie’s truck,” said Mick, “However, we are doing final assembly which included the installation of a full tubular front suspension and brake kit from Classic Performance Products. It was a straight forward install and the LS swap is a simple one that we have performed on a lot of sixties vehicles.”

GM began production of the C/K line in 1960 with C standing for 2-wheel drive and K for 4-wheel drive; however, it’s the second-generation 1967 to ’71 trucks that are the most sought after. GM called them the “Action Line” when they began improving comfort levels with coils springs up front and leaf springs in the rear. They were also known as “Glamour Pickups” but that is not to say that the models either side of the ’67 to ’71 sweet spot are not popular, they are an increasingly so.

Production numbers for the ’67-’71 golden years are approaching 1,500,000 total units with just under 300,000 being produced respectively in 1967 and ’71, more than 400,000 in 1969 and just less than 400,000 in 1972. There is a staggering number out there to choose from but as they were built primarily as workhorses, many have suffered. That said there are replacement parts galore from companies such as Brothers Trucks, Classic Parts, LMC Truck, and many more. United Pacific, for example, has nearly 70 items for the ’67 truck alone. The problem is not one of availability; the problem is one of deciding from all the available options. For example, Truck and Car Shop has separate 150-page catalogs for 1947-’59, 1960-’72 and 1973-’87 trucks.

Complete frames and chassis are also available from companies such as Art Morrison, Pro Performance, Roadster Shop, Speed Tech Performance, and Scott’s Hotrods ’n Customs. Kevin Tetz of Paintucation chose a chassis from Schwartz Performance for his latest project “C-Tane” that can be seen on his show “Hands on Cars” on Amazon.

“They’re plentiful, not too expensive, there are plenty of parts available, and they’re easy to work on.”Michael Hope

One young guy starting out in the hobby is 19-year-old Michael Hope who crews on Ron Hope’s AA/Fuel Altered Rat Trap. He’s also the ‘fly-in’ guy for Bobby Hilton’s AA/Fuel Dragster and Tony Lombardi’s 7.0 Pro in NDRL. His ’84 short bed is his first real build and it will be used to support his grandfather’s racecar. “These trucks are a great place to start. They’re plentiful, not too expensive, there are plenty of parts available, and they’re easy to work on,” commented Michael.

Rather than a new frame, Michael decided on Ride Tech tubular A-arm front suspension and No Limit four-link in the rear with Viking coil-overs all round. “The stock frame is strong enough,” said Michael. “I just wanted it lower to look more like Thom Taylor’s rendering.”

The stock power train has been replaced with a Chevrolet Performance 350 crate engine and a 700R4 trans. Still, under construction at the time of writing, Michael plans to hot-rod the motor with Holley’s Sniper EFI assembly including the Sniper ignition system and long-tube headers. “Holley has done all the engineering,” said Michael. “I don’t need to mix and match parts.”

Pre ’67 trucks are likewise popular and we went to check out Dave Keister’s stack injected, gasser-style ’65 being built at Jimmy Shine’s Speed Shop. Up front, it has a drag-style straight-tube axle with power from a Crower-injected 572 ci Dart big-block with a giant Currie rear end and gold anodized American Rebel wheels.

An interesting “concept” truck coming together at Steve Strope’s Pure Vision Design in Simi Valley is a ’67 for Bob Florine of ARP Racing Products. Steve’s what-if question was, “What if Chevy was building their own shop truck and used parts from a 427 Corvette? We found all the right parts including a 427 block, L88 heads, ‘Snowflake’ intake and Tri-power, a date-coded Muncie 4-speed and the ’Vette independent front and rear suspension. It’s even going to be painted Marina Blue by Mick’s Paint.”

In Huntington Beach, California, designer and “Overhaulin” TV personality Chip Foose took a similar but different “what-if” approach with his own ’67 C/28. It began when he found an original Z/28 Camaro 302 engine date-coded to the day to match the ’67 C10 he already owned. Chip then explored what the factory might have done had they dropped the Z/28 302 into a C10.

The 302 was ported, polished, and made to work in a modern environment while the stock chassis was upgraded with Hotchkis suspension and brakes and a unique set of Foose five-spokes.

You can tell, there’s a lot of activity in the C10 world and prices are beginning to creep up. However, at the Kennedy Brothers in Pomona, California, there were three C10s: a ’69, a ’72 and an ’86, all for sale. There was also a ’72 Blazer that belonged to Jay Kennedy’s wife. “She drove it all the time with the roof off,” said Jay. “Now I have to freshen it up before the summer.” 2WD Blazers, especially the ’72 model, is, of course, sought after as the front-end changed dramatically for ’73.

I have too many friends who have made purchases only to find that the “other” side of the truck, the side not shown in the photographs, is not up to par, sometimes not even there.

We came across numerous classic C10s both customized and stock as we drove around Pomona. As you would expect, prices are across the board according to the condition. The first thing to check before you buy is that the truck has a title. Often, these trucks have sat for many years without being registered. You need to know that it has a title before you make the purchase.

There is an I.D. plate riveted to the doorpost that states the vehicle’s gross weight limit (weight of truck plus it’s maximum allowed load) plus stamped digits that give the assembly plant year, size of the truck, month built, and sequential numbers as it came off the production line. These plates are necessary for positive vehicle identification and in some cases registration.

Another thing to beware of is the long bed that has been hacked into a more valuable short bed. That’s not to say that it hasn’t been done properly but you have to get under there and take a look. Obviously, being primarily a work truck you have to consider the condition of the bed and what it might cost in time and trouble to restore or even replace.

Many of these working trucks are being pulled out of the snow belt because they are usually cheaper than trucks from the dry Southwest—many of which have already been picked. Examine the truck all over and especially underneath for signs of rust or hasty repair.  Yes, it’s all fixable and the panels are available, but at what cost? Also, beware of a freshly painted truck or a truck in primer as a primer can cover a multitude of sins, especially if the seller says, “Oh, we were just getting ready to paint it.”

“It’s better to buy a rougher truck that has original paint and even original rust,” said Mick Jenkins of Mick’s Paint. “At least you can see what you’re buying.”

My final piece of advice for a would-be C10 purchaser is to beware of buying a truck sight unseen off the internet. The internet is a great way of finding a vehicle but beware of the unscrupulous seller. Go and look at the vehicle and take a friend for an unbiased, second opinion. I have too many friends who have made purchases only to find that the “other” side of the truck, the side not shown in the photographs, is not up to par, sometimes not even there. Caveat emptor—buyer beware.

A C10 Across All Ages

Mike Hegarty’s 1971 Chevrolet C10

Found in a town not far from where Mike Hegarty lives was a 1971 Chevrolet C10. From its side of the road beginnings, this C10 has become an OEM Plus conversion using all original GM parts.

When Mike Hegarty took possession of the ’71 C10, the fenders were, strangely, removed. There was no crash damage that he could find and, to make matters worse, they were placed in the bed face down. You might not think that would be a big deal, but it used to have a camper on it with a carpet in the floor. At some point before placing the fenders there, that camper was pulled off. Rainwater collected in the carpet and ruined the front fenders.

Mike isn’t one for reproduction stuff. “I like to use all original GM stuff,” Mike admits, “I’m big reproduction fan.” He accounts that to fit and finish issues he’s had in the past. He found a set of original C10 fenders and began to improve many of the parts on the truck. In a way, he kind of had to as it was a strangely built truck to begin with. It had manual front disc brakes, a manual steering box, a one-ton four-speed transmission, a manual hand throttle (like tow truck chassis had), a rubber one-piece floor mat, no chrome trim, factory painted bumpers, factory air conditioning, and a 3.08:1 rear end with posi-traction. It was an oddball of a truck and the only two options listed on the body tag were for the factory air and the posi-traction. Otherwise, it was no frills or thrills from the factory floor.

To make it look nicer, Mike searched for improved GM factory parts to replace the boring parts. Again, nothing on this truck is reproduction GM parts. These are all New Old Stock or NOS. The grille, taillights, tailgate trim, tailgate spat, bumpers front and rear, all of it was original from the General from the 1970s. Originally, he was putting it back together to eventually sell as that is something he does and did with his dad, Ed, for many years at Deal Auto Wreckers.

They would get GM cars and take parts off optioned-out junked cars and resell them. Keep in mind, this was also during a time when numbers matching didn’t mean anything. As he was putting this C10 back together, Mike started to like its character and continued to improve it with all the original GM parts he could find. He settled with a built Turbo 400 from Broadway Automotive & Transmission in Oakland, CA and was happy with it.

That is until the camshaft of the original 350-cu.in. four-bolt truck engine ground itself flat thanks to low-zinc, non-additive oil. So, out went that old engine and in went a 1969 dated 350-cu.in. Small Block Chevy with a four-bolt main. The heads were over-the-parts-counter GM, road race style angled plug heads made for ripping above 4500-RPM. It also features a 69 to 70 Z/28 high-rise intake manifold with a 780-CFM Holley 4053 DZ carburetor with the matching factory 69 Z/28 air cleaner. He even installed the big pulley alternator that the big-horsepower GM engines came with.

2.5-inch Corvette “Ram Horn” manifolds were installed but required some clearance massaging at the top of the frame rail to fit. While parts of the bracketry had to also be modified, the original A/C system is still installed. “When you open the hood,” says Mike, “I wanted it to look like the entire engine was stolen out of a 1969 Camaro Z/28.” That also means the steering and brakes were replaced with original GM power parts for a much easier drive. He’s also installed all the optional gauges you could originally get save for the original Speed Warning speedometer. “It’s a loaded option truck that I’ve taken off other trucks,” says Mike, “so none of it is reproduction.”

There are only a few non-GM parts on the truck but the part that Mike admits people were more impressed with, even with all the original GM option parts, is the gas cap. Between the cab and the bed is a four-inch wide panel and the gas cap is hidden and flush mounted into that panel. “When you look at the bed,” says Mike, “It looks like a stock truck other than the top trim panel and that’s where the gas cap is.” The only other part that’s not GM but are 100-percent original are the Halibrand 15×8.5 wheels with Milestar Streetsteel tires in 275/60R15. The knock-off caps are just original Halibrand caps to cover the lug nuts. The final bit of non-factory upgrade parts is the Early Classic Enterprises suspension kit to give it a lower, but still usable stance and improved handling, especially thanks to the addition of the adjustable Super Track Bar Kit to help center the rear end.

Before we leave you, there is are two interesting stories about the paint and scallops on the sides of the C10. It’s a factory GM white for the C10 but was shot by “The Garbage Man,” a buddy of Mike’s not far from where he lives. “I’m not kidding,” he laughed, “It was painted in the nastiest little garage you could ever imagine.” His nephew, who is also a vehicle painter over at Eastbay Speed and Custom in Concord, CA, went with Mike to pick up the truck when it was done. He was used to clean body shops and pristine equipment before this. When they arrived at the garage, he asked where it was painted when the Garbage Man said, “It was painted in here.” His nephew was flabbergasted and now looks up to him.

Finally, before taking the truck home and before Mike’s nephew met his new painting hero, he wanted to put scallops on the sides of the truck. He knew he wanted them to match the blue of the factory interior, so he called up a local scallop artist who quoted him an astronomical price. He was good, but not that good. So, Mike and the Garbage Man laid some stripe tape down, got it to where they wanted it, and painted the scallops on the sides of the C10.

While there is a movement in the modern vehicle building world for “OEM Plus” builds, where high-end option parts are installed on a vehicle, the idea is to make it better than it originally was with factory parts. Mike Hegarty’s 1971 C10 shows that this method can also be applied to classic American vehicles, though it may take a little more time, research, and reach. The results are just as impressive in the end, too.

Third Time’s the Charm With This ‘72 Chevy C10

Dustin Reed’s 1972 Chevy C10 Proves Love Is Sweeter The Third Time Around

As we move through different seasons of life, our priorities, our tastes, and even the people we hold dear change. As much as we are encouraged to embrace the new and put the past behind us, a rare few can persevere through these changes and come out on the far side with relationships and identity intact, making the conscious choice to build on what we have instead of casting it aside to chase something shiny and new. 

Such build on what we have instead of casting it aside to chase something shiny and new “I got it just after I dropped out of college in 2000, and it was a piece of junk that I picked up as a project,” Dustin explains. Built on a budget, and subject to the prevailing winds of automotive culture, the first two iterations weren’t quite as timeless and understated as what you see now. 

“We did silly stuff, like super-slammed and air-bagged out, the kind of thing that was popular at the time, where you could lay frame,” he admits. “You get older, and you get smarter, and I wanted something I could actually track, and that’s what it is built for now. You know things change over the years, funding changes, and this is actually my third attempt at a build. I like it better now.”

As a successful general contractor today, Reed finally has the resources to do justice to his Chevy’s potential. The most striking thing about this truck isn’t the modern, cammed-up LS3 under the hood, or the C4 Corvette front suspension, or Corvette brakes and coilovers on all four corners – it’s the way this Chevy has been turned into a true mid-engine layout, with the firewall extensively relieved to make room for the engine’s radical relocation.

“The craziest part of the whole thing is how the engine is set back 10 inches into the cab,” Reed says. “I was trying to achieve a 50/50 weight distribution, and sure enough, when we scaled it, it was dead on. There’s no truck that’s like that.” Reed’s goal is to maximize grip and turn some heads with the way his C10 turns. His chosen venue? “Autocross at first, and I am relying on Curt [Hill, of Hill’s Rod and Custom in Pleasant Hill, CA] to help me out, but I eventually want to run at Thunderhill and places like that.”

For street duty, Reed’s Chevy rolls on 20-inch 5 spoke wheels shod in 255/45ZR20 Milestar MS932 XP+ ultra-high-performance tires. These feature an asymmetric tread design with large outside shoulder blocks to provide consistent grip under heavy cornering loads, and 3D siping on the inside shoulder blocks combined with angled radial grooves and broad circumferential channels to direct water away from the tread face in bad weather.

While Dustin’s relationship with his Chevy has run hot and cold through the years, he’s glad he stuck with it, even though there are some things he might do differently if he could start from scratch. “I would do a full custom chassis rather than modify it the way I did,” he admits. ”It’s all one fell swoop that way, rather than messing with all that stock stuff, boxing the frame rails, and grafting all the components. I’d rather just roll in a ‘done’ chassis and drop the body on it. I did it the long, expensive way.”

Regardless, he’s happy with where they are today and finds that he’s getting back as much as he put in. “The way I look at it, this is something I really do need,” he explains. “Everybody needs an outlet. It’s almost like a way to meditate. It’s counseling. It’s therapy. It’s my out.”