1970 Chevy Truck For Sale, Your definitive 1967–72 Chevrolet C/K pickup buyer’s guide

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1970 Chevy Truck For Sale, rucks are the often-overlooked gateway into classic car ownership, and while interest may have began to devour over the past five years approximately , there are still variety of affordable options out there that are largely ignored by the auction crowd.

The 1967–72 Chevrolet C/K is one among the foremost popular, reliable, and easiest-to-drive classic pickups you’ll find. This particular generation marks the turning point when Chevy realized it could offer truck buyers modern conveniences and luxury options within the same way it did sedan shoppers—a stunningly simple connection to form on reflection , but one that blew the market wide open during a time when primary rival Ford steadfastly refusing to create anything aside from the foremost utilitarian models for work use.

The end result was a sales phenomenon that might see GM prolong its dominance over the Blue Oval well into the mid-’70s, pushing many samples of this generation of truck out of the factories and onto the roads, farm fields, and dusty barns. The 1968–72 C/K proved that you simply did not have to suffer a tin can cabin or a kidney-busting ride to urge the work done.

1970 Chevrolet K20 profile
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1970 Chevrolet K20
Flash-forward to today, and Chevrolet’s past progressive tense attitude has paid significant dividends for collectors. The driver-friendly nature of those trucks stands in stark contrast to both their predecessors and their contemporaries, the big production run guarantees no shortage of drivers or restoration candidates (although cream puffs are another story), and their dead-simple mechanicals make them inexpensive to take care of and even easier to update to more modern running gear.

Have we mentioned that it won’t cost you much to step onto the C10 tilt-a-whirl? an honest driver-quality ’67 with a six-cylinder engine trades within the neighborhood of $7500, but if you would like a V-8 it’s typically only a few thousand more. Even the simplest ’72 V-8 truck goes to line you back a modest $35,000, and that is for a showroom-quality, completely stock example.

In between, and in fact hovering above, are a myriad of customs, restomods, and rat rods beckoning for you to park them in your driveway. Which C/K is that the right one for you? What are the pitfalls of pickup ownership, and what does one got to verify before delivering your hard-earned cash? We spoke with several classic Chevy truck owners, collectors, and restoration shops to urge the answers.

There are so very, very many to settle on from
1969 Chevrolet C10
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1969 Chevrolet C10
When this particular generation of C/K appeared towards the tail-end of the 1960s, Chevrolet still considered its pickup program to be a billboard effort, with the vehicles aimed primarily at tradespeople, businesses, and farms. This explains, in part, why there have been numerous of those trucks built: quite two million half-tons alone, with a large number of three-quarter and full-ton heavy-duty trucks on top of that number (models that, just like the GMC-branded C1500/K1500, are similar in some ways but which are outside the scope of this buying guide). This abundance of volume has proved an honest thing, because like many working-for-a-living trucks, there’s been a big rate of attrition over the past 50 years or so; examples were driven into the bottom by owners who viewed them as no quite means to an end.

In terms of rarity—if such a term are often applied to a vehicle whose production line never cranked out fewer than 290,000 examples a year—1967 and 1971 are the smallest amount common, and 1969 the foremost common (with quite 400,000 being built, followed closely by 390,000 in 1972).

However, as mentioned above, 1967 also represented a sea-change within the corporate thinking at Chevrolet when it made a robust play to convince truck buyers that they might outfit their beasts of burden with the type of comforts required to use them as daily transportation. As a result, the sheer variety and splendor of the C/K is unmatched for its era of pickups, with a startling number of options, drivetrains, and body styles available for mixing and matching. Colors were also sufficiently rainbow-like: 15 different choices within the first year alone, 20 within the second, and nearly 30 within the third, not including two-tone schemes and various sticker packages.

The importance (or unimportance) of originality
Kacy Smith’s 1972 Chevrolet C10
Yoav Gilad
1972 Chevrolet C10
The result’s that uncommon variants and option combinations of the C/K have attracted the strongest interest from the market. Drawing the foremost dollars are the short bed variants of the pickup, which are the rarest models from a sales mix that accented longer, task-focused cargo beds. it is a state of affairs that has also spawned variety of imitators.

“C10 short beds are what everyone wants,” explains Carl White of White’s Auto Service, a custom and restoration shop located in Niagara Falls well versed in Chevy pickups. “But tons of individuals , including myself, find yourself buying long bed trucks cheaper and shortening them down. There are numerous options now for replacing chassis components, that it all depends on what the top goal is for the owner.”

This where things start to urge murky, a minimum of from the attitude of originality. It’s not totally clear what value that idea even has within the C/K world.

1970 Chevrolet C10 interior
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1970 Chevrolet C10
“Trim models don’t really play an enormous factor anymore in my mind, as you’ll order every part new for these trucks and build them as you wish , or just reconstruct the model supported the RPO tag you found within the glove box.”

Rob Phillips, owner of PCH Rods (builders of the famed C10R racing truck), agrees.

“Nowadays we’re frequently seeing restorations with a custom twist—unique badging, modern drivetrains, suspension upgrades—that reflect the personality of the owner,” he says. “This is particularly true for those that want to use their trucks on a day to day , which is extremely common here in southern California. In fact, there is a guy in my neighborhood who pulls a cement pumper behind his C10 to figure and back a day . He bought it new, and it is the only truck he’s ever owned for his business.”

C/K identifying 101
1970 Chevrolet C10 profile
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1970 Chevrolet C10
Trims won’t matter, and options could also be fluid, but it helps to possess a grounding ‘67-’72 C/K basics when buying your truck.

Despite being one “generation” of auto , the six-year span saw variety of styling changes and updates made to the pickup, typically in two-year increments. stick with us if you can:

1967 models are recognizable by their low-angle hoods, rectangular grille openings with the parking lights embedded at either side and therefore the and bowtie logo at the middle (as well as on the fender emblems). this is often also the sole year that alittle car window cab was available versus the larger window found with all other C/Ks.
1968 trucks are very similar, but they added side marker lights front and rear thanks to federal regulations that went into effect immediately after the pickup’s introduction, leaving designers no choice but to tack them on.
1969 saw the introduce of a steeper hood angle, the word CHEVROLET spelled out on a middle grille bar, and therefore the Bowtie logo moving to the center of the hood’s vanguard . This was also the primary year for the egg crate grille.
1970 may be a ringer for ’69, with the addition of painted vertical grille bars.
1971 goes all-in on the egg crate grille design, pasting the Chevy logo within the middle and banishing the high bar . Parking lights migrate to the bumper, while a black frame is drawn round the grille itself.
1972 deletes the black grille line, but maintains the established order elsewhere in terms of exterior design.
It’s also helpful to know what, exactly, we mean once we mention long and short box trucks. The C/K was offered with 6.5-foot and 8-foot cargo beds (as well as a chassis cab version), and while the previous rode on a 115-inch wheelbase, the latter was stretched to 127 inches. there have been also two different box “styles” available: fleetside, which is that the long and smooth look, and stepside, which features bulging external wheel wells. Buyers could choose from wood and steel bed bottoms (both painted body color).

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