1955-'59 Chevrolet "Task Force" Light Trucks

It’s been more than a decade since we profiled Chevrolet’s 1955-’59 “Task Force” series trucks, but the popularity of these haulers hasn’t waned in that time. Values have remained stable over the last few years but soared over the past ten, according to popular price guides.

Back in 2013, we estimated a 1955 Chevrolet 3100 pickup was worth $10,000 on the low end and $50,000 on the high end with an average of $24,000. Today, NADA lists the low retail at $26,000, average at $56,000 and the high at $131,000 — more than double those 10-year-old figures. The web site Classic.com — which aggregates sale prices from a variety of sources (including Hemmings.com) — lists the average price of a Task Force series truck at $51,000, based on sales ranging from $5,900 to $264,000. Those high-end prices seem to be heavily influenced by sales of restomodded trucks that have commanded big sums at auction in recent years. For instance, a ’55 3100 that sold for $240,000 at Mecum Auctions’ Monterey sale in 2021, was built by a professional shop and rode on a TCI chassis with power provided by a Chevrolet Performance LS3 engine. In fact, the top 10 highest sale prices for Task Force-series trucks recorded by Classic.com in the last four years were restomods and all were north of $150,000. Eleventh on the list was a stock-style example: a meticulously restored 1957 Cameo, also sold at Mecum’s Monterey sale in 2021, for $154,000. The Cameo has long been considered the most desirable of the Task Force series.

So, are these trucks now priced completely out of reach of enthusiasts on a budget? Not necessarily, but the ante has been raised for entry-level rigs too. In August, a scruffy looking but running, driving 1957 3200 ½-ton long box sold on Hemmings Auctions for $7,100. In May 2022, a 1955 3100, described as a project truck but looking mostly complete and intact, sold in an AutoHunter auction for $5,900. It seems if you’re looking for something more polished that you could drive around, or even take to a local cruise night, you should probably budget between $15,000-$25,000.

Photo: Hemmings Archives

These trucks have always been popular with enthusiasts, in part due to their styling, but also due to the transformation they brought about. Suddenly for ’55 there were things never before available in Chevy trucks: V-8 powerplants, 12-volt electrics, smooth bed sides and a truckload of available chrome trim. Their ability to accommodate any Chevrolet V-8 made for decades after, combined with classic 1950s design cues, made these trucks a natural for hot rodders. Trucks were generally more budget friendly than their Chevrolet passenger car counterparts if you were looking for a fun driver from that era too. Despite the spike in prices, it’s probably safe to say that they still are on average though the gap has closed dramatically.

When referring to the 1955 Task Force trucks, enthusiasts generally call them “Second Series,” as “First Series” 1955 trucks were carryovers from the previous Advance Design line. The Cameo haulers with their special fiberglass bedsides continue to be the halo trucks of this generation — the price leaders among the Task Force series. The Cameo was in production for four model years, 1955-1958 and only 10,320 were produced throughout the entire run. In 1955, Cameos were available only in white with red accents inside the box and around the cab. (This was similar to the way Chevrolet kicked off the Corvette.) For 1956, eight colors were rolled out with contrasting hues available on the bedside inserts and around the cab glass. The 1957 model saw the arrival of a few more colors along with some trim changes. The 1958 Cameos are recognizable by the quad headlamp frontend and the ’58 model year was the last for the fiberglass-clad haulers because Chevrolet had a steel Fleetside body waiting in the wings. These Cameos are among the rarest, because the model was discontinued when the Fleetside arrived in February of 1958.

Photo: Hemmings Archives

In addition to the fleetside body and quad headlamps, the 1958 trucks also hold the distinction of being the first to wear the Apache nameplate that was used through 1961.

The 1958 model year also brought about the most significant restyling for all of the Task Force trucks. Again, taking a cue from Chevrolet's passenger car line, quad headlamps became standard up front while larger parking lamps were moved off the lower front fenders and incorporated into the grille. The grille, too, was revamped with a quartet of stacked louvers underscored by a thick chrome bar on which “Chevrolet” was embossed. Chevrolet also changed the names of its haulers across the board, adopting “Apache” for light trucks, “Viking” for medium-duty trucks and “Spartan” for the big rigs.

Today, all Task Force Chevrolet trucks from the second series, 1955 to 1959, are desirable as collectibles and enjoy broad support from the aftermarket. Due to a plentiful parts supply and an enthusiastic following, a Task Force truck can be an approachable, rewarding project. If you’re in the market for one of your own, here are some points to keep in mind.

Engine and Drivetrain

Photo: Hemmings Archives

The standard powerplant in Task Force-era light trucks was the 235.5-cu.in. inline-six. The 235 is a reliable engine that is still straightforward and relatively affordable to rebuild. Cylinder head cracks aren’t unheard of among these sixes and something to check for during a teardown. But information about Chevrolet inline sixes is still easy to come by, as are replacement parts. Replacement engines aren’t difficult to find, either as hot rodders have been swapping them out and selling them off for decades. If V-8 power is more to your liking, Task Force-era light trucks were offered first with the 265, and later the 283-cu.in. small-block V-8 engines. The El Camino was the only light-duty hauler available with the Mk. 1 348 big-block engine.

A three-speed manual was the base gearbox in Task Force trucks. Options included overdrive, a heavy duty three-speed manual, a four-speed manual and Hydra-Matic four-speed automatic. Three-speed manual transmissions used in Chevrolet trucks are cheap and easy to rebuild as are the four speeds. The old Hydra-Matic is a rugged transmission, but parts can be difficult to locate and finding local transmission shops who can rebuild one can be equally difficult. The driving experience is a little different from modern automatic transmissions, as well.

Task Force two-wheel-drive half-tons used a semi-floating type rear axle with a 3,300-pound rating and a front-loading carrier. These axles are generally reliable, and parts are widely available. Front-drive axles on NAPCO converted or factory 4x4 trucks were full-floating GM units modified with constant velocity joints. Half-ton trucks used six-lug wheels while ¾- and 1-ton trucks used eight-lug wheels. The transfer case on 4x4s was a two-speed unit, mounted divorced from the transmission. Typically, the Spicer model 23 was used in half-tons.

Chassis and Brakes

Photo: Hemmings Archives

Chevrolet light trucks rode on ladder-type frames with five crossmembers. The rails measured 6x2¼ inches and were made out of hot-rolled steel. Frame rot is relatively unusual but be sure to check for metal fatigue or other signs of stress around the suspension attachment points during an inspection. The front axle on two-wheel-drive trucks is an I-beam mounted on leaf springs. Rebuild parts for two-wheel-drive front ends are widely available. Chevrolet two- and four-wheel-drive Task Force trucks used four-wheel drum brakes. Everything needed to make your old truck stop like new again is available from specialty suppliers (even the corner parts store) including front and rear leaf springs, bushings, and hardware. Due to hot rodders’ thirst for this body style, complete stock chassis (or at least axles and springs) can often be picked up inexpensively from running trucks that are being modified. Keep your eyes peeled in Hemmings or on Hemmings.com/parts where they sometimes show up.

Body and Interior

Photo: Hemmings Archives

Task Force series trucks were built with rugged chassis and drivetrains, but the bodies quickly succumbed to rust. Cab corners, floors, interior steps, and lower cab posts are all typical rust areas. Lower portions of the front fenders are also commonly rusted. Patch panels and replacement reproduction parts are widely available though, and used sheetmetal is still out there, as well. Quality reproduction steel fleetside bed sides are now available and virtually everything needed for stepside beds is offered by the aftermarket. Fiberglass replacement panels for Cameo beds are also available.

Task Force truck interiors were stylish but simple with rubber floor mats, bench seats, etc. Upholstery and trim parts are available used or through the aftermarket. It’s also possible to upgrade the cockpit of one of these haulers with modern aftermarket bits: seats, gauge clusters, carpeting and more — all designed specifically for these trucks.

What To Pay

*Add $1,000 for four-wheel drive

*Add 30-50 percent for Cameo

Parts Prices

Photo: Hemmings Archives

• Stepside bed wood kit (oak): $382
• Cab corner repair panel: $38
• Door step and rocker panel combo: $180
• Rear cab panel: $595
• Stepside rear fender: $380
• Fleetside bed panel: $1,050
• Front fender: $400
• Starter switch: $24
• Headlamp switch: $35
• Tailgate: $239
• Rear window seal (small window): $19.95
• Door handle set: $60
• Door glass assembly: $150
• Front bumper (chrome): $295
• Floor pan, complete: $899.95
• Stepside bedside: $625
• Oil pump (235 six): $136
• Grille (1957 chrome): $750
• Inside door handle: $13
• Exterior mirror head (set): $65
• Fender emblem set (1957): $257