1955-'59 Chevrolet "Task Force" Light Trucks
These attractive, versatile haulers are still popular among enthusiasts
12/02/2023
These attractive, versatile haulers are still popular among enthusiasts
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.
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.
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.
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.
*Add $1,000 for four-wheel drive
*Add 30-50 percent for Cameo
Photo: Hemmings Archives
Chevrolet made waves in ’01 when it brought back the Z06—a bona fide track-day-ready, package for America’s sports car. This hot new Corvette wasn’t exactly all-new, however. It was an evolution of the “fixed-roof coupe” (FRC) introduced in 1999 and aimed at performance-minded buyers looking for a lighter, cheaper, more rigid Corvette. A six-speed manual was the only transmission available on those earlier ’Vettes and the Z51 suspension was standard issue. Interior choices were limited to: standard buckets (optional sports seats weren’t available); and black upholstery. Niceties like the optional power telescoping column or a power passenger seat weren’t offered. Today the FRC is an unusual find, as just 4,031 were made in 1999 and 2,090 in 2000.
The Z06 took the FRC to the next level, though the tradeoff was a higher price tag: approximately $47,000 for the ’01 Z06, versus $38,000 for the ’99 FRC. For the money, buyers got the best speed parts and engineering tweaks Chevrolet had to offer: the LS6 engine, initially rated at 385 hp, then 405 hp; a six-speed manual with more aggressive transmission gearing than standard; a titanium exhaust system; thinner glass; Goodyear Eagle F1 SC tires mounted on lighter, stiffer forged aluminum wheels; less sound-deadening material; a fixed radio antenna instead of a power antenna; and a smaller, lighter battery. The car also introduced rear-brake cooling ducts integrated in the rear fenders, which would become a signature Z06 styling cue. At less than 3,200 pounds, the Z06 weighed 36 pounds lighter than the FRC, and 117 pounds lighter than the standard coupe or convertible.
One of the ultimate C5 Z06s was the 2004 24 Hours of Le Mans Commemorative Edition, acknowledging Corvette Racing’s historic 1-2 class finishes in 2001 and 2002 (also 2004). Just 2,025 Le Mans Commemorative Editions were built assuring their collectability.
As far as the regular Z06 goes, all told, there were 28,388 built over four model years, so they’re not difficult to find these days. It can, however, be difficult to find stock, low-mileage examples, as many owners drove these cars as they were intended and tweaked them with bolt-ons for even better performance.
According to classic.com, average C5 Z06 prices have increased significantly over the last five years from $16,000 in 2019 to $32,000, as of this writing. One of the highest prices recorded for an unmodified example was at Mecum’s Kissimmee sale in January. The car was a 2001 painted Speedway White (one of 352 in that color) with just 218 original miles, and it sold for $71,500 including fees.
In July 2023, a black 2004 Z06, driven fewer than 1,600 miles, sold on Hemmings Auctions for $52,500 - just shy of the car’s original MSRP of $53,485. On the more affordable end, back in 2020, a 2001 Z06 listed as unmodified, but with 154,680 miles on the odometer, changed hands on Hemmings Auctions for $9,000.
These cars have received a lot of attention lately and appeared on many bargain-priced performance car listicles. Their low-buck status seems to have changed as a result and prices have nosed skyward. Still, the first-edition Z06 is an excellent car that offers a lot of track day potential with very low running and maintenance costs. If you’re interested in owning a 2001-’04 Corvette Z06, here are some points to consider.
Image: General Motors Artist: David Kimble
C5 Corvettes used sheet-molded composite body panels made of 40 percent resin, 33 percent calcium-carbonate filler, 20 percent chopped fiberglass, and 7 percent resin and hardeners (used to improve the surface finish of the panels), according to Chevrolet. The floor pan was made from SMC inner and outer panels with balsa wood sandwiched in between. The 2004 Le Mans Commemorative Edition Z06 used a carbon fiber hood to shave 10 pounds off the nose. When inspecting a Z06, you’ll want to inspect the lower portions of the car for signs of damage—the fascias and rocker panels. The three-piece air dam on the front is prone to taking hits because it rides so close to the ground. Replacement air dams are widely available and it’s important that the pieces be installed correctly as the dam helps direct air to the car’s radiator. You will also want to check the floorpan for signs of damage or previous repairs. Floor pans punctured by debris in the road aren’t unheard of on these cars and you’ll want to make sure the repair was performed correctly to guard against leaks. The quarter panels on these cars are bolted on, so check for proper fit and signs of replacement that might indicate previous accident damage. Aftermarket body kits are available for C5s and popular with Z06 owners looking for some additional body width and larger wheelhouse openings.
Something else to be aware of - common among all Corvettes, not just C5s - are electrical grounding issues related to the composite body. These can cause a wide variety of mysterious conditions and usually the problem isn’t difficult to solve but can be difficult to trace.
Z06 exterior colors over the C5 generation included: Black, Torch Red and Millennium Yellow from 2001-’04; Speedway White, which was only available in 2001; Quicksilver, which was offered from 2001-’03 and replaced by Machine Silver in ’04; Electron Blue, which was offered in 2002-’03; and LeMans Blue Metallic was used on the ’04 Le Mans edition Z06. All of the LeMans editions were painted blue with silver and red graphics modeled after the 2003 C5R race car.
Among the most scarce of all C5 Z06s is 2004 24 Hours of Le Mans Commemorative Edition acknowledging Corvette Racing’s historic 1-2 class finishes in 2001 and 2002 (also 2004). Just 2,025 Le Mans Commemorative Editions were built, and they command a premium today. All of the LeMans Commemorative Editions were painted blue with silver and red graphics - a color scheme modeled after the 2003 C5R race car.
Photo: General Motors
The C5 Z06 was based on a pair of 13-foot long, continuous chassis rails, hydroformed in a die using fluid pressure - it was a very rigid platform and a first for the Corvette. Another substantial change in the C5 chassis, that made it an ideal production road racer, was the use of a rear transaxle. By moving the gearbox to the rear, the weight distribution nearly hit the 50/50 sweet spot, plus it freed up space in the cabin. An enclosed stamped-steel driveshaft tunnel (a torque tube) between the engine and the transaxle made the chassis even stiffer. The suspension hard parts were made from aluminum and transverse mounted leafs handled the bumps. The C5 front suspension used a setup similar to the late-edition C4s, with revisions, while the rear was an entirely new design with upper and lower A-arms and constant velocity joints replacing the old five-link/universal joint setup. Without a doubt, the C5 chassis transformed the Corvette. In addition to the superior handling, the cabin was easier to enter and exit, more comfortable to drive and the ride was less punishing—even the track-ready Z06. To ensure the Z06’s track readiness, it had unique FE4 suspension with a larger front stabilizer bar, a stiffer rear spring, revised camber settings and forged wheels that were 1-inch wider front and rear than a standard Corvette. The Z06’s steering was sped up too: 2.46 turns lock-to-lock versus 2.66 on standard C5s. Brakes were shared across the C5 line—four-wheel discs with 12.8-inch rotors front and 12-inch rear. The calipers were two-piston units but treated to a red finish on the Z06. Many owners choose to upgrade the stock brakes with aftermarket units. The stock rotors are fine for street use but have shown not to hold up well on cars that are driven hard on the track.
The 2004 model year Z06 benefitted from suspension revisions and new shock absorbers that were developed by GM through extensive testing. These units were a vast improvement over prior years. There are aftermarket options available that approach the performance of the factory ’04-edition shocks—which can be expensive and difficult to find today. Many owners have found that OEM C6 Z06 shocks are also a good fit at a lower price. The C5 chassis is a rugged and proven sports car platform that was designed to serve reliably for many miles. When shopping, take note of the typical items that wear out with age: anti-sway bar bushings/end links, control arm bushings, rear cradle bushings, ball joints etc. Be sure to ask about any maintenance work that might have been performed. A fresh set of tires is a selling point on these cars as well. The stock size Eagle F1 tires cost more than $400 apiece for the 265/40R17 fronts, and more than $600 apiece for the 295/35R18 rears - if you can find them. The selection of tires available in the factory sizes is limited these days so when it comes time for replacement you might have to consider alternatives like 255/40/17 or 275/40/17 fronts and 285/35/18 rears.
Image: General Motors Artist: David Kimble
The 5.7-liter LS6 arrived in 2001 with 385 horsepower and made the jump to 405 horsepower in 2002. It was an evolution of the standard Corvette’s LS1 with improvements to the block and pistons, better flowing heads with revised combustion chambers, a more aggressive camshaft, a redesigned intake and more. The LS6 is an excellent and proven performance engine that will serve many thousands of trouble-free miles. Initially, excessive oil consumption was an issue, but the problem was addressed in a Technical Service Bulletin. Replacement piston rings (due to a sealing issue) and a replacement engine valley cover (due to leaking) were prescribed for circa-2001 engines affected, and the changes were made in production to later LS6s. Reports and discussions of valve spring failures on 2002-’03 engines in particular also abound on internet forums. Replacing valve springs is a relatively cheap and inexpensive upgrade and is worth considering if the seller hasn’t performed the work already. Some of these engines have also suffered from separated harmonic balancers and balancer bolts that loosen and allow the balancer to come off - check for a wobbling lower engine pulley when the engine is running. The factory balancer is a press-on fit but there are aftermarket versions available that can be pinned to the crankshaft. Upgraded balancer bolts are also available.
The Z06’s instrument cluster bears the logo of the popular performance package, and the tach has a 6,500 rpm redline.
Photo: General Motors
The Z06 used the TREMEC T-56 gearbox but it was equipped with more aggressive gear ratios for harder acceleration than the base Corvette. The trans was rear-mounted to a Getrag differential shared with all C5 Corvettes. Z06s were equipped with a 3.42:1 gear set with shot-peened ring and pinions.
The T-56 is an excellent gearbox, but miles and abuse can take a toll leading to some of the typical manual transmission maladies: grinding between gears, sticking in gear, popping out of gear etc. Sometimes the issue can be as simple as the shifter or the mount being loose, but some of these symptoms could also be signs of worn synchros or a damaged shift fork. The good news is parts are widely available and finding a knowledgeable rebuilder isn’t difficult.
The C5’s Getrag differential is a bulletproof and reliable unit that can withstand plenty of driving and punishment. The biggest issue with these has been seal leaks—something that was addressed in a circa-2003 technical service bulletin covering all C5 Corvettes. The TSB recommended replacement of the output shaft seal and the differential side cover O-ring. If a Z06 you’re looking at hasn’t had the work done and appears to be leaking, those seals are likely the culprit—and most frequently it's the output shaft seal. (Some techs recommend not disturbing the side cover if it isn’t leaking.)
Some C5 owners have also experienced issues with the clutch pedal sticking in the down position or returning slowly. Sometimes this can be solved by flushing and replacing the fluid in the hydraulic system. There are also aftermarket clutch return spring kits that can deliver more positive pedal action - once the fluid has been replaced and the system bled (an important maintenance item).
Z06 interiors were black or black with red accents and embroidered headrests. The Le Mans Commemorative Edition (shown) had graphite-colored upholstery with the Corvette emblem in the headrests instead of the Z06 logo.
Photo: General Motors
C5 Z06s had a unique instrument cluster with a Z06 callout on the tachometer and a 6,500 redline indicated. The bucket seats had additional side bolstering and embroidered Z06 logos on the headrests. Colors were limited to black, black and red and there was a graphite-colored interior for commemorative-edition ’04s with the Corvette crossed-flags emblems stitched into the headrests. It’s common to see worn leather side bolsters and seating surfaces in these cars but there are aftermarket covers and kits available to update shabby looking buckets. Many owners have complained of wind noise in C5s as the window seals age. Water leaks around the weather stripping is also a common problem. A locked steering wheel that can’t be unlocked, accompanied by the “Service Steering Column” message on the driver information display was one of the most common C5 interior issues reported. A 2004 recall addressed the issue (the recall number was 04006) and any car you’re considering should have had the recall work performed. Some owners took matters into their own hands and installed an aftermarket bypass kit that allowed the lock to function without interference from the car’s body control module. These seem to solve the problem as well.
The Z06’s LS6 V-8 is generally a dependable engine. Horsepower was rated at 385 in 2001 and 405 from 2002-’04. Broken valve springs are a known issue, particularly on some 2002-’03 engines.
Photo: General Motors
Add $1,000-$2,000 for 2004 Le Mans Commemorative Edition
Memorial Day means the start of summer, and summer is road-trip season. What better choice is there for exploring new vistas and making new memories than a full-size American luxury car from the mid-'60s? These land yachts allow you to enjoy classic style without giving up niceties like air conditioning, cruise control, and power windows and seats. They're remarkably easy to drive, too, with their big, torquey V-8s, and fully capable of keeping up with modern traffic.
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Did we leave out your favorite? If so, let us know in the comments. And if you're interested in reading more about classic American luxury cars, keep a lookout for the special feature in the July issue of Hemmings Motor News.
Photo: Hemmings Marketplace
Photo: Hemmings Marketplace
Photo: Hemmings Marketplace