The Last-of-the-series 1964-'66 Chevrolet C-10s Are Among the Best of the Breed

General Motors lit the afterburners on its light trucks for 1960, with radical new Jet-Age styling and a totally revamped chassis under two-wheel drives. There was no mistaking these trucks from their 1955-’59 Task Force predecessors, as they were lower, wider, and designed with a never-before-seen emphasis on driver convenience and comfort.

Key Features to Look Out for in the C10 Pickup

Front and center were two massive jet-inspired air intakes that dominated the full-width hood—a styling cue lifted from ’59 Chevrolet cars. The truck’s flat-top or "flying wing" roof was also borrowed from Chervolet’s full-size cars, as was its rearward-angled A-pillar and wraparound windshield.

Beneath the skin, the cab roof was reinforced by an inner panel ribbed for increased rigidity, and there was insulation sandwiched between the layers. The cabs boasted a 26 percent increase in windshield area over their predecessors for a commanding view of the road, plus there was nearly 6 inches more hip room, more shoulder room, head room, leg room, and new door sealing.

The Fleetside bed made its debut on Task Force trucks but really took hold with buyers during the 1960-’66 model run and nicely complemented the new cab’s angles. The workaday stepside was still available, though it carried over with only minor changes from the second-series 1955 pickups.

The 1960s Chevrolet trucks featured jet-inspired air intakes, a "flying wing" roof, and a cab that prioritized driver comfort.

These trucks rode and handled more car-like, thanks to changes to the front and rear suspension. While Task Force trucks rode on solid axles with leaf springs at both ends, for 1960 Chevrolet went to torsion bars up front on ½-, ¾- and 1-ton two-wheel drive trucks. Two-wheel-drive ½-tons of this vintage took it a step further with rear coil springs, while heavier editions stuck with more rigid leaf springs.

Chevrolet’s all-in approach to modernizing its light trucks may have sparked a little future shock in buyers but, from behind the wheel, the new haulers must’ve felt like luxury cars compared to every other truck before or compared to the competition. As the decade wore on though, GM made the trucks a little more conventional with evolutionary changes. The big intake snouts on the hood were among the first things to go, replaced in ’62 by a pair of small cut outs on the hood’s forward edge.

Also in ’62, the quad headlamps were replaced with single headlamps. In 1963, GM switched from a torsion bar front suspension to a coil spring front end. In 1963, Chevrolet also introduced two new engines: the 140-hp, 230-cu.in. straight-six and the 165-hp, 292-cu.in. six-cylinder. The 175-hp 283 engine would remain the only V-8 option and all engines were equipped with alternators rather than generators.

For 1964, Chevrolet light trucks received a reworked cab that incorporated more modern design cues. The A-pillars and windshield were swept back slightly, the glass wraparound was eliminated, and the vent windows were shaped like triangles. The severe roof overhangs, which gave the older cabs a sort of pagoda style, were eliminated as well.

The 1965 model year saw the debut of the 327-cu.in. V-8 and in 1966, a new 250-cu.in. straight-six was introduced. GM’s 1960-’66 trucks are quite collectible today, with popular pricing guides placing them in the $20,000 range on the low end, up to $100,000 on the high end.

If a restoration of one of these trucks is in your future, you’ll find that used, reproduction, and NOS parts are widely available for 1960-’66 light-duty GM trucks. The early hoods with the big air intakes aren’t being reproduced, but used panels are out there, though getting scarcer. Ditto for pre-’64 doors.

For this guide we’re going to focus on the 1964-’66 trucks as they have the most in common, but any of the trucks in this series make excellent collectibles. This month’s feature truck is a 1964 Chevrolet C-10 that belongs to Chevrolet truck enthusiast Rich Rosetti of Latham, New York. It’s nicely equipped with a Custom Cab, air conditioning, a 283 V-8 paired with an automatic transmission, power steering, and more.

Common Issues and Maintenance Tips

Body

C-10 Cab

Rust is the biggest enemy of these trucks. Fenders and doors are relatively straightforward to shore up with aftermarket panels or replacements but addressing rust in the cab can be more time consuming and expensive. Rocker panels and rear outer cab corners are commonly rusted and easy to spot. Look closely under the cab at the inner rockers and the channel-shaped floor supports beneath the cab. Often the supports will be rusted away or feel spongy because they’ve become plugged with debris and then deteriorated from the inside out. It’s common, too, for the inner rocker to be rotten where the floor support attaches.

The bottom of the cab column, where the door mounts, is also a frequently rusted area and can be a chore to fix. The floorpans are rust prone too, particularly around the outer edges of the toe boards where they meet the sides of the cab. Cowls can rust too, which can be difficult to spot without disassembly, but if there’s a lot of water leaking inside the cab, this is something to consider. For 1964-’66 trucks, sheetmetal to repair cabs and front ends is widely available. Some of the aftermarket pieces fit perfectly, some will require a bit of massaging.

C-10 Stepside

On stepside trucks, the bedsides can rot along the floor, particularly if a truck has had a piece of plywood placed over a damaged or missing factory plank floor. (Often the wood can become saturated and rot the metal.) The bolt-on fenders rust anywhere dirt can accumulate and reside—look especially close at the area where the fender is bolted to the step. The stepside boxes of these trucks are almost exact carryovers from the Task Force trucks with minor changes to the bed floor attachments. Good quality reproduction sides and fenders are available.

C-10 Wheelhouse

On Fleetside trucks, look for rust damage around the wheelhouses, as well as in front of and behind the wheelhouse on the lower portions of the bedsides. Patch panels as well as complete reproduction bedsides—6-foot and 8-foot—are available. The floors in the stepside and Fleetside boxes are all wood, and kits are available.

The High Torque 283 was the only V-8 offered in ’64 and was rated for 175 hp. This one is equipped with an oil-bath air cleaner, which was an option for severe duty back then. A look in the engine bay also reveals an authentic air conditioning set up, something rarely seen on trucks in the Northeast.

Engine and Transmission

On deck for 1964 were the 140-hp, 230-cu.in. straight-six and the 165-hp, 292-cu.in. six-cylinder. The 283 engine would remain the only V-8 option, and all engines were equipped with alternators as standard equipment, beginning in ’63, rather than generators.

The 1965 model year saw the debut of the 327-cu.in. V-8 and in 1966, a new 250-cu.in. straight-six was introduced. The 230 and 250 sixes are rugged, reliable engines. The 292 was designed for severe duty and heavier applications, so it’s understressed in a half-ton truck. Parts are still widely available for Chevy sixes, including hop-up bits to add a little more power.

The 283 and 327 Chevrolet V-8s are among the easiest engines in the world to rebuild and maintain. Even if your goal is numbers-matching concours correctness, a small-block in a Chevrolet pickup probably won’t break your budget. One detail worth noting: Chevrolet light-truck engines weren’t painted Chevrolet Orange in those days. The 230s and 250s were painted blue, 292s were green, 283s were gray, and the 327 was green.

Transmission choices included the base three-speed, or the optional heavy-duty Warner T89 three-speed (with a non-synchro first gear), a four-speed, or the Powerglide automatic. (The three-speed Turbo Hydra-Matic was available in 1966 on ¾- and 1-ton trucks.) Overdrive was offered with the three-speeds, though not with the 327 or on trucks equipped with a governor. The base three-speed was the SM318 in trucks, though later 1966 trucks could have the all-synchro SM326. Both are good transmissions under normal use, and easy to rebuild. The biggest problem is probably with the linkage, which can bind and jam if worn out or improperly adjusted.

The Warner T89 is unusual to find in one of these trucks as it cost nearly as much as the four-speed. It’s also more difficult to find parts for.

The four-speed offered was the SM420. It has a compound-low first gear, synchros in second through fourth, and it’s basically bombproof.

Powerglides sometimes gets a bad rap but, if you’ve ever lived with one, you know the drill: they’re clunky, often leaky, but virtually indestructible. For the sake of originality, they’re cheap and easy to rebuild. If you’re doing a lot of driving, a four-speed automatic makes a big difference.

Chassis and Brakes

The ’64-’66 half-tons rode on a chassis that was revised for the ’63 model year. The front torsion bars introduced in 1960 were out and coil springs with control arms were in. The rear still bounced on coils, but they were an updated two-stage design for better ride and load capacity. The frame rails were made of heavier-gauge channels than earlier frames, with seven crossmembers tying them together.

Power steering was available, but these trucks used a hydraulic cylinder that boosted the drag link, rather than a power steering box. Brakes were 11-inch hydraulic drums at all four corners, operated by a single-reservoir master cylinder with optional power assist.

The rear axles were all GM truck 12-bolts, but the ’64 used 17-spline axles while ’65-’66 used 30-spline axles, and all of these trucks had six-lug hubs. A Chevrolet two-wheel-drive truck chassis is a model of simplicity and function. Parts are widely available and they’re easy to work on. Frame rust isn’t common, but it’s possible particularly in the rear around the suspension attachment points or in the crossmembers.

The Custom Cab included a full-foam bench seat with vinyl-trimmed fabric upholstery as well as an upgraded steering wheel and more. This ’64 also boasts an automatic transmission and power steering, but unassisted brakes. Its interior is brightened up by the "Panoramic Cab" option with a bigger back window.

Interior

Buyers could choose between the standard cab or the extra-cost Custom Cab, but both were pretty spartan compared to today’s luxury-truck cabins.

Standard Cab

Standard bought you the basics: vinyl seat upholstery, a driver’s side sunshade, an outside door lock only on the driver’s door, a rubber floormat, and a dome light. A full-depth foam seat with vinyl upholstery was optional.

Custom Cab

The Custom Cab included the full-foam seat as standard issue, in nylon fabric trimmed with vinyl. It also boasted a driver’s armrest, exterior door locks on both sides, chrome-trimmed control knobs, a cigarette lighter, two sunshades, and a steering wheel with a horn ring similar to some Chevrolet passenger cars.

Many interior parts for these trucks are reproduced, and used pieces are out there. Seat upholstery kits are available in many colors, as well as in cloth and vinyl. The custom steering wheel isn’t reproduced and there are two designs: 1961-’65, and a different wheel for 1966. It’s interesting to note that very often ’64-’66 trucks turn up with interior hard surfaces that have been repainted in body color, like later Chevrolet pickups. The factory only painted them in metallic beige or fawn and the ’66 trucks had a darker brown dash with a flat finish.

Chevy C-10 Popularity

The collectible pickup market is pretty hot right now and Chevrolets are among the hottest. For years, the 1960-’66 trucks trailed the late 1950s and late 1960s/early ’70s trucks in value but they’ve really gained ground. The earlier trucks of this series have become more sought after than in the past, because of their unique styling, but the 1964-’66 trucks still represent a strong value at today’s prices, and they’ll likely keep appreciating for years to come.

Pricing and Valuation Insights

PARTS PRICES

Chevrolet C-10 FAQs

What were the significant design changes in General Motors trucks from 1960 onwards?

General Motors introduced radical Jet-Age styling and a completely revamped chassis for its 1960 light trucks. The trucks featured jet-inspired air intakes, a "flying wing" roof, and a rearward-angled A-pillar with a wraparound windshield, distinguishing them from the 1955-’59 Task Force predecessors.

How did the performance and comfort features evolve in the Chevrolet light trucks from 1960 to 1966?

The trucks from this period were designed with a focus on driver convenience and comfort. They had a 26% larger windshield, more room inside, and better door sealing. As for performance, the trucks transitioned from solid axles with leaf springs to torsion bars up front for some models and introduced new engines such as the 140-hp, 230-cu.in. straight-six and the 165-hp, 292-cu.in. six-cylinder.

What changes were introduced in the Chevrolet light trucks' engine and transmission in the mid-1960s?

On deck for 1964 were the 140-hp, 230-cu.in. straight-six and the 165-hp, 292-cu.in. six-cylinder. The 283 engine remained the primary V-8 option. In 1965, Chevrolet debuted the 327-cu.in. V-8, and in 1966, a new 250-cu.in. straight-six was introduced. Alternators replaced generators from 1963 onwards. Transmission options ranged from a three-speed, a four-speed, Powerglide automatic, and the three-speed Turbo Hydra-Matic for some models.

What are the common rust and wear areas to check when buying or restoring a 1964-’66 GM truck?

Rust is often found in fenders, doors, rocker panels, rear outer cab corners, cab columns, floorpans, and cowls. Specific for Fleetside trucks, rust might be seen around the wheelhouses and the lower sections of the bedsides. Stepside trucks can show rust along the bed floor and on the bolt-on fenders.

How much can a collector expect to pay for a 1964-’66 Chevrolet light truck?

As of the last update, for a 1964 model, prices range from $20,000 on the low end to $98,000 on the high end. For 1965, the range is from $19,000 to $87,000, and for 1966, it's between $19,000 and $64,000.

Are replacement parts readily available for the 1960-’66 GM trucks?

Yes, many parts for the 1960-’66 GM light trucks, from body panels to engine components, are widely available. Reproduction, used, and NOS parts can be sourced for these models. Some examples of parts prices include a cab floor panel for $80, a door shell for $650, and a chrome front bumper for $218.