Square Deal - Chevrolet 1973-’87 trucks
Chevrolet’s 1973-’87 trucks make fun, easy to own collectibles
09/24/2018
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Chevrolet's all-new-for-1973 C/K ("C" denotes two-wheel drive; "K" for four-wheel drive) light trucks sported a squared-off look with a hood that blended into the tops of the fenders and doors that were set into the trucks' roofline. A four-door crew-cab model was also introduced as a $1,000 option on 1-ton and ¾-ton trucks.
1978 Chevrolet C10
Major technical changes from the 1967-'72 series included: a switch from rear coil to leaf springs on two-wheel-drive ½-ton trucks; longer front springs and a standard front stabilizer bar on four-wheel-drives; full-time four-wheel drive (available on V-8/automatic trucks); an energy-absorbing steering column; the 454-cu.in. V-8 was available for the first time; and the fuel tank was moved from inside the cab to outside the frame rails.
1978 Chevrolet C10
For 1974, full-time four-wheel drive became standard issue on V-8-powered trucks and would remain until 1980, but the following year saw big changes to trim levels and introduced some significant mechanical updates. For instance, the Custom Deluxe trim package became the base-level offering in 1975, and Scottsdale was added as the mid-level option. The premium-level Silverado was introduced and replaced Cheyenne as the most luxurious model available, though Cheyenne remained. The 400-cu.in. small-block V-8 with its "Siamese" cylinder bores was also introduced as an available option on four-wheel-drives in 1975, and GM's game-changing High Energy Ignition made its debut in light-truck engine bays.
While 1976 brought about a host of trim updates, including an available rear chrome step bumper, the year is significant to today's enthusiasts because it was the last to use engines painted Chevrolet Orange. In 1977, the 305 was added to the light-truck V-8-engine lineup— painted GM Blue—and light trucks became a little more gentrified, thanks to the addition of power windows and power door locks.
The 1978-'79 trucks are tough to tell apart, but can be distinguished at a glance by the headlamp bezel. In 1978, the signal lamp below the headlamp was separate, while in 1979 it was incorporated into the trim surrounding the headlamp. Two-wheel-drive ½-ton trucks, in 1978, were available for the first time with the 350 V-8 diesel—many of which were replaced under warranty with gas engines. And by the end of the 1978 model year, GM trucks were well established as a marketing and sales success: Chevrolet was moving more than a million light trucks annually, and corporate cousin GMC was selling almost 300,000. For 1980, the changes to the series were relatively minimal, but a new grille was introduced flanked by rectangular headlamps.
The first and only major redesign that the truck received in its 14-year run came in 1981. Designers hoped to help the "old flying brick" cheat the wind with a sloped hood and front fenders as well as a front air dam. The fuel-sucking full-time four-wheel-drive system was replaced with a set of automatic locking hubs and a weight-saving aluminum transfer case. The truck's front and rear bumpers were made lighter as well, in the interest of saving fuel.
1987 Chevrolet
The naturally aspirated 6.2-liter diesel V-8 first appeared in 1982, giving the light-truck line its first competitive diesel engine offering. The 1982 model year also welcomed the four-speed automatic overdrive transmission.
The next new engine offered in GM light trucks wouldn't arrive until the 1985 introduction of the 155-hp 4.3-liter Vortec V-6. The carbureted V-6 was designed very much like a small-block V-8 with two cylinders cut off; however, it used unique connecting rods that were the same length as a 350 V-8's, but with larger crankshaft journals.
By the end of the truck's run in 1987, changes were kept to a minimum, though throttle-body injection was added, as carburetors were being phased out industry-wide.
Ford was leading the light-truck race, so GM countered with a completely redesigned light hauler for 1988—though the older-style Blazer, Suburban 1-ton, and crew-cab models would soldier on until 1991.
1987 Chevrolet
Today, 1973-'87 GM light trucks are ripe for an inexpensive restoration project and still make excellent work trucks. If corrosion can be kept at bay, Chevrolet or GMC light trucks of these model years can easily outlive their owners, as the parts supply for them might be the most expansive of any vehicle manufactured. If you're in the market for a cheap truck, models from this vintage can be found almost everywhere at used-car prices.
Unwanted Attention: The Side-Saddle Tank Controversy
GM's 1973-'87 light trucks have appeared in more TV shows than anyone could possibly count, from The A-Team to The X-Files. But this popular truck series' most famous role was on the NBC Dateline segment "Waiting to Explode," which aired November 17, 1992. The news organization staged a side-impact collision to demonstrate the fi re potential of the GM trucks' fuel tanks—which were mounted outside the frame rails.
What Dateline neglected to tell viewers is that they'd rigged incendiary devices beneath the GM truck used in the demonstration and triggered the devices by remote control when the truck was T-boned by a speeding Chevrolet Citation. The result was a fiery made-for-TV crash that caused audiences to gasp in horror and GM investigators to wonder how explosion occurred. While the "side-saddle" tank design ultimately cost GM millions in court settlement costs, through death and injury lawsuits, as well as a nationwide class action lawsuit, the gas tank in the truck used in the Dateline segment would likely not have exploded on its own. In fact, GM's investigation showed that the truck's tank never ruptured in the staged 30- to 40-mph car crash.
NBC issued an embarrassing and credibility-burning on-air retraction of the segment and, in 1996, GM issued a kind of retraction of its own, when it agreed to a $600-million settlement over the side-saddle tanks installed in upwards of 10-million trucks. As part of the deal, owners of 1973-'87 GM light trucks were issued $1,000 rebates toward the purchase of a new GM vehicle.
No Chevrolet nor GMC light truck, before or after the 1973-'87 series, has ever been at the center of such a high-profile controversy. But what makes this so interesting is that these trucks are widely regarded as some of the most rugged and dependable light trucks ever built. Most owners would probably say that the fatal flaw of these trucks is not the placement of the fuel tank, but premature, often structural rust that can eventually (and sadly) render them unsafe.
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Toyota
From the sounds of it, the S-FR will share a platform with the Daihatsu Vision Copen that was revealed at the 2023 Tokyo Mobility Show. It will supposedly feature the same two-plus-two seating as displayed in the concept, but will be even smaller and lighter than the Toyota 86 model.
The Toyota S-FR will reportedly get its power from a turbocharged three-cylinder engine that will send around 150 horsepower to the rear wheels. If these figures sound familiar, you may have also heard the rumors about Toyota reviving the Starlet with a GR performance version that has similar specs; a 1.3-liter engine producing 150 horsepower.
Toyota
Toyota S-FR Racing concept
Like most concept cars, the S-FR’s design will see some changes before production, in this case reports point specifically to a smaller grille and altered headlights. Whether or not the production model will incorporate the concept’s aero elements is unknown.
Toyota’s target MSRP of $22,700 for the S-FR could potentially beat out the Mazda Miata by around $6,000. Whether or not the S-FR will be sold in the States to potentially compete with Toyota’s existing GR86 model’s sales is also, sadly, unknown, but we have our fingers crossed.
Rather than a lightweight sports car, the Aston Martin V8 is better considered a GT car, which seems to have a lot in common with American muscle cars. Even with aluminum body panels, the rather substantial Aston had a curb weight just a hair over 4,000 pounds, making it several hundred pounds heavier than a 1969 Dodge Charger R/T. It’s worth noting that despite being measurably smaller than the Charger, both cars share very similar proportions, with their long hoods, fastback rooflines, and short rear decks. An even closer comparison comes in the form of a ‘67 Ford Mustang, again with similar proportions but also the Aston having a wheelbase and overall length, width, and height very close to the American pony car.
The 1978 Aston Martin V8 is frequently referred to as a Series 3 since it was derived from the DBS, a model that launched in 1967 with an inline-six engine that was followed by the DBS V8, with a fuel-injected V8 engine. Both versions of the DBS were sold alongside each other into 1972, when, during the model year, the simply named V8 model supplanted both. With an updated front end that included a grille shape more reminiscent of Aston Martins past and a pair of headlamps rather than four, these interims V8s were considered Series 2 cars.
In 1973, Aston Martin dumped what had turned out to be a problematic mechanical fuel-injection system, instead opting for four Weber carburetors for its 5.3-liter V8. Multiple carburetion gives it good company with the likes of a Mopar 440 Six-Pack or Pontiac Tri-Power. That carburetor setup required additional hood clearance that resulted in the large scoop worn by such cars, though it was non-functional in terms of letting in any additional air to the intake.
The rest of the engine department takes a big departure from the standard American iron-block, overhead-valve setup. Aston Martin’s V8 featured all-aluminum construction and dual overhead camshafts on each cylinder head, driven by dual chains. Yes, it had hemispherical combustion chambers, even with just two valves per cylinder. Engineers specced a forged crankshaft and forged chrome-moly connecting rods.
Output for 1978 was estimated at 310 horsepower and 320 lb-ft of torque—pretty substantial numbers for a car built during the oil crisis era and before engineers had leveraged electronic fuel injection to win the battle against emissions regulations. In accordance with its muscle car vibe, most AM V8s of the period were equipped with a TorqueFlite three-speed automatic, complete with Mopar factory ratios of 2.45:1, 1:45:1 and 1:1, along with a limited-slip rear differential. A 3.31 final-drive ratio was standard, with 3.54:1 optional. A five-speed manual was available.
Distinctions from Detroit grow once you step inside an Aston Martin V8, which was essentially a handmade car, with very low production numbers. Each of the four seats was covered in leather, a material that extended to the door trim, steering wheel, shift knob and even the center console surround. Carpets were wool. Given its high price and object of luxury aspirations, each car was also packed with plenty of sound insulation to isolate occupants from road noise. Power assistance for the brakes and steering was standard, as were air conditioning, power windows and power locks.
With a 0-60 mph time of “about six seconds,” according to Aston Martin literature of the time, along with a top speed over 150 mph, the AM V8 was in nearly a class by itself. Torque wasn't quite like that of an unrestrained big block American V8 from the peak muscle car era, but the Aston Martin’s V8 engine still delivered power with a swift rush towards a redline over 5,000 rpm, though no such actual red line is indicated on the tach. Suspension included unequal-length control arms up front with an anti-roll bar and De Dion rear axle with parallel trailing arms and watt linkage in the rear. Coil spring were at all four wheels, as were disc brakes, with the rear disc inboard. Not designed to tackle a tight road course, the AM V8 was still noted as a competent high-speed handler.
This 1978 Aston Martin V8 Series 3 features a silver metallic body with a red leather interior. The selling dealer indicates that it was purchased from the second owner who it is believed purchased it from the original owner as he aged out of driving in his 90s. The car appears to have been very well maintained, with the seller sharing that the engine, transmission, paint, body and interior are all “highly original.”
Other information to note on this AMV8 are a slew of services performed last fall, including a “full tune-up,” rebuilt carburetors, new spark plugs and filters, new battery and an alternator rebuild. Everything is asserted to be functioning properly with the car seemingly ready to drive anywhere.
As one of less than 1,000 Series 3 examples made, this 1978 Aston Martin V8 coupe offers a uniquely British take on big V8 performance in a midsize car—a muscle car, but with a different accent.
Head on over to Hemmings Auctions and take a closer look for yourself.
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