1967-72

Radio Blank-Out

Friday, October 11th, 2013

So unusual in today’s world!  When you did not order a radio in your new 1967-72 GM truck, here is what you received.

A simple metal plate that pressed into the two holes that usually secured the tuner knobs.  Certainly a very rare item, as later owners have found at least a used radio to place in the dash.

Economical Gas Tank Cleaning

Friday, July 19th, 2013


We recently had a local radiator repair shop clean the rust from an older used gas tank.  They submerged it in a cleaning acid tank overnight.  The price was $65.00.  WOW!   Several months later we discovered an “old school” method that would have cost about $1.00.  Oh well, we live and learn.

Back in the days of the Great Depression money was a scarce commodity and economical methods in life were used or otherwise things probably did not get done.  It was discovered that agricultural molasses (not what you buy in the grocery store) mixed with four parts water removed rust.  Fill your tank with this combination and wait about a week.  Surprise!  Your gas tank is shiny clean inside.

You can even put a lid on a five gallon bucket from a hardware store and small parts covered with this formula will have all the rust removed in less than a week.

Agricultural molasses is used to mix with livestock feed.  It causes farm animals to eat otherwise less desirable feeds because of its attractive sweet taste.

Retail price at a livestock feed store is about $2.00 for 10 pounds.

This data is provided by MIKE RUSSELL of COLUMBIA, MISSOURI.

Another cleaning Technique!

Several years ago, we heard of a gas tank cleaning method that cleans most tanks every time and its FREE!

Attach the gas tank to a farm tractor large rear wheel before a day in the field.  Add about a pint of ¼” gravel.  The slow rotation of the large wheel will move the gravel continually inside the old tank.  Sometimes even by noon, the rust is all removed as the gravel continually moves inside the tanks. Just pour out all contents and the tank is cleaned!

Wood Bed Strips

Tuesday, January 8th, 2013

What an unusual idea!  If you have clear coated your bedwood, replace the metal bed strips with dark stained wood.

 

Of course, this is for a pickup not used for hauling, however as the owner said “If you clear coated your bedwood instead of painting it as original, you were not planning to work with it anyway”.

$100.00 Paint Job — Really Nice!

Wednesday, August 29th, 2012

On an early Monday morning a customer, Mike Riley of Kansas City stopped by our shop to obtain some older Chevy truck parts needed during the past weekend. As I followed him to his mid-1980’s Chevrolet pickup he brought my attention to his new white paint job. He read about a home garage procedure on the internet and decided to try it.

He certainly was proud of how nice the paint looked. The project began with the usual fine sanding, taping trim, and covering windows. Next came the surprise that has generated this article. Mike bought 2 ½ quarts of industrial grade Rustoleum paint from a local hardware store. He also purchase 2 ½ quarts of Acetone to be used as the thinner.

Spraying the 1 to 1 mixture with his small home compressor was adequate. If the small compressor needed to occasionally build up pressure, no problem. It takes 20 minutes for the paint to dry to the touch, so it easily blends together. One coat does it all!

I was amazed at how nice it looked in our driveway that morning. Mike said the rules were to not polish the drying paint for 60 days. He had just polished the two month old paint on the nose of the hood that morning and I must admit it had a great smooth shine.

This procedure is probably not for the show truck but for the fun daily driver it may be just the way to go for the “do- it yourself” restorer. Mike says the industrial Rustoleum colors are limited so you must pick a more common choice when deciding.

Another important tip while using this painting method; Mike didn’t want to get paint overspray throughout his garage so he did the procedure outside in his driveway. A garden hose used by a friend kept the concrete wet during the spraying. This helped eliminate dust in the painted surface but equally important stopped overspray from settling on his driveway.

Solving Bad Gasoline Problems

Monday, June 18th, 2012

Leaving your truck, car, or most all gasoline operated equipment in storage is asking for trouble!  Many of us, as hobbyists, collect more cars and trucks than we will drive a least monthly.  They sit in the back of your garage or are stored across town in a friend’s garage, barn, etc.

Three to five years later when it is time to move them, they usually won’t start.  You find in some cases, you cannot even get fuel to the carburetor.

After placing the blame on the carb, fuel pump, or filter, you finally (after hours of work) it comes down to bad gasoline.  How did this happen?

The answer is simple.  In today’s world ethanol is added to some gasoline as much as 10%.  It gives more fire power to the gasoline that has been reduced in octane partially with additives that help lower air pollution.

This ethanol (alcohol) is damaging to many rubber and neoprene seals in your fuel system.   Even worse, with the formula of modern gasoline plus ethanol, it will even change to sludge in your fuel system including the tank during long storage.  Additives placed in ethanol gas to prevent fuel deterioration is said to be effective not more than about 1 ½ years.

All this spells “Big Money” to clean your fuel system. Just taking your fuel tank out of your vehicle, having it cleaned at a radiator repair shop (there aren’t many of these businesses anymore) will cost a minimum of $300.00.

We recently visited a small engine repair shop where 30 hedge trimmers, chain saws, and weed whackers were waiting to be repaired.  The shop owner said 95% were there because of using gasoline with ethanol.

The answer to prevent this problem may be easier than you think.   If possible STOP using gasoline with ethanol in your vehicles that are rarely driven or started.  In our state, Missouri, there is no ethanol in the premium grade gasoline http://e0pc.com/MO.php.  This maybe the answer in your area.  Check with your state and see if your premium gas is ethanol free.

Some of you may remember the days prior to the 1970’s when you bought a vehicle that had been sitting 5 to 10 years.  The gasoline smelled terrible but the motor would start.  If it had brakes, you could even drive around the block.  There was no alcohol in the gasoline.

Use premium gasoline in your stored vehicles or any yard equipment with limited use if it is without ethanol.

In Missouri, the approximately .20¢ extra per gallon for premium fuel far outweighs the headaches later!!

Solving Bad Gasoline Problems

Clearance Light Mystery

Friday, April 20th, 2012

During the April 2012 Portland, Oregon swap meet, we noticed a very unusual feature on a 1972 Chevrolet ¾ ton. Five GM optional clearance lights were set on the front of the cab above the windshield. The surprise was the inverted dimples stamped at the factory. Amber plastic lenses are secured here. See photo.

Could this mean you received a different cab when you ordered the clearance light option? It seems unlikely these relatively inexpensive plastic lenses would result in the production of a special ordered cab. Could this be? What happens years later when the plastic is sun baked, broken, and GM has discontinued these lenses? Does the truck then run with just the dimples?

We request your help. Can someone explain the story on the 5 raised metal dimples? Email your comments to: jcarter@oldchevytrucks.com.

Amendment to above article:

We appreciate the visitors to our website tech article on the 1971-72 cab clearance lights. Their comments have helped clear the mystery of whether a different cab was required if you ordered the five lights on the top of the cab.

The answer is: “Yes, a different cab roof was made just for these lights”. The answer to the question even goes deeper. The pictured clearance light lenses were offered from 1971 through 1991 and are often referred to as “firemen hats”.

Earlier in 1969-70 the lenses were more rounded and collectors referred to them as “hockey pucks”. It is not yet known if a different cab roof was offered in 1967-68.

We recently found an original 1972 Chevrolet Truck Data Book. Under options they show the 5 roof marker lights as number U01 at a list price of $26.00. It does not go into the requirement of Chevrolet using a different cab. We suspect this was GM’s concern and not the retail buyer.

Our thanks for much of this data goes to Trevor Keiffe in Kansas and Chris Welch in Yukon, Oklahoma.

1972 Chevrolet
1972 Chevrolet 1972 Chevrolet
1972 Chevrolet 1972 Chevrolet
1972 Chevrolet  

1968-72 Blazer Seat Belt Storage

Wednesday, January 18th, 2012

To correct the concern about seat belts not being readily available, GM added a few extras during these years.

On the outer side of bucket and bench seats a sheath and spring operated roller kept the belt clean and out of sight when not being used. It kept this belt always in the same place when needed. On the center of the bench seat, the passenger and driver is expected to have the belt beside them on the cushion and ready for use.

On trucks with bucket seats and no console, GM added small non-metal pockets for the buckle on the inside of the seat. They were attached to the edge of the bucket seat with two fasteners. It’s very rare to find these seat belt pockets in trucks today.

With the accessory console in place, these two pockets cannot be on the side of the seat cushion. The seat belt buckle fits into a rectangular metal pocket in the top of the console.

1968-72 Blazer
Seat Belt Pocket, No Console
1968-72 Blazer
Seat Belt Pocket, With Buckle
1968-72 Blazer
Seat belt pocket in accessory console

1968-1972 Blazer Passenger Seat

Wednesday, January 18th, 2012


Though most of the first design Blazers came with a passenger seat, it was still an extra cost factory option. Originally created by GM with encouragement from the US Postal Service, it was felt they would be just right for mail delivery in a 2-wheel drive version. Most, but not all, other buyers wanted this right side seat and paid the extra cost!

Pictured is an all original seat in a position that allowed an extra passenger to reach another option, the rear seat. This non-folding passenger seat moves forward something like the two door Suburbans of the 1940’s through mid 1960’s.

1968-1972 Blazer   1968-1972 Blazer

Speedometers to Go…

Monday, August 15th, 2011

Rebuilt Speedometers for Chevy Trucks & GMC Trucks


Quality Rebuilt Speedometers

When your older truck needs a rebuilt speedometer, think of us! Our company, in combination with a local specialized shop, provides a quality product that you will be proud to place in your vehicle.

With most new repair parts, no longer available, we obtain used speedometers from across the country. Only the best parts are removed. These are combined with available new components to create a quality finished product. The following photos show various stages in the repair process.

Speedometers

Work Bench

Parts Inventory

Finished Products

Technical Articles

Friday, March 18th, 2011

Over the many years we have collected a wealth of knowledge working with Chevrolet and GMC trucks from the years 1934 – 1972. We have gathered our Tech Articles, write-ups and how to’s and divided them into categories. You will find a list of helpful Articles that will help you get your old truck looking and running like new again.

1934, 1946 Chevy, GMC Trucks 1947, 1955 Chevy & GMC Trucks 1955, 1966 Chevy & GMC Trucks 1967, 1972 Chevy & GMC Trucks

Jim Carter Truck Parts….

Your #1 Source for 1934 – 1972 Chevy & GMC Truck Parts!

Spring Noise

Thursday, February 11th, 2010



The 1967-1972 – What’s That Noise? Gaining speed after you turn onto the highway, your GM truck (1967-1972), moves toward a cruising speed equal to the surrounding traffic. As your engine reaches about 2,000 rpm you suddenly hear a low hum up front. It does not stop as the truck speed increases. If you lower the windows, play the radio, or turn up the fan blower, this hum is not so noticeable but it is still there. How will you locate this noise source when the truck is stopped?

No problem. Others have researched this mystery noise, discovered the source, and stopped it. Who would have thought the culprit is the hood springs? It appears that on many GM trucks of this body style, the two coil hood springs develop this hum (like a tuning fork) as surrounding air speed increases. The sound becomes magnified as it transfers to the large sheet metal hood.

This noise is easily stopped by filling the coils of the hood springs with a towel or carved piece of foam. To produce what a difference this makes, tap your hood spring with a hand tool and listen to the echo. It does not occur when the coil is filled with material.

Who said automotive engineers walk on water?

spring noise

Forgotten 1972 Highlander

Thursday, February 11th, 2010


1972 Highlander

During 1972, a unique Chevrolet promotional pickup was introduced for a limited time in 1/2 , 3/4, and 1 ton models. This truck was designated the ‘Highlander’. Unfortunately, it did not have side emblems or related name plates that would cause people to remember this special model. On the actual truck the word Highlander was only listed on the glove box door inside ID sheet.

This vehicle was actually a modified middle series ‘Custom Deluxe’. The horizontal lower side trim has black inserts, not wood grain. The usual ‘Custom Deluxe’ chrome emblems are displayed on the front fenders. As with most of the 1972 GM trucks the dash housing, glove box lid, and door panels do not have the wood grain inserts as on the top of the line Cheyenne Super.

It is the cloth seat inserts that stand out on the Highlander interior. This feature was the special Scottish plaid nylon cloth seat insert material. Four plaid colors were available, depending on the exterior color.

GM used the top of the line 1972 Cheyenne Super seat covering but instead of the hounds tooth inserts substituted this unique Tartan plaid material. The vinyl seat edging, door panels, and seat belts were all parchment no matter the seat or exterior color.

1972 Highlander

The exterior feature of the Highlander is the attractive stainless wheel covers on the ½ ton. They have no emblem or letters and are specific for this particular model truck. (These actually had been used several years before as the stock 15 inch cover on the 1970 Chevrolet Monte Carlo.) The 3/4 and 1 ton Highlander used hub caps, not wheel covers, that were stampings from the standard base truck.

Actually, the more advertised feature of the Highlander was three pre installed option packages. Chevrolet put together several popular factory options in a base package and reduced the total regular price as much as $260.00. Original equipment (standard on the Highlander package A) were chrome front bumper, upper body moldings, door edge guards, and Below-Eye-Line door mounted mirrors.

Package B included the above items plus turbo hydramatic transmission, power steering and tilt steering column. Package C added the above plus air conditioning and Soft-Ray tinted windows.

In today’s world, Highlanders have been mostly forgotten. Unless you bought one new or located an original piece of sales literature, it is likely that even GM truck lovers were not aware they existed.

1972 Highlander

Comment

Another example of General Motors saving production costs: On the 1972 GMC only, the Chevrolet Highlander seat material was an option on their Wide-Side (fleetside) and Suburban. To give this seat insert a different appearance, than the Highlander, it appears the material was turned 90o so the stripes ran the opposite direction.

1972 Highlander

1972 GMC (optional) (above)

To get the most sales from the special Scottish plaid used in the 1972 Highlander, GM used it in one other application. The special Highlander seat covering could be obtained with the 1972 Suburban. It, like the Highlander truck, was a custom Deluxe series with lower side trim having satin black inserts. The special wheel covers were not used on this Suburban body.

Two of the enclosed pictures are from Frederic Lynes, who has these pictures of his 1972 avocado green and white Suburban the day it was bought new. Note the Highlander seat coverings.

Mr. Lynes also furnished the two photos of the 72 Hawaiian blue vehicle showing a great color view of the Scottish plaid. Frederic Lynes can be contacted at stingrayl82@comcast.net.

1972 Highlander

1972 Highlander

1972 Highlander

1972 Highlander

Birth of the Blazer

Thursday, February 11th, 2010



The debut of the famous 4×4 Chevrolet Blazer was in 1969. It had little competition and stood alone as a combination off-road and daily driver utility vehicle. Chevrolet truck dealers were taken by surprise! Waiting lines soon occurred requesting this new and unique car/truck vehicle.

By 1970, production was in full swing. GMC also entered the project this second year by replacing the Chevrolet and Blazer insignias with GMC letters and a “Jimmy” emblem. A major addition in 1970 was the introduction of the two wheel drive Blazer and Jimmy. This was partially due to commitments by the U.S. Postal Service. Fewer than 1,000 of these were produced or less than 10% of overall production. Most government orders were in six cylinders though some V-8 two wheel drive models found buyers in the private sector.

Sales of this unique vehicle spiraled. By 1972, production had increased the volume of the introduction year. It was named, Motor Trend’s “Utility Vehicle of the Year.” In the April 1970 issue of Car and Driver magazine, they said “The drivetrain pieces are well designed, rugged, and long proved by use in Chevy’s light trucks.” GM referred to it as their do anything, go anywhere vehicle.

The demand for these car/truck vehicles today is stronger than ever. Its short 107″ wheel base, ease of handling, and many parts interchanging with pickups, make it an excellent investment vehicle to drive daily or keep in storage.

birth of the blazer 1

birth of the blazer 2

 

1972 Suburban Highlander

Thursday, February 11th, 2010


1972 Suburban Highlander

During the late 1970′s, trucks accelerated their change from a more commercial work vehicle to one desired by the family as their everyday transportation. During 1967-1972, Chevrolet and GMC introduced names such as CST, Cheyenne and Sierra Grande to show buyers that their trucks were no longer just for work. Options that rivaled cars could now be ordered for their vehicles.

Surprisingly, the Suburban was held back as the trend toward very deluxe trucks continued. This vehicle was not given the top of the line appointments as the trucks. The middle series in the pickup line was the ‘best’ in the Suburban. Though this was changed in the new 1973 body style, the 1972 Suburban lacked wood grain trim, bucket seats, and the more deluxe door panels. The rubber floor mats were colored to match the interior but carpet was not an option.

The following pictures are of a totally original 1971 deluxe Suburban. Note the door panels. They are almost identical to the Cheyenne pickup but lack the horizontal wood grain strip at the top. Outside lower moldings have satin black inserts, not wood grain. The seat covering is the Custom Deluxe style found on middle series pickups. The blue floor mats are rubber, not carpet. There is, however, a unique upper trim molding used only on Suburbans when you ordered the more deluxe unit.

To get the most sales from the special Scottish Tweed used in the 1972 Highlander, GM used it in one other application. The special Highlander seat covering could be obtained with the 1972 Suburban. It, like the Highlander truck, had lower side trim with satin black inserts. The special wheel covers were not used on this Suburban body.

1972 Suburban Highlander

1972 Suburban Highlander

Mr. Lynes also furnished the two photos of the Hawaiian blue Suburban showing a great color view of the Scottish Tweed. (Frederick Lynes can be contacted at stingrayl82@comcast.net)

The enclosed pictures are from Frederick Lynes who has these pictures of his 1972 avocado green and white Suburban the day it was bought new. Note the Highlander seat coverings.

1972 Suburban Highlander

1972 Suburban Highlander

1971 Argentina Truck

Thursday, February 11th, 2010



During a recent trip to Buenos Aires, this Argentina built 1971 Chevrolet ½ ton was seen beside a downtown street. Its unique features causes us to take a strong second look. The more we observed this clean little shortbed, the more we saw features that were special to this South American Chevy.

The driver was not available so we just took pictures and studied the differences. It appears the GM plant in Argentina used parts from the earlier series of Chevrolet trucks to save much money. This helped make the vehicle more affordable for the local buyer.

Some of the more obvious differences are as follows:

  • Note the clear park light lenses. (Amber color lenses have been a federal requirement in the U.S. since 1963.)
  • The wing vent handles were on U.S. trucks in 1960-67 and the total assembly in the U.S. is 1967 only. Why change tooling if the prior design serves the purpose?
  • The unique Posi-Traction differential emblem was placed on the right fender, not the left.
  • Check out the economy heater panel. It consists of a rectangular plate and three pull or turn levers that operate the re-circulator heater. The knobs control temperature, fan speed, and defroster. This system is similar to the basic heaters offered in the mid 1950′s in the U.S.
  • The bed is the most noticeable difference in the Argentina ½ ton. It’s tailgate was used in the U.S. in 1958-66, however, it has been modified for the South American trucks. Special latches secure the gate in the closed position. By modifying the bed sides and the older heavier tailgate, limited new tooling was required. Yes, to save costs it even uses tailgate chains!
  • The wheelwell tubs are also produced with no tooling. Forming, bending, and welding create this finished product.
  • The metal corrugated bed bottom does not have the same spacing as the US produced pickups. Thus, the floor was produced locally to save production and shipping costs.

A real money saving technique is the use of 6 bolt wheels. See side mounted spare tire in attached photo. In the US, 1971 was the first year for disc brakes and 5 bolt wheels. In Argentina, a big savings was to keep the 1967-1971 non-disc brake system. Therefore, we see the 6 bolt early wheel on this 1971.

In this 1971 Argentina example, the fenders and bedsides are without marker lights. (These were required in the U.S. by 1968.)

Check the tail lights! These are 1960-1966 on U.S. produced Fleetside pickups. This truck even had the red bow-tie molded in the red lens.

Note the resulting sheet metal differences in the rear of the bedsides. There is not any metal contours for the U.S. style, 1967-1972, tail light to fit. There are no back-up lights and using earlier light assemblies lowers production costs.

Yes, this feature truck had been repainted in past years but it is doubtful if the tail lights were added to give a custom touch. In Argentina, pickup trucks are used for the purpose they were designed ‘ as a worker. There, trucks are not Sunday drivers and aren’t given appearance changes that would require the owner’s disposable income. They are valued in their ability to haul merchandise!

1971 Chevrolet truck

Wheel well tubs made without tooling (above)

1971 Chevrolet truck

The full back view (above)

1971 Chevrolet truck

Clear park light lenses (above)

1971 Chevrolet truck

Note: basic heater lever panel (above)

1971 Chevrolet truck

Posi-Traction fender emblem (above)

1971 Chevrolet truck

Tailgate latch holds older gate to bed side (above)

1969-1972 Blazer Tailgate

Thursday, February 11th, 2010



Are you on a hunt for a new 1969-1972 Blazer tailgate? It may not be as difficult as you think. GM saved much money by using a 1967-1972 Chevrolet Fleetside tailgate!

1969-1972 blazer tailgate

The one difference is a narrow strip of stamped sheet metal attached to the top edge. Most used Blazer tailgates, whatever their lower condition, still have this strip.

This metal strip is necessary for a good seal when the upper lift gate is lowered with its rubber strip. The tailgate strip is held in place with seven sheet metal screws.

On at least the 1971-1972 Blazer, the strip is also held in place by a long strip of double sided tape (like used to hold the decorative side trim in place). By removing the screws, cleaning rust and old paint, it can be attached to the new tailgate. Presto! You have a new Blazer tailgate.

1969-1972 blazer tailgate

1968-1972 Longhorn

Thursday, February 11th, 2010



In recent years seeing the unusual Chevrolet Longhorn or similar GMC Custom Camper (1968-1972) has become a very rare occurrence. These oversize pickups, with 8 1/2 ft. bed floors, were built for work and thus there is a very limited survival rate. Most seen today started life as they were advertised carrying a vacation camper. They were usually more taken care of during their beginning years and the camper protected their wood bed from weather. Later in life, their heavier rear suspension caused them to be used more as a work truck.

The creation of this large pickup relates to GM’s trend of keeping down costs on what they suspect will be a low volume vehicle. With limited parts investment and by using pre-existing components, this new model was born in mid 1968.

The chassis had already been in existence since the beginning of the body style in 1967. It’s 133″ wheelbase was used under the 1967-1968 1 ton stepside pickup with leaf springs. Most of the components of this new Longhorn fleetside box had also been used on the earlier pickups. To create this new longer fleetside bed, GM simply produced a pair of six inch vertical bed extensions to place between the pre-existing sides and front bed panel. This filled the gap created in front of the bedsides when the 127′ wheelbase chassis was extended to 133 inches.

An expensive metal floor was not a part of this new longer fleetside pickup. A traditional wood plank floor with metal bed strips kept GM’s cost at a minimum.

To draw attention to this larger pickup, the Chevrolet division included ‘Longhorn’ die cast chrome letters secured at the rear of the sides. GMC’s designation was ‘Custom Camper’ and these letters are on each door above the chrome handle, not on the bedsides. To make it a little confusing, GMC also used these Custom Camper emblems in the same location on their heavier 3/4 ton, 127″ wheelbase pickup, with leaf springs. This shorter long bed could be obtained with either a wood or metal bottom bed.

When the optional deluxe upper trim was ordered on this long bed, it’s new six inch extension was placed to the rear of the bed. The resulting trim joining point was therefore not in line with the vertical bed extension joint at the front.

By altering suspension components both the Chevrolet and GMC 133 inch wheel base pickup could be ordered with either a ¾ or 1 ton rating. These special trucks were available from mid year 1968 through 1972. They were not continued with the introduction of the new 1973 body style.

1968 Chevrolet longhorn 1

Upper trim joint at rear of bedside. (above)

1968 Chevrolet longhorn 2

1968 Chevrolet longhorn 3

1968 Chevrolet longhorn 4

1968 Chevrolet longhorn 5

1968 Chevrolet longhorn 6

1968 longhorn 7

The Following is reprinted from the May 1969 issue of Motor Trend

Article byV. Lee Oertle

Why would anyone lay down $4,549.45 for a slick-looking pickup truck, even if they do call it the Longhorn? That kind of money will buy a Chevrolet station wagon, or an Impala or an SS Chevelle. That question nagged me the day a Chevrolet official handed me the keys and turned me loose in a new Longhorn pickup. When I asked a Chevrolet truck salesman the same question a few days later, he replied:

‘You’re talking about a window-sticker price, buddy. The actual base of a Longhorn pickup is $2,738 plus destination charges. The rest of it is locked up in accessories and quite a bit of optional equipment. Look at the list ‘ air conditioner alone is $392.75. Then the Turbo Hydra-Matic adds another $242.10, and the Custom Sport Truck package jacks it up another $247.50. And then; At that point, I waved him away, ‘Yeah, yeah ‘ I got eyes. I just didn’t read the fine print.’ I said, testily.

The salesman’s lips tightened a little. ‘The time to read fine print is before you buy ‘ not after.’

Good advise. Further down the sticker price list I noted that power steering on the Longhorn was $113.50. Another stopper was the $80.40 for a spare tire and wheel. On a deluxe pickup, I sort of, well, expected that a spare tire and wheel would be standard equipment. But then, I hadn’t really done my arithmetic. A quick refresher course proved that of the original sticker price of $4,549.45, a staggering $1,811.45 of it covered extras, accessories and options. Freight, license, sales taxes, carrying charges on the loan and insurance might easily push the final tally over the brink of $5,000. That’s an expensive neighborhood no matter where you live, and if anyone is tired of reading about the prices before he hears about the performance, he’ll know how I felt when I finally got behind the steering wheel.

As I rolled off the Chevrolet lot, the salesman parted with the words, ‘who buys the sticker price, anyway?’ I suppose that’s true.

IT’S DIFFERENT

From the moment a shopper takes his first walk around a Longhorn, he’ll know it’s not just another pickup. As a matter of fact, he’ll notice that it’s a longer walk. The wheelbase is up to 133 inches on this model and the cargo box is a full 8 ½ feet in length. For those not familiar with pickups, the standard pickup (any brand) has an eight-foot cargo box. The extra half-foot was added by shoving the regular cargo box along the frame ‘ and then by inserting a short panel at the forward end of the box where it intersects with the cab.

Why all the noise over a slightly larger pickup? In order to understand the significance of this, remember that any change to basic dimensions on a truck involves tremendous expense and/or ingenuity on the part of cost-cutting engineers. It’s bigger, yes, but the clever way the job was done probably hasn’t increased its construction cost very much. The next logical question would be, why? Why a longer wheelbase, for example? Anyone knows that the longer the wheelbase trucks require more turn-around space.

But, looking at it from the Chevrolet viewpoint, a longer wheelbase also improves the ride, offers a more stable platform, and makes a much better carrier for all kinds of loads. This obviously affected Chevrolet’s judgment. For instance, a suburban home owner will like the big cargo box for hauling a variety of material. The tailgate drops down to provide about 10 ½ feet of load length platform.

In case anyone wonders about how the suspension system can handle the extra length, here is the message printed in Chevrolet literature on the subject: ‘Because it’ll be carrying larger loads than other pickups, it’s been especially engineered for extra support and better balance all along its 133 inch wheelbase. Its rear suspension, for instance, is built around tough two stage leaf springs for steadier going and surer handling.’ (Coil spring front suspension teams with the rear leaf springs.)

POWER TEAMS

The Longhorn is available with five different engines and several different transmissions. Our test truck was equipped with a 396 cubic inch V-8 rated at 325 horsepower. (the other engines include the standard 250 cubic inch 6, a 292 cubic inch 6, a 307 cubic inch V-8 and a 350 cubic inch V-8.)

PERFORMANCE

The Longhorn bench seat is a firm, comfortable, non-slip type that gives the driver a feeling of command. It is neither too high for comfort nor so low that shorty-drivers have to stretch their necks. The instrument panel includes a tachometer, speedometer and functional oil and temperature gauges.

Start the engine and a muffled growl, low and strong, comes lightly through heavy cab insulation. Step on the accelerator and the Longhorn instantly takes hold. While 325 horsepower doesn’t sound too exciting in a passenger car, in a pickup it can be hairy under a lead foot driver. Lightly loaded, the Longhorn still hangs on tight right up through the gears. Surprisingly, there was little wheelspin except on wet streets after a rain.

I had no stop-watch with me but I know that the Longhorn will probably be the first pickup up a steep hill. Meant more for power than speed, the 4700-pound Longhorn nevertheless comes on strong in situations where it really counts. A pickup with a smaller engine, for example, often has a difficult time entering freeways. But the Longhorn gets right out there despite a ton of hay riding the cargo deck. In the hands of an amateur an empty pickup would be a handful. Crank it on too fast, too often, and the rear wheels will chirp or slip-grab as they try to deliver traction faster than the lightly-loaded rear tires can bite the pavement.

Our particular test truck had the optional three speed Turbo Hydra-Matic transmission. As far as I’m concerned, no other transmission makes sense with this combination of truck, engine and load ability. Shoving a stick-shift unit into the Longhorn makes about as much sense as hitching up an elephant to a pony cart.

Underneath, our test unit was wearing a Maximum Traction differential and an axle ratio of 3.07:1. Chevy rates this combo good up to about 7000 pounds. For loads over 7000 pounds, they suggest the optional ratio of 3.54:1. Though we didn’t tote anything exceptionally heavy, we found the 3.07:1 ratio an excellent choice for normal driving.

HANDLING

In this department, the Longhorn gets unusually high marks. It has a square-cornering ability few sedans can match and a sure-footed stance that keeps it straight when braking or lane-changing. By adding just 200 or 300 pounds of weight near the rear of the box, the pickup handles even better. )Extra weight cuts down on wheelspin.) Overall, the Longhorn is a solid-feeling pickup that any driver will appreciate.

There’s more than enough power for any load situation. The 396 is currently the largest engine available in a factory pickup (in any brand). The Longhorn should make a great carrier for a half-dozen trail bikes, for towing a boat, or for hauling a rented coach now and then. The luxury interior and comfortable cab will probably lure many new buyers away from station wagons and sedans. If you haven’t tried the new breed of pickups, you’re missing a most versatile family vehicle. The Longhorn is a smooth newcomer that undoubtedly will spark a host of imitations. It offers the longest wheelbase and largest cargo box of any two-door pickup, plus larger engines than competitors. As for the price? Well, like the man said: ‘Who pays sticker price, these days?’

PROBLEMS

Lest anyone suspect that I’ve been on the Chevy payroll, I have a few reservations about the Longhorn. For one thing, window glass on the driver’s side liked to slip sideways and climb up outside the channels every now and then. My guess is that the glass is a little too small for the track, or the channels were misaligned. On cold mornings, I’d climb into the cab and then, with one breath, all the windows frosted over. The longhorn is one of the few truck-cabs I’ve tested that would not clear up with the vent-windows cracked open. Steamy vapor clung stubbornly to the inside of the windshield. The only way to clear it away was to turn on the defroster full force, roll down one window, or both. On a cold morning, neither method pleased us very much.

From a purely personal viewpoint, I found it strange that Chevrolet would spend so much on interior design, but so little on panel coverings. The cab ceiling and much of the door panel areas were bare metal. Now, in a work-duty pickup that might be practical. Metal is more durable than plastic coverings, obviously. But in a class-type pickup, which the Longhorn most definitely tried to be, I found it objectionable. (There, it’s off my chest.)

1967-1972 Truck Tech

Thursday, February 11th, 2010

1967-72 Chevy Truck Model I.D.



We hope the following information on Axle, Transmission and Model identification will help many of you with your questions. Accuracy was a concern as we compiled this information. Because GM made so many scheduled as well as unscheduled changes, there is much discussion about these changes.

The following is used by permission from Pickups and Panels Magazine and artist Bryant J. Stewart

1967-1968

1967 1972 truck tech 1

SERIES WHEELBASE VEHICLE TYPE
13380 115 ½ ton El Camino (6 cylinder)
13480 115 ½ ton El Camino (V-8)
13580 115 ½ ton Custom El Camino (6 cylinder)
13680 115 ½ ton Custom El Camino (V-8)
C10 115 ½ ton shortbed step/fleetside pickup
C10 127 ½ ton longbed step/fleetside pickup
C20 127 ¾ ton longbed step/fleetside pickup, panel, Suburban, 8′ stake
C30 133 1 ton longbed step/fleetside pickup, 9′ stake rack
K10 115 ½ ton shortbed step/fleetside pickup
K10 127 ½ ton longbed step/fleetside pickup, panel, Suburban
K20 127 ¾ ton longbed step/fleetside pickup, panel, Suburban

1969-1970

1967 1972 truck tech 2

SERIES WHEELBASE VEHICLE TYPE
13380 115 ½ ton El Camino (6 cylinder)
13480 115 ½ ton El Camino (V-8)
13580 115 ½ ton Custom El Camino (6 cylinder)
13680 115 ½ ton Custom El Camino (V-8)
C5 104 ½ ton Blazer 4×2 (1970 only)
C10 115 ½ ton shortbed step/fleetside pickup
C10 127 ½ ton longbed step/fleetside pickup, panel, Suburban
C20 127 ¾ ton longbed step/fleetside pickup, panel, Suburban, 8′ stake
C30 133 1 ton longbed step/fleetside pickup, 9′ stake rack
K5 104 ½ ton Blazer 4×4
K10 115 ½ ton shortbed step/fleetside pickup
K10 127 ½ ton longbed step/fleetside pickup, panel, Suburban
K20 127 ¾ ton longbed step/fleetside pickup, Suburban

1971-1972

1967 1972 truck tech 3

SERIES WHEELBASE VEHICLE TYPE
13380 115 ½ ton El Camino (6 cylinder)
13480 115 ½ ton El Camino (V-8)
13680 115 ½ ton Custom El Camino (V-8)
C5 104 ½ ton Blazer 4×2
C10 115 ½ ton shortbed step/fleetside pickup
C10 127 ½ ton longbed step/fleetside pickup
C20 127 ¾ ton longbed step/fleetside pickup, Suburban, 8′ stake
C30 133 1 ton longbed step/fleetside pickup, 9′ stake rack
K5 104 ½ ton Blazer 4×4
K10 115 ½ ton shortbed step/fleetside pickup
K10 127 ½ ton longbed step/fleetside pickup, Suburban
K20 127 ¾ ton longbed step/fleetside pickup, Suburban

Disclaimer: This truck I. D. information is correct and complete to the best of our knowledge and is only to be used as a guide. Pickups ‘n panels and/or the National Chevy/GMC Truck Association, and Jim Carter Truck Parts, make no guarantee of accuracy, and disclaim any liability incurred in the use of this information.

1967-1972 Panel Trucks

Thursday, February 11th, 2010



These years are the ‘last of the breed’! Due to the increasing popularity of the new G-series van, panel truck sales had continued to suffer since the mid 1960′s. By 1970, General Motors panel truck production came to a halt. GM did not even wait until the end of the body series in 1972! This ‘enclosed body on a pickup truck chassis’ (used over 50 years) was now history.

If you ever see a 1967-1970 Chevrolet or GM panel truck, tip your hat. You are looking at one of the few survivors of the ‘last of the breed’.

1967 1972 panel trucks

1967 GMC Super Custom

Thursday, February 11th, 2010



The first year of the 1967-1972 series of trucks had various characteristics that were unique to just that one year. For the perfectionist, 1967 GM trucks are always a challenge. Because the 1967 GMC trucks sold in smaller numbers finding one with most of its original components is unusual. Even rarer is locating a GMC Super Custom. Trucks at that time were still considered more for work than pleasure, so few put the additional money in the extra trim.

The 1967 GMC Super Custom in these photos is one of the better examples of this top of the line model. This pickup is owned by Martin Trefz in Lake Lotawana, MO. It was repainted the original red several years ago and unfortunately had its wheelwell and side trim removed at that time. Most everything else except the non original wheels remain factory installed.

1967 gmc custom 1

The 1967 grille stands out as different than other GMC’s in this six year series. From 1968 and newer the GMC letters were placed on the nose of the hood and not stamped in the grill.

On the deluxe models, the unique one year only “Custom” die cast emblems were displayed on the front fender. These are now very rare and were often removed during a repaint or minor restoration because of surface pitting and lack of new replacements.

Of course, as with other 67 makes, there are no side marker lights. Federal regulations made these necessary in 1968 and up. Thus, fenders on 1967 are one year only.

During this first year, only the deluxe cabs had upholstered door panels instead of bare metal. Instead of vertical pleats as the Chevrolet CST, the GMC Custom runs their pleats horizontally. This was the final year that both of these makes used the same arm rests that had been on GM trucks since 1964.

1967 gmc custom 2

Like the 67 Chevrolet, this year GMC, did not have chrome edges on the dash cluster. The coloring is reversed from the Chevrolet on its plastic dash cluster. The outer edge and inner rings are black. The flat surface is charcoal gray. The metal glove box door is matching colors.

Even on this Custom model, the outside mirror arms are body color, not chrome. The steering wheel is deluxe only because of the clear plastic horn button. Below its clear surface is a chrome disc with GMC letters, just try to find a horn button like this at any swap meet.

Because it is a custom, it comes with a big rear window. The other 1967′s have a much smaller glass here. Stainless trim surrounds both the front and rear window. The wing vent assemblies are trimmed in stainless, not black as on the other models.

1967 gmc custom 3

One very unique feature on both Chevrolet and GMC in 1967 is the chrome wing vent handles. They are a carry over from the 1960-1966 series. The stud assembly attaching these handles wraps around the wing glass edge. There is not a stud hole in the glass as in 1968-1972. Therefore, this glass is a one year only item.

Even on the Custom (and the Chevrolet CST) the horizontal chrome strip on the hood edge and the front fender tips did not come out until 1968.

Rear Bumper Options

Thursday, February 11th, 2010

Ever wonder why GM pickup rear bumpers have been an option for so many years?



Beginning in 1951 these bumpers became an extra cost option and have remained this way ever since on most pickup models.

The reason relates to trucks being mostly for work. Though protecting the bed from minor rear damage, a bumper also kept the driver from backing up against a loading dock. GM found that many farmers and construction workers had been removing the rear bumper to get the truck flush against a dock. This eliminated most of the gap between the truck and dock. Broken legs of livestock and employees during loading were also greatly reduced.

The following picture is an example of a 1955 and newer GM step bed pickup. Its owner went against the current trend of adding the optional rear bumper during its restoration and kept his truck basic. It is important to note, that to protect the license plate bracket without a bumper, GM placed it on the left side. Holes are in the middle of the rear cross sill from the factory to make it easier for the dealer to install the rear center license plate bracket while adding the optional bumper.

Note the rear spare tire arm is at an angle to also protect it from damage if backing or being even lightly bumped in traffic.

This picture shows an optional right taillight. From the assembly line this truck would have only the left light with attached license bracket.

rear bumper options 1

Without optional bumper. Owner has added a right tail light. (above)

rear bumper option 2

Factory installed optional bumper including correct tail lights and license bracket (above)

Home Made Garage

Thursday, February 11th, 2010

When you would like to restore your truck and no workshop is available, there is a solution. Most all the repairs can occur in a temporary shop and at a very low cost.

Jim Valano of Marion, Indiana is a true example of ‘American Ingenuity.’ He purchased a ‘canvas storage tent’ and assembled it at a convenient location. He even made the floor using the backside of used carpet on top of sheet plastic. Its roll-up sides are adjusted for the weather.

Jim’s 1957 Chevrolet ½ ton is now almost restored and most of the work occurred in this canvas enclosure. It can later be removed and stored in the original box.

If you need a building for your restoration, this may be your answer. Just check with your city for possible zoning restrictions!

home made garage 1

home ,ade garage 2

home made garage 3

Demise of the GM Panel Truck

Thursday, February 11th, 2010

Even before the 1920′s, light commercial hauling using panel trucks had found a loyal growing customer base. With increasing numbers of small businesses and the population gradually moving to the cities, the panel truck found a place in our society. By the 1930′s, most all truck manufacturers had designed a panel body to fit on their existing pickup truck chassis.

Advantages of the panel over other trucks for small business are numerous. Their weather-tight body protects cargo from rain, snow, driving wind and summer sun. Very important is the security feature. Merchandise is out of sight and can be locked. They are economical over big trucks and much more maneuverable than the larger commercial vehicles. Panel trucks are just right for moving in crowded streets and narrow alleys.

demise panel truck 1

Retired panel trucks used for storage (above)

Even at the end of the panel truck’s life, auto wrecking yards often kept a few for storage. The bodies were excellent for protecting used parts (starters, generators, bearings, clutches, etc.) from the weather.

During the mid 1960′s, a major drop in panel truck popularity began. The vehicle that was once wanted by most every business in America was now being overlooked because of a ‘new kid on the block.’ The General Motors G-series van had arrived! This new van with short nose, had better turning radius, more cargo space on a like wheelbase, and a side freight door. It was the truck to buy. On most models the price was even lower.

The panel truck could not compete! It’s sales began dropping almost every year. Their popularity became so low that GM discontinued the vehicle even before the end of the 1967-1972 body style. This tells how the sales had dropped. Production was stopped even though the assembly line was operating and the tooling was able to continue stamping the body panels. In 1970, General Motors called it quits. The panel truck was history!

demise panel truck 2

1970 G Series Van (above)

With the major sales decline during the final years, you will see less of the 1967-70 units than of the earlier designs.

Even finding a rough final series panel is a rare occurrence. The newest is now over 30 years old. They were built for work responsibilities. Few were kept out of the weather. Most were owned by companies and driven by their employees.

demise panel truck 3

Trees and Trucks

Thursday, February 11th, 2010

There couldn’t be an easier place for a tree to grow. If you don’t move your truck for a few years, trees will find it. As they grow wider, the truck bends to fit!

Here no one steps on a tree at the beginning. Lawn mowers can’t reach it.

It’s free to grow.

tree trucks 1

tree trucks 1

trees trucks 2

trees trucks 3

trees trucks 3

Casting Numbers

Thursday, February 11th, 2010
Casting Number Make Year CID
1970 Chevrolet 1964-1967 292
2135412 GMC 1946-1954 248,270
2193980 GMC 1952-1954 302
2324003 GMC 1955-1963 270
2324004 GMC 1955-1962 302
2404929 GMC 1955-1963 270
2192402 GMC Military 302
289890 Chevrolet 1963-1977 292
328575 Chev/Buick/Olds/Pontiac 1968-1984 250
328576 Chev/Buick/Pontiac 1968-1976 250
328880 Chevrolet 1963-1977 292
329990 Chevrolet 1963-1977 292
358825 Chevrolet 1966-1976 250
3629703 Chevrolet 1950-1952 235
366855 Chev/Buick/Olds/Pontiac 1966-1984 250
3692703 Chevrolet 1950-1952 235
3692708 Chevrolet 1950-1952 235
3692713 Chevrolet 1950-1952 235
3693374 Chevrolet 1942-1949 235
37001481 Chevrolet 1953-1955 235
3701946 Chevrolet 1953 235
3703414 Chevrolet 1954-1956 261
3733340 Chevrolet 1955-1957 261
3733813 Chevrolet 1958 261
3733946 Chevrolet 1954-1955 235
3733949 Chevrolet 1953-1955 235
3733950 Chevrolet 1954-1955 261
3737012  Chevrolet 1955-1957 261
3738307  Chevrolet 1958-1962 235
3738365 Chevrolet 1960-1962 261
3738476 Chevrolet 1958-1962 235
3738813 Chevrolet 1955-1963 261
3739365 Chevrolet 1958-1962 261
3739716  Chevrolet 1958-1962 235
3759365  Chevrolet 1959 261
3764476  Chevrolet 1958-1962 235
3769716  Chevrolet 1958-1962 235
3769717  Chevrolet 1959-1962 261
3769925  Chevrolet 1958-1962 261
3773949  Chevrolet 1954 235
3782856  Chevrolet 1962-1967 194
3782858  Chevrolet 1962-1967 194
378307  Chevrolet 1960-1962 235
3783949  Chevrolet 1953-1954 235
3788378  Chevrolet 1962-1974 292
3788406  Chevrolet 1962-1969 230
3788514  Chevrolet 1962-1970 153
3788813  Chevrolet 1955-1959 261
3789404  Chevrolet 1963-1976 292
3789412  Chevrolet 1963-1966 292
3789716  Chevrolet 1963-1972 292
3792852  GMC 1962-1966 194
3792858  Chevrolet 1962-1967 194
3821970  GMC 1967-1972 292
3833057  Chevrolet 1962-1970 191
3833067  Chevrolet 1963-1970 194
3833340  Chevrolet 1955-1957 261
383340  Chevrolet 1955-1957 261
3835253  Chevrolet 1942-1953 216
3835309 Chevrolet 1942-1949 235
3835335  Chevrolet 1942-1949 235
3835353 Chevrolet 1948-1952 216
3835363  Chevrolet 1954 235
3835374  Chevrolet 1942-1949 235
3835491  Chevrolet 1954 235
3835497  Chevrolet 1942-1953 216
3835527  Chevrolet 1951 216
3835692 Chevrolet 1950-1952 235
3835794  Chevrolet 1942-1953 216
3835846  Chevrolet 1953 235
3835849  Chevrolet 1942-1953 216
3835894  Chevrolet 1953 216
3835911  Chevrolet 1953-1955 235
3835917  Chevrolet 1954-1955 235
3835946  Chevrolet 1953 235
3835949  Chevrolet 1954 235
3836012  Chevrolet 1955-1957 261
3836223  Chevrolet 1955-1957 235
3836233  Chevrolet 1955-1957 235
3836340  Chevrolet 1955-1958 261
3836386  Chevrolet 1955-1957 235
3837004  Chevrolet 1955-1957 235-261
3837012  Chevrolet 1955-1957 261
3843363  Chevrolet 1953-1955 235
3850817  Chevrolet 1962-1978 230-250
3851656  Chevrolet 1963-1972 292
3851659  Chevrolet 1963-1976 292
3851859  Chevrolet 1963-1972 292
3854036  Chevrolet/Olds/Pontiac 1962-1976 230-250
3855914  Chevrolet 1963-1966 292
3855987  Chevrolet 1963-1971 292
3855991  Chevrolet 1963-1970 230
3856233  Chevrolet 1955 235
3858190  Chevrolet 1954-1955 235
3877178  Buick/Olds/Chev/Pont/GMC 1962-1978 230-250
3879875  Chevrolet 1962-1970 194
3886061  Chevrolet 1963-1966 292
3890011  Buick/Chev/Olds/Pontiac 1968-1972 250
3890013  Chevrolet 1968-1972 250
3892858  Chevrolet 1964-1967 194
389770  Chevrolet 1942-1951 216
3897702  Chevrolet 1942-1953 216
3921770  Chevrolet 1966-1976 292
3921967  Chevrolet 1964-1969 230
3921968  Chevrolet 1964-1976 230-150
3921970  Chevrolet 1963-1976 292
828575  Chevrolet 1972-1977 250
837751  Chevrolet 1942-1949 235
839770  Chevrolet 1942-1953 216
8397715  Chevrolet 1942-1949 235
839910  Chevrolet 1942-1951 216
839931  Chevrolet 1942-1949 235
8994256  Chevrolet 1964-1977 292
9890043 Pontiac 1968-1969 250

Ghost Windows

Thursday, February 11th, 2010

The door window is cranked up tight in the cloth channel and off you go on your daily errands. Suddenly, the glass begins to slowly lowers as you drive over side roads or contact a rough surface. In comes cold air, rain, and wind! Even the window handle turns. What’s this all about? Do you tape the window closed or wire the handle so it will not turn?

You have a window regulator spring problem! This large 2″ diameter round spring has either broken or become disconnected.

With no spring tension on the regulator, the weight of the glass creates the lowering of the support arm and window. Sorry, there is no good fix other than removing the regulator from inside the door. The picture below shows this circular Clock spring. It must be large to hold the weight of the glass panel.

ghost window

Venting the Differential

Thursday, February 11th, 2010

Sometimes overlooked by mechanics and restorers is a small vent in the rear axle housing. This part is necessary to keep internal pressure equal to the outside atmosphere. Thus, as the internal temperature of the differential warms during use, any expanding heated air is vented and no pressure occurs. This saves wheel and pinion seals from leaking.

Check for this vent in your truck. From years of abuse many vent assemblies are missing. A sliding log chain wrapped around the axle housing for pulling is a way many vent assemblies were accidentally removed. The owner usually didn’t know the damage has been done or that a vent ever existed. Now, the small hole that once held the vent assembly is able to take in water. This is certainly not good for the internal differential parts.

Differential Vent 1

Differential Vent 2

1967-1968 Buddy Seat

Thursday, February 11th, 2010

BUDDY SEATS 1967 1968 CHEVY

What an unusual seat on the 1967-68 Chevy/GMC pickups!  It was standard equipment on the “top of the line” Chevrolet CST and GMC Super Custom pickups.

The seat consisted of two bucket seats and a much smaller center cushion referred by many as a Buddy seat.  It allowed for a third passenger or the back cushion could be lowered horizontally to give an oversize arm rest.  When you lift the lower cushion there is a large storage area. All are covered with pleated vinyl.  Yes, three pair of seat belts were included.

The three cushions contained extra foam and better springs to give the owner a more comfortable ride.  These seats were part of a more deluxe cab that had not been available in prior years.  We have no documentation that they could even be special ordered on the larger 1 ½ and 2 tons.
BUDDY SEATS 1967 1968 CHEVY

GMC Super Custom Interiors

Thursday, February 11th, 2010

super custom interiors

GMC Super Custom Interiors offer the ultimate in comfort and style, including plush bucket seats with vinyl covering and matching center seat concole. The GMC Super Custom also includes appearance and comfort options from special horn button to carpeted floor.

1946-1972 Ring and Pinion

Thursday, February 11th, 2010

One series of the famous “drop out” GM differentials was used between 1946 and 1972 on 3/4 and 1 tons. The complete assembly (often called a pumpkin) will interchange during these years with no alteration.

The highest gearing in this series is the 4.10 ratio and is found in most 1967-72 3/4 tons with automatic transmissions. Therefore, those “low gear blues” often associated with 3/4 and 1 tons during the late 1940′s and 1950′s can be greatly improved with no visible exterior changes. Originally these older trucks had a ratio of 4.57 in the 3/4 tons and 5.14 in the 1 tons.

Once a 4.10 pumpkin is located (usually in a local wrecking yard) it is a basic interchange requiring little more than new gaskets and gear grease. Your truck’s personality is now changed!

This interchange will fit perfectly if the “complete” pumpkin is used.  The 1963-1972 carrier is necessary and it will be part of this total assembly.  The change-over will not work if you only use the ring and pinion.

The only negative to this changeover is if you are hauling a ton of gravel up a mountain road with the original smaller six cylinder!! In this example a lower geared differential is best.

Dim Lights

Thursday, February 11th, 2010

When you notice your head, tail and dash lights are often dim, sometimes even flicker on a rough road, check your cab to frame ground cable

Because the 1967-1972 cab and radiator supports are seperated from the frame by rubber mounts. GM used a small mount woven wire ground strap that by-passes one cab mount. This insures electrical flow even if the cab mount bolts become rusted and electrical current can not flow properly.

You must be under the cab to see this by-pass cable. Yes, GM planned for the trucks later years when rusty mounting hardware caused the lights to dim

dim lights ground strap

1969-1972 Head Light Bezel

Thursday, February 11th, 2010

Contrary to what almost all Chevrolet truck parts dealers list in their catalogs, the 1969-1972 headlight bezels were not alike. Though today all are reproduced in bright-anodized aluminum. This is actually only correct for 1971-1972.

The 1969-1970 bezels were black stamped steel even on the most deluxe models. This color is necessary to blend with the two horizontal black lines in the center grill bar.

If you don’t have the correct stamped steel bezels for your 1969-1970 Chevrolet, paint the 1971-1972 aluminum copies in satin black to match the grill stripes.

1969 headlight bezel 1

1969-1970 on Left | 1971-1972 on Right (above)

1969 headlight bezel 2 1969 headlight bezel 3

1967-1972 Cargo Light

Thursday, February 11th, 2010

The cargo light above the rear window on the 1969-72 GM cab was a factory option and is mostly seen on the more deluxe trucks. This light is controlled from a switch beside the interior dome light and is wired so it will not operate while the truck is in the forward gear. This prevents the bright 21 cp bulb from being on while the truck is on the road which would create road glare to following traffic.

To save GM production costs, the clear rectangular lens in this cargo light housing is the same as a 1969 Camaro right side parking light lens.

Park Light Lens, Amber or Clear

Thursday, February 11th, 2010

When viewing older GM cars and trucks we see both colors of park light lenses. There seems to be no consistency that gives us the proof of what is actually correct, however, it is easy as remembering a year.

Beginning in 1963, federal regulations required park lights to show an amber color. Today, companies reproducing original clear lenses find it easy to run more in the same die using an amber additive. Therefore, in GM trucks most 1954-62 clear lenses now can be found marketed with an equivalent amber style.

One exception is the 1969-1970 Chevrolet truck. Originally it came new with clear lens but behind them are amber park light bulbs giving the required color appearance when illuminated.

Seat Cover Kits

Thursday, February 11th, 2010

Our seat cover kits are produced with an emphasis on originality. The materials are top quality for many year’s service. Seams, ribbing, etc., are based on original seats.

seat cover

We recommend that installation be done by a professional upholstery company. However, if you wish to do it yourself, here are several important steps to follow:

1. Seat springs must be in original condition. No breaks, sags, etc.

2. Over springs, place one layer of burlap.

3. Over burlap, place two layers of cotton padding. Cotton must extend down over edges of outer springs.

4. Place vinyl cover over padding. Stretch evenly to eliminate wrinkles. Press special C shape clips at rear of springs to permanently hold cover in place.

5. If clips are put in place with pliers, cover the end with tape or equivalent to lessen chances to vinyl tears.

6. Wrinkles from storage will normally disappear in several days.

4 Speed Back Up Light Switch

Thursday, February 11th, 2010

Four Speed Backup Light Switch – They Did Exist!

4 Speed Back Up Light Switch

The first design of the 4-speed synchronized truck transmission, introduced in 1948, was used through about 1965. About mid series, when the dealer installed backup light increased in popularity, a special switch was attached to the base of the floor shift lever. This was the only location possible as there is no external linkage on a 4-speed.

No doubt regular floor contact with shoes and boots shortened the life of this small electrical switch.

Buy Parts for 1934 to 1946 Trucks

1967 Dash Knobs

Thursday, February 11th, 2010

The 1967 Chevrolet and GMC trucks are noted for numerous one year only features. As the year progressed, engineers made several changes they felt were an improvement over this first year design.

For reasons unknown, dash knobs were redesigned. The following pictures show the correct 1967standard knobs with 1.23 inch diameter serrated edges. Compare these with the 1968-72 knobs having 1.4 inch diameter and smooth edges. Pictured here are several of the deluxe style having the center silver paint. Most did not have this silver addition.

1967 dash knobs 1

1967 Choke Knob – Standard (above)

1967 dash knob 2

1967 Light and Wiper Knobs – Standard (above)

1967 dash knobs 3

1968-1972 Choke Knob – Deluxe (above)

1967 dash knob 4

1968-1972 Wiper Knob – Standard (above)

1967 dash knob 5

1968-1972 Light and Wiper Knobs – Deluxe (above)

1967, 1968-1972 Hazard Flasher

Thursday, February 11th, 2010

The 1968-1972 hazard flasher unit is not self canceling as in 1967. The only way to cancel the later hazard flasher is to pull the knob out. This feature was incorporated into the 1968 truck so that the hazard flashers could be operated when the vehicle is being used for slow speed operations. It became a problem in 1967, when the flashers would self cancel when turning on a job site or related small work area.

1972 Door

Thursday, February 11th, 2010

One might assume that because the 1967-1972 cabs are the same, there is also no difference in the doors. Yes, they will interchange, however, there are several visible door differences for 1972.

During this year only, a countersunk hole exists in the interior door panel several inches from the wing vent vertical post. A Phillips screw here helps prevent the interior and exterior door panels from separating with this improvement the horizontal window seal stays in better alignment with the side glass.

The full interior door panel was updated in 1972. A sub panel (wood grained on the deluxe model) covers the upper area behind the door handle and window crank. This raised panel requires the handle studs to be approximately a 1/2 inch longer. Therefore a use 1972 window regulator and door remote will not properly interchange with a 1967-1971 door.

1972 door

1967-1972 4 Wheel Drive Decal

Thursday, February 11th, 2010

1967 1972 4  wheel drive decal

This original, well worn, glove box decal was recently uncovered in a salvage yard. It relates front hubs on a four wheel drive and how to engage and disengage them. Our 67-72 experts have never seen this decal. Can anyone tell us if this was a factory decal or just added later when replacement hubs were installed? Please contact us if you have any information.

Defroster Damage

Thursday, February 11th, 2010

Mix very cold days, almost 40 years, and the design of the original safety glass windshield and look what sometimes occurs. You can still see through the upper part of the original windshield. However, the large separations are there to stay.

defroster damage

Dash Repair

Thursday, February 11th, 2010

To comply with Federal safety standards, GM first equipped their truck cabs with a padded dash during the 1967-1972 body style. Though a practical and attractive addition to the vehicles interior, most original dash pads show their 30 plus years of use. Exposure to summer sun and winter temperature extremes have caused fading, cracking, and most even have pieces missing.

Until recently a total pad replacement was the only fix. A person needed to remove the glove box cardboard and gauge cluster plus attempt to reach the hidden pad fasteners above the factory radio. This required a good evening for a first timer or a few hours by a restoration shop with their meter running.

Now there is an alternative!

A preformed hollow stiff plastic shell has been produced that simply lays over the original dash pad. It’s shape is just right. Even the grain is correct. A small tube of glue (provided in the kit) and less than one minute installation time completes the job. The finished product is very difficult to tell from the real thing. The shell can even be painted prior to installation if its color is not your choice.

You must have much of the original dash pad for support of this shell. If the old vinyl covering is curling, it is best to cut off the raised cracked edges to allow the shell to better attach to the smooth pad. Even a weight on the shell during the glue drying time would help assure a smooth adhesion.

Check our catalog under the ‘Upholstery’ section and compare this price with the complete dash pad and it’s installation time.

dash repair 1

dash repair 2

1967 Small Cab Window

Thursday, February 11th, 2010

1967 small cab window

On the 1/2, 3/4, and 1 tons, the small rear window was a standard feature during 1967. A large panoramic rear window cab was an extra cost option.

Beginning in 1968, the small rear window cab was discontinued except in the 60 series two ton. In this larger truck the small window continued to be standard through the end of 1972.

Thus, when you see a small window light truck in the distance, you can feel sure it is pure 1967!

Tailgate Trim

Thursday, February 11th, 2010

It was during these years that General Motors began offering more style to their pickup truck line. Though most still considered a truck as a work vehicle, a growing segment of pickup buyers were being strongly influenced by trim and accessories that even rivaled many automobiles.

For the first time on GM fleetside pickups, decorative trim became available on the tailgate of their middle and upper level models. Even on the basic gate that had no trim, the stamped letters were given a contrasting color. During all of 1967-1972, the middle and more deluxe series gates carried three upper strips making one line running the width of the gate. These three strips were the only tailgate trim offered for 1967-1968. During 1969-1972, an additional horizontal strip (66 3/4′ long) was attached to the lower gate edge but only on the middle series fleetsides.

It was on the top of the line 1969-1972 pickup that Chevrolet went all out in tailgate appearance. On the 1969-70 CST and 1971-1972 Cheyenne, the lower trim strip was replaced with a very attractive wood grained horizontal band at the center. Though it covered the basic Chevrolet and GMC stamped gate letters, the band carried its own chrome die cast letters over the wood (vinyl) decal.

The following photos show both the three styles of trim on the 1967-1972 fleetsides. Note the lower narrow strip is not placed on the gate with the wood band. Tail light rings or bezels are designed to harmonize with the tailgate trim. The 1967-1968 CST light trim is different than the later design.

tailgate trim 1

1969-1972 Middle Series (above)

tailgate trim 2

1969-1972 Cheyenne (above)

tailgate trim 3

1967-1972 Chevrolet (above)

tailgate trim 4

1967-1968 Chevrolet CST (above)

1969-1970 Chevrolet Grills

Thursday, February 11th, 2010

In recent years, the 1969-1970 Chevrolet non-metal grille insert has been sold as one item. This is not the way they came!

Each of the two years used a grille insert of a different design. The 1970 style is now the one you receive when you order either year. Thus, a pure 1969 insert is becoming very difficult to locate.

1969 1970 chevrolet grills 1

1969 (above)

1969 1970 chevrolet grills 2

1970 (above)

1967-1972 GMC Grills

Thursday, February 11th, 2010

The main cross grill stamping making up the 1967-1972 GMC grilles may at first appear the same but they definitely are not.

The more noticeable difference is the large GMC letters stamped in the center of the 1967 grille (one year only). Therefore, these three letters are not placed on the hood front as during 1968-1972. Between 1967-1970, the vertical center bar (3″ x 10″) is slightly raised above the outer edges.

This vertical center bar on the 1971-1972 GMC grille is slightly depressed between its outer edges. This depression is painted satin black. At a distance, it gives the appearance of a split grille with two equal halves.

1967 1972 gmc grills 1

1967 (above)

1967 1972 gmc grills 2

1968-1970 (above)

1967 1972 gmc grills 3

1971-1972 (above)

1967 GMC Super Custom

Thursday, February 11th, 2010

1967 GMC Super Custom

1967 gmc super custom

During the first year of this new body design GMC’s top of the line was referred to as the “Super Custom”. An unusual piece of chrome die cast trim was added to this model in the center of the front fender this year. (not on Chevrolet) It is identifiable in the GMC Master Parts Book as: Group# 10.095, Part# 3903748/

It is now very difficult to find and probably will never be reproduced.

NOTE: This factory drawing shows the now rare full wheel covers, on the Super Custom.

 

1967 1972 GMC Standard Tailgate

Thursday, February 11th, 2010

1967 1972 gmc standard tailgate 1

To make the base fleetside tailgate just a little different from Chevrolet, GMC kept their letters body color and surrounded them in a contrasting color. On Chevrolet just the letters have the different color.

1967 1972 gmc standard tailgate 2

1967-1972 GMC (above)

1967 1972 gmc standard tailgate 3

1967-1972 Chevrolet (above)

Fender Mistake

Thursday, February 11th, 2010

How did this happen? Strange but true. The 1971-1972 right front Chevrolet pickup fender has one of its two 350 emblem holes punched incorrectly. This causes the horizontal emblem to slope down at the rear. The left fender is correct.

The person that owns this all original 1972 truck states that all 1971-1972 Chevrolet trucks have this unusual feature. You can always recognize an aftermarket replacement fender. Their holes are correctly placed.

fender mistake 1

Right side with slope or 350 Emblem (above)

fender mistake 2

Left side parallel to marker light (above)

Fleet Side Steps

Thursday, February 11th, 2010

fleet side steps 1

The convenience of reaching cargo is ideal in a step bed pickup. The step between the cab and rear fender provides a place for the loader’s feet while reaching into the bed. Thus, this pickup is referred to as a ‘step bed.’

With the introduction of the fleetside box in the late 1950′s, there was no step. Placing cargo in the bed became much more difficult if added from the side of the bed. With some complaints, GM realized there was an opportunity to market a unique dealer installed accessory for this newer truck. A cast aluminum step was designed to actually fit into the fleetside sheet metal. Once the correct hole was cut in the bedside, the new step made access to cargo almost as easy as with the stepside. These were introduced in the mid or late 1960′s. They are a very rare item!

fleet side steps 2

fleet side steps 3

Brake Cable

Thursday, February 11th, 2010

The common practice of replacing the original differential with a newer high speed assembly usually brings up another question: How do I connect the late model brake cable to the original brake system?

As the ends of most GM cables terminate with a steel ball, they can easily attach to a brake line connector as used on later GM vehicles. See photo. The other end of this connector attaches to a threaded 1/4″ hook found at your local hardware store. A nut on the brake’s shaft can be adjusted to eliminate excess looseness in the cable when the brake is not being used. This easy attachment will give years of dependable service!

brake cable 1

Blazer and Jimmy Speakers

Thursday, February 11th, 2010

One of the most unusual features of the 1967-1972 series of trucks is the unique placement of the 1969-1972 Chevrolet Blazer and GMC Jimmy radio speaker. Unlike the pickup, Suburban, and large trucks; the radio speaker is not under the top of the dash. In fact, the dash does not even have grille slots to allow sound to come from a speaker.

Because of the Blazer and Jimmy’s removable top, GM knew that some would occasionally be caught in the rain. This would quickly ruin a speaker that was in the traditional location. Thus, on the 1969-1972 Blazer and Jimmy only, the factory radio speaker is in the right side interior quarter upholstery panel behind the front seat. If the vehicle did not come with interior rear panels, the speaker was out of sight at the bottom edge of the dash.

blazer speakers 1

blazer speakers 2

Radio Trivia

Thursday, February 11th, 2010

  • Push buttons were discontinued at the end of 1953 and did not reappear until 1967
  • Prior to 1959 radios used mechanical vibrator tubes. They would operate with either positive or negative ground. A low buzzing sound could always be heard from the tube area before the radio warmed up, once the sound began, the speaker made the buzzing difficult to hear. In recent years a major change has occurred. Vibrator tubes have been gradually replaced with a modern solid state style These are ruined if the battery is reversed. A positive ground tube cannot be placed in a negative ground vehicle
  • The 1947-1955 four staff cowl mounted antenna could be extended almost four feet. This helped pull in at least one station in rural areas
  • With a totally redesigned dash in 1954, the radio was given a major change. It remained AM only but with push buttons discontinued, it became almost half the size of the previous model
  • From 1959 and older, GM truck radios had two lead wires. One usually attached to the headlight switch so the dial light went on with the dash lights. The other wire attached to a 20 amp fuse and then to the ignition switch “hot” connection
  • The AM-FM radio was first available in GM trucks in 1970, not in 1967. These units have one sound track and are not stereo
  • In 1947, with the introduction of the Advance Design body style, GM trucks for the first time had a place in the dash to install a radio
  • In relation to wages, early radios were very expensive. A 1949 radio had a retail price of about $74.50 when it was difficult to carry $5.00 in groceries
  • The dash on the 1954-1959 GMC and 1955-59 Chevrolet has no place for a speaker opening. Thus, the factory speaker is placed between the sunvisors above the windshield

Truck Beds…Black Wood

Thursday, February 11th, 2010

Prior to 1941 in GM pickups, the bed wood of choice was oak. The change to yellow pine occurred at this time and it was used until the end of the wood bed floors in 1987. This southern yellow pine is a hard wood and should not be confused with softer white pine. It’s attractive pronounced grain stains and clear coats well. It’s planks, like oak, tends to warp when exposed to dampness, however, once secured in a pickup with bed strips it is there to stay!

For the perfectionist: originally, bed wood planks were not sanded smooth and varnished. Trucks were for work and the idea of bed wood with a furniture quality appearance was out of the question. Prior to 1955, bed wood planks were covered with black paint (excellent protection from water and sun). Beginning with the 1955 second series, they were given a protective weather seal and often sprayed body color over this.

Bed Images

truck bed Truck Bed truck bed
truck bed truck bed

Engine Paint

Thursday, February 11th, 2010

The following article used by permission of the writer: Robert Hensel, Technical Advisor Coordinator for the Vintage Chevrolet Club of America. Bob can be contacted by email: cacres@charter.net

I do not know of any book that gives the engine colors for all Chevrolets. I have found it here and there in many Chevrolet letters and books. I have come up with a list that covers most engines and some speculation, that does not mean that Chevrolet always followed what they said either.

The color of the fan is another sometimes sticky problem. As best as I know all replacement fans were black, we have some controversy in the early 30′s. Some pictures show the fan was pained engine color at the time of production. In the Vintage Chevrolet Club of America we do accept black and in my opinion black is what they should be. I think the engine for production was assembled and painted before the fan and other add-ons were added to the engine before it was put into the vehicle. The oil fill/breather tube is another case of engine color or black. I go with black.

Maybe this would be an idea for an article and maybe start some arguments. What we strive for in the VCCA is what the vehicle was like when new and offered to the public using only genuine Chevrolet parts available at the time of production. A good example that can cause hard feelings is white walls. They might have been available but Chevrolet did not offer them until the mid 30′s and I don’t think it was until 1962 or ’63 that you could order them on a truck. The dealer could install them but Chevrolet did not offer them, they would be after market items.

At times it is fun trying to find answers to the question but it can get frustrating when the answers are not to be found. I have a very large Chevrolet literature collection, and trucks are my main interest, but I can not always find the answers.

The vehicle listing from a 1923 Parts Price book does not cover the 1912 and 1913 Chevrolets, it does not list the T Truck for 1918 but they were built starting late 1917. The G series truck was Chevrolet’s first attempt at what we call a 3/4 ton truck. It was only built in 1921 and 1922. One more interesting thing in the list is the M series of vehicles of which there is a light delivery chassis listed. This was the ill fated copper cooled engine and only a very few cars were built before they were called back. There are at least two examples, both coupes that still exist and I know of at least one engine. As best as I know they never built any of the light delivery chassis for sale. What happened to the vehicles that were called back is still a mystery to me. I have heard they were dumped in Lake Michigan, or the were converted to water cooled cars. I heard they used the left over engines in lift trucks used in the plants in the late 20′s and early 30′s but never found any proof of this. The conversion idea sounds most logical. About the only exterior differences was the shell in place of the radiator. It had many horizontal louvers in it. The idea here is the 1 ton truck used the same engine as the light delivery starting in 1923. Before that the Light Delivery and the G truck used the 490 engine and the T used the F series engine that had a longer stroke.

Engine Colors

YEAR
ENGINE
COLOR
     
1912-1914 6 Cylinder Black*
1914-1923 4 Cylinder Gray
1924-1928 4 Cylinder Dark Green (gray green)
1929-1936 209 CID Blue Gray
1937-1953 216 CID Blue Gray
1941-1952 235 CID Blue Gray
1953 Truck 216 Blue Gray
1953 Standard Shift 235 Blue Gray
1953 Power Glide Blue
1953 Truck 235 Blue Gray
1954 Passenger Blue
1954 Truck 235 Gray
1954 Truck 261 Green
1955 Passenger 235 Gray
1955 Passenger V8 Orange
1955 Truck Thriftmaster 235 Gray
1955 Truck Loadmaster 235 Green
1955 Forward Control Loadmaster Gray
1955 Truck Jobmaster 261 Yellow/Green
1955 Truck Taskmaster 265 Yellow
1955 Truck Trademaster Gray
1956 Passenger 235 Blue*
1956 Passenger 265 Red
1956 Passenger V8 Orange*
1956 Thriftmaster 235 Green**
1956 Thriftmaster Special 235 Gray**
1956 Jobmaster 261 Yellow**
1956 Trademaster 265 Gray**
1956 Taskmaster Yellow**
1956 Loadmaster 322 Red
1957 Passenger 322 Blue**
1957 Passenger 265 V8 Chartreuse
1957 Passenger 283 V8 Red
1957 Truck 235 Green**
1957 Truck 261 Yellow**
1957 Truck 265 Gray** Different Options
1957 Truck 283 Gray-Yellow-Green-Black-Orange
1957 Truck 322 Red
1958 Passenger 235 Blue*
1958 Passenger 283 Orange*
1958 Passenger 348 Orange
1958 Truck 235 Gray***
1958 Truck 261 Green
1958 Truck 283 Light Duty Gray***
1958 Truck 283 Light Duty Green***
1958 Truck 322 Orange-Red
1958 Truck 348 Tan-Gray
1959 Passenger 235 Blue*
1959 Passenger 283 Orange*
1959 Passenger 348 Orange
1959 Truck 235 Gray
1959 Truck 261 Green
1959 Truck 283 Light Duty Gray
1959 Truck 283 Heavy Duty Green
1959 Truck 322 Orange-Red
1959 Truck 348 Orange
1960 Corvair Natural*
1960 Passenger 235 Blue*
1960 Passenger 283 orange*
1960 Passenger 384 Orange
1960 Truck 235 Blue Gray
1960 Truck 261 Green
1960 Truck 283 Trademaster Green
1960 Truck 283 Taskmaster Gray
1960 Truck 348 Gray
1961 Corvair Natural*
1961 Passenger 235 Blue*
1961 Passenger 283 Orange*
1961 Passenger 348 Orange
1961 Covair Truck Natural*
1961 Truck 235 Blue Gray***
1961 Truck 261 Green**
1961 Truck 283 Gray**
1961 Truck 348 Gray**
1962 Passenger 153 Orange
1962 Passenger 194 Orange
1962 Covair Natural*
1962 Passenger 235 Blue*
1962 Passenger 283 Orange
1962 Passenger 327 Orange
1962 Passenger 309 Orange
1962 Covair Truck Natural*
1962 Truck 235 Blue Gray**
1962 Truck 261 Green**
1962 Truck 283 Gray**
1962 Truck 327 Green
1962 Truck 348 Gray**
1962 Truck 409 Orange
1962 Diesel 212 Green
1962 Diesel 318 Green
1963 Passenger 153 Orange
1963 Passenger 194 Orange
1963 Covair Natural*
1963 Passenger 230 Orange
1963 Passenger 283 Orange*
1963 Passenger 327 Orange
1963 Passenger 409 Orange
1963 Covair Truck Natural*
1963 Truck 153 Gray-Orange*
1963 Truck 230 Gray-Orange*
1963 Truck 235 Blue/Gray**
1963 Truck 261 Green**
1963 Truck 283 Gray**
1963 Truck 292 Green
1963 Truck 327 Orange/Red
1963 Truck 348 Gray**
1963 Truck 409 Orange
1963 Diesel 212 Green
1963 Diesel 318 Green
1964 Passenger 153 Orange
1964 Passenger 194 Orange
1964 Covair Natural*
1964 Passenger 230 Orange
1964 Passenger 283 Orange*
1964 Passenger 327 Orange
1964 Passenger 409 Orange
1964 Covair Truck Natural*
1964 Truck 153 Orange
1964 Truck 230 Orange
1964 Truck 283 Orange*
1964 Truck 292 Green-Black-Gray*
1964 Truck 327 Orange
1964 Truck 348 Tan/Gray, Orange
1964 Truck 409 Gray
1964 Diesel 212 Green
1965 Passenger 153 Orange
1965 Covair Natural*
1965 Passenger 194 Orange
1965 Passenger 230 Orange
1965 Passenger 283 Orange
1965 Passenger 327 Orange
1965 Passenger 396 Orange
1965 Passenger 409 Orange
1965 Covair Truck Natural*
1965 Truck 153 Gray
1965 Truck 230 Blue
1965 Truck 250 Blue/Grat
1965 Truck 292 Green-Dark/Gray
1965 Truck 327 Green
1965 Truck 348 Gray
1965 Truck 409 Gray w/silver rocker cover
1965 Diesel 159 Green
1965 Diesel 212 Green
1965 Diesel 318 Green
1965 Diesel 351 Green
1965 Diesel 477 Green
1966 Passenger 230 Orange
1966 Passenger 250 Blue
1966 Passenger 283 Orange
1966 Passenger 327 Orange
1966 Passenger 396 Orange
1966 Passenger 427 Orange
1966 Truck 153 Gray
1966 Truck 230 Blue
1966 Truck 283 Blue/Gray
1966 Truck 292 Green-Dark/Gray
1966 Truck 327 Green- (Blue Suburban)
1966 Truck 348 Gray
1966 Truck 409 Gray
1966 truck 194 Gray/Blue

* Assumption

** Assumption because it is a carry-over from a previous year.

*** Assumption because it was found in next years book.

Disclaimer: Due to the fact that there is no official book that lists all the Chevrolets engine colors, many of these colors are assumption. Many of the colors in this list are taken from authenticated vehicles. Various assembly plants had different colors and tints. Colors were also subject to availability and these may have changed at the plant. Also different options on a vehicle would determine the color of the engine especially the truck 283 engine. Also remember the primary goal of the assembly plant was to get the vehicle out to the consumer. If a color was used up, the next available color was utilized.

Note: When Orange is stated, it means Chevrolet Orange.

Special Thanks to: Gale Garmon of K-ville, PA for assisting in determining engine colors.

A Tip from Carl Pearson: 292 Green can be obtained through Krylon, paint #2013, known as GM Alpine Green or Detroit Diesel Green.

More on GM engines

T-1918 – ’28 Light Truck has the same engine as the 4-cylinder car engine.

1941 – 235 CI engine was available in 1 1/2 ton and COE models.

Through the 1950′s – GMC also produced a 302CI 6-cylinder engine.

1957 – GMC produced a 347 CI Pontiac engine

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