Affordable is a nice word, but it isn't always associated with desirable sport trucks.  Newer trucks are expensive because they're new, and classic trucks can be costly because they're rare.  If you're looking for a good first truck or just an affordable one, take a close look at the 73-87 Chevrolet/GMC C/K-series pickups.

The 73-87 GM pickups are old enough to ge affordable, but not so old as to be collectible.  They're old enough to straightforward and simple to work on, yet they're more comfortable and sophisticated than earlier GM trucks.  This series was very long-lived, so the supply of raw material is ample.

Differences between Chevy and GMC pickups are minimal, so the information applies to both brands.  The major difference between brands is in their grilles.  The C/K model designations refer to two-and-four-wheel-drive trucks.

C-series trucks are the two-wheel-drive models most favored by sport truck enthusiasts.  Chevrolet uses the numbers 10, 20, and 30 after the "C" or "K" to signify 1/2-, 3/4-, and 1-ton models respectively.  A C10 is a 1/2-ton two-wheel-drive truck, and a K20 is a 3/4-ton 4x4.

GMC trucks use the same "C" and "K" designations as Chevrolet, but GMC uses the numbers 1500, 2500, and 3500 to signify 1/2-, 3/4-, and 1-ton models.  Later in the series run, GMC had a few unique trim packages.  Engines and chassis components were all the same as the Chevy pickups.

The styling differences between the 72 and 73 Chevy/GMC pickups are extensive.  A prominent feature is the body side crease that runs from just above the side marker lights on the front fenders to the top of the taillights at the back.  This crease was used as the top border of trucks with a two-toned side panel.  On Stepside models, the crease appears on the upper part of the fenders.

The wheel openings were flat across the top instead of arched, as on the 67-72 trucks.  Headlights were separated from the grille and placed in square bezels even though the lights were round.  The rectangular grille shells had a shape, size, and grid that echoed the classic 55 Chevy passenger-car grille.

A noticeable change that proved unpopular was the curved upper door design that cut into the roof.  Ingress and egress were improved, but the rain gutters were deemed unnecessary.  Water was channeled around the edge of the door, but plenty of water still rolled right down the windows.  If a window was open slightly, the water would come inside the cab.  Chevrolet quickly added traditional rain gutters, and aftermarket ones were available for early gutter-less trucks.

The factory bumpers were pretty ugly.  They were big with all the appeal of railroad tracks.  The stock bumpers improved when the trucks were restyled in 1981.  The turn signals were returned to the bumpers and removed from the 73-80 location underneath the headlights.

Installing a roll pan is a great way to smooth and improve the looks of a 73-87 Chevy.  If you have a truck with a massive rear step bumper, you can bolt on a Suburban rear bumper for a substantial improvement.

A four-door crew cab body was new in 1973.  It was available on either the 3/4- or 1-ton chassis.  One-ton trucks could be ordered with dual rear wheels.  Chevy called the six-wheel trucks Big Dooley Crew Cabs.

The trucks' interiors were getting more carlike all the time.  Chevy offered more and more luxury options like tilt steering, air conditioning, power windows, power door locks, and bucket seats.  The 73-and-newer trucks had roomier interiors than the previous series.  Increased leg room was a great feature.  The gas tank was removed from the cab and mounted between the framerails and the bed sides.

There are four trim levels.  The base level trim is called Custom.  This is working truck practical with rubber floor mats and vinyl seat covers.  The next trim level is the Custom Deluxe.  More chrome and stainless trim is apparent.  The general upholstery level is up from that of the Custom models.  For a nice sport truck, you should seek a truck with the Cheyenne trim.  It includes more cab insulation, better grades of upholstery materials, carpet, a chromed front bumper, and a greater availability of comfort options.  The top-of-the-line trim level was called Cheyenne Super.  Bucket seats were available on Cheyenne Supers.  More wood-grained interior trim was used, and the seats were better padded.

Later trim level name changes included Custom Deluxe in place of the Custom; Scottsdale in place of the previous Custom Deluxe; and Silverado in place of Cheyenne Super.  The third-level Cheyenne remained as before.  Cloth seats became much more prevalent in the later years.

There was a minor restyling in 1981.  The front sheetmetal, grille, parking lights, and bumper were changed.  Most of the trucks had quad headlights stacked.  Some base trucks had only two headlights.  The parking lights were moved into the front bumper (1981 and 1982), which was smoother than the earlier versions.  The hood was sloped slightly, and the upper parts of the fenders were slant to match.  The grille was bigger and wider, and it incorporated the headlights.  The parking lights were integrated with the grille starting in 1983.  New-style noses can be bolted on 80-and-earlier trucks, with a little work to make them look newer than their actual age.

Like the Chevy/GMC pickups before and after this series, the beds were available as Stepsides and Fleetsides in short (6-1/2-foot) and long (8-foot) versions.  The most commonly found body style is the longbed Fleetside followed by the shorty Fleetside and the short Stepside.  Rarely seen (thankfully) are longbed Stepside trucks.  As far as sport trucks go, the short Fleetside and Stepside trucks are the only ways to go.

The longbed Fleetside trucks make good work trucks, but so far, they haven't caught on with the sport truck crowd.  Longbed (loaded models) 71-72 Chevy Fleetside trucks are increasing in popularity as the premium shortbed models become more expensive and harder to find.  Key elements of successful 71-72 longbed trucks include a factory two-tone paint scheme, a super-low stance, and large-diameter modern wheels and tires.  It's possible that the same approach could work on the 73-87 trucks.  This might be and opportunity to get a good deal on a loaded longbed and be at the forefront of a new trend.  Then again, you might just have a nice, but unpopular truck.

Wheezing engines choked by emissions regulations were prevalent during this time period.  Trucks usually fared better than cars, but they didn't go unscathed.  Still, engine swaps are simple within the spacious confines of the C/K engine compartments, so performance improvements are easy,  Factory and aftermarket parts availability for the V-8 engines is exceptional.

A variety of six-cylinder, small-block V-8 and big-block V-8 engines is available in the 73-87 Chevy pickups.  The tried-and-true 250ci straight six-cylinder was the base engine.  The larger 292ci six was an option.  Small-block engines with displacements of 305, 307, 350, and 400 cubic inches were available at various times.  The 400 engine was a lager small-block, not to be confused with the 402ci big-block that was called a 400 and used in 71 and 72 Chevy pickups.  The only available big-block was the 454.  There were also 5.7L (350ci) and 6.2L (379ci) diesel engines available.  By far, the two most desirable engines are the 350 gasoline small-block and the 454 big-block. 

Chassis changes for 1973 weren't major.  The most notable change was that rear leaf springs were used on 1/2-ton pickups instead of the 72 rear coil springs.  Front disc brakes were standard equipment.  Transmission choices included three- and four-speed manuals and three- and four-speed automatics.

Full-time four-wheel drive was new on 73 K-series trucks equipped with V-8 engines.  Six-cylinder trucks still had manual locking front hubs.  Full-time four-wheel drive wasn't nearly as sophisticated in 1973 as it is now.  These early systems were prone to problems because they were engaged all the time.  Many owners used aftermarket kits to convert their trucks back to traditional part-time four-wheel drive.

These trucks weren't fuel economy champs under any circumstances, and the full-time 4x4 trucks were especially guzzlers.  Chevrolet soon dropped the full-time four-wheel drive feature.  The 81-and-newer trucks have greatly improved 4x4 systems.

Lowering two-wheel-drive 73-87 pickups is easy.  All of the usual methods can be used.  That means a wide choice of methods and prices.  The wheelwells are spacious, so you can squeeze in a lot of tire.  A huge array of custom wheels is available for GM pickups.  Even the factory rally wheels look great.

Aftermarket companies make lots of custom parts for these trucks.  Besides new parts, there are plenty of used parts around.  The volume of parts manufactured over the years means lots of parts can be found at automotive swap meets and in the local classified ads.  Internal and external changes were minimal over the years, so parts will fit a lot of trucks.

One of the biggest challenges related to the 73-87 C/K series trucks is finding a nice, rust-free example.  The earlier the truck, the more likely it is to have pretty serious rust problems.  The factory rustproofing improved over the years, and newer trucks have had less exposure to harmful elements than older trucks.  Rust around the wheelwells, in the front fenders, and in the lower sections of the cab and doors is common even in West Coast trucks.  Be especially vigilante when contemplating the purchase of a rust belt truck.

If you exercise normal truck-buying common sense, it's pretty hard to go very gar astray with a 73-87 Chevy pickup.  A truck that's bought right and modified reasonably should hold its value very well.
 
 

Potential Problem Areas Generally speaking, 73-87 C/K-series pickups are pretty reliable.  Mechanically, most components are basic, well-proven parts.  The engines have had so much development work and so many have been on the road for years that most problems come from simple wear and tear. It's very difficult to go too far wrong with a Chevy small-block or big-block V-8.  High-mileage small-blocks are known to burn a little oil, especially on start-up.  Oil gets past the valve stem seals.  Problems like this are to be expected in older trucks, but they're nothing to worry about.  Big-block V-8's are known to have some start-up knocking, but that's just because the engines are built a little on the loose side.  An engine that knocks when it's warm could be a problem. Easily the biggest problems related to these trucks involves body and paint issues.  These trucks were produced during some of GM's poorer quality days.  There was a lot of trouble with peeling paint, especially on metallic colors.  The source of the problem was in the primer, because it the primer won't stick, the topcoats don't have a prayer. Rust is a definite problem with these trucks.  The earlier the truck, the more rust prone it is.  GM realized the rust problem existed and added more factory rustproofing as the series progressed.  Fenders and around the wheel openings are the most common rust areas.  The lower parts of the cab are also rust-prone.  There are replacement patch panels, including entire door skins, but rust repair can be expensive.  Even trucks that appear OK should be carefully checked for sloppy repairs or excessive use of plastic body filler.  A small magnet will help locate pockets of thick body filler. The fit and finish wasn't the greatest on these trucks.  There can be quite a lot of wind noise in the cabs due to ill-fitting doors, and the vent-windows are known to leak.  New door gaskets can help the problem.  Buyers of 4x4 Chevy pickups should be extra vigilant about poor panel alignment that can be exaggerated by the twisting and pounding encountered during off-road driving. Dashpads an other interior components can be faded, cracked, or ripped, but there are replacement dashpads and armrest covers.  These trucks don't have the current collector interest of the 67-72 Chevy pickups, so there isn't much in the way of reproduction upholstery kits, although some are available.  There are generic seat covers, and local upholstery shops can repair small tears along seams in the original covers.

73-87 Chevy C/K History

Changes to C/K-series pickups were pretty subtle and often confined to minor trim, color, and option availability differences.  It takes a super-knowledgeable person to spot changes greater than designating a truck a 73-80 model or an 81-87 model.  Someone used to driving a 73 Chevy would feel right at home in an 87 GMC pickup.  General Motors must have saved incredible sums of money by getting 15 years use out of so many parts.  We hope the program managers got some phenomenal bonuses.

1973: A thoroughly restyled lineup of fullsize Chevy/GMC pickups was introduced.  Models include a four-door six-passenger Crew Cab.  New trucks have curved side glass, powered flow-through ventilation, and wider, better padded seats.

1974: Full-time four-wheel drive is available on V-8-equipped trucks, but not on six-cylinder trucks.  Optional roof driprails were available.

1975: Catalytic converters were standard on trucks under 6,001 pounds GVW.

1976: A metal roof section covers the front seat area of Blazers, only the rear fiberglass section is removable.

1977: A new grille features four vertical dividers rather than the previous eight and two horizontal dividers rather than the previous three.  A new Sport Appearance package was available.  Modified cylinder walls and piston rings improved the 454's oil consumption.

1978: The 5.7L V-8 diesel was available on C10 models only.

1979: The base 250 six-cylinder engine gets a new staged two-barrel carb.

1980: The seatback angle was changed for better comfort.  A thermostatically controlled fan was introduced.  Dual exhaust was available for the 292 six.

1981: The front end was restyled with a sloping hood and fenders.  Quad headlights were available.  A new, improved four-wheel-drive system was introduced with cab-operated 4x4 engagement.  The trucks were 100-300 pounds lighter than in 1980.  A new high-compression 305 V-8 was added, and corrosion resistance was improved.  The 4x4 front suspension featured quad shocks.

1982: The 6.2L diesel was introduced for heavy-duty trucks.  Chrome grilles became standard on all trucks as well as power steering on the K-series.  The Cheyenne trim level was eliminated, leaving the Custom Deluxe, Scottsdale, and Silverado.

1983: The 700R4 automatic overdrive transmission was available as an option.  The front end featured blackout-style grilles, and the parking light were moved from the bumper to the lower grille area.  Increased corrosion was provided with galvanized steel pickup box-front panels.

1984: Halogen quad headlights were an option.  Improved door panel rust protection as well as semimetallic front brake linings were added.

1985: The Vortec V-6 was introduced.

1986: Chevrolet Fleetside Indy 500 Pace Trucks served as support vehicles for 86 Corvette Pace Car.

1987: Final year of 15-year C/K model run of 1/2-ton and 3/4-ton pickups.  The body style continued through 1991 for Blazers, Suburbans, and Crew Cab dualies.