The 1967–1972 Chevy C10 is one of the most popular platforms for classic truck builds, and for good reason. Simple construction, plenty of aftermarket support, and a timeless body style make these trucks a great starting point for anything from a factory-style restoration to a full restomod.

While the original suspension did its job, there's a lot you can change when building one of these trucks for modern driving. Suspension conversions give builders more options when it comes to ride height, steering, braking, and overall suspension geometry.

At Range Industries, we're developing suspension mounting solutions for the Chevy C10, bringing the same approach we've used on our Ford truck conversions to the Chevrolet platform. The goal is simple: make modern suspension swaps more accessible without requiring builders to fabricate every mounting component from scratch.

The 1967–1972 Chevrolet C10 is part of the second-generation Chevy C/K truck lineup, known for its classic styling, simple mechanical design, and popularity among custom truck builders. From factory restorations to modern restomods, the C10 remains one of the most recognizable platforms in the classic truck community. Here's a breakdown of its factory technical specifications.

Engine Options:

• The Chevy C10 was available with several inline-six and V8 engine options, depending on the model year.
• Inline-six options included the 250 cubic inch (4.1L) and 292 cubic inch (4.8L) engines.
• Small-block V8 options included the 283 (4.6L), 307 (5.0L), 327 (5.4L), and 350 (5.7L).
• Big-block V8 options included the 396 (6.5L) and 402 (6.6L), with availability varying by model year.
• The Chevrolet small-block V8 remains a popular choice for C10 builds, while modern LS engine swaps have become common in restomod applications.

Transmission:

• Factory manual transmission options included three-speed and four-speed configurations.
• The three-speed manual was commonly equipped with a column-mounted shifter, while heavy-duty four-speed transmissions were available for truck applications.
• Automatic transmission options included the two-speed Powerglide and three-speed Turbo-Hydramatic transmissions, depending on the model year and engine.
• Modern C10 builds frequently incorporate transmissions such as the 4L60E, 4L80E, and other automatic or manual configurations when upgrading the drivetrain.

Drivetrain:

• The C10 was Chevrolet's half-ton, two-wheel-drive pickup, utilizing a front-engine, rear-wheel-drive layout.
• Four-wheel-drive trucks were designated K10 and featured different suspension and drivetrain components.
• Factory C10 trucks used a solid rear axle, with axle ratios and differential configurations varying by engine, transmission, and intended use.
• The rear-wheel-drive chassis provides a starting point for custom suspension conversions, drivetrain swaps, and lowered street truck builds.

Suspension:

• The 1967–1972 Chevy C10 featured independent front suspension with upper and lower control arms, coil springs, and shock absorbers.
• Most Chevrolet C10 models used a solid rear axle with coil springs, trailing arms, and a Panhard bar. Leaf-spring rear suspension was also available on certain configurations.
• The factory suspension was designed to balance ride comfort with the demands of a working pickup truck.
• Popular upgrades include lowering springs, aftermarket control arms, upgraded shocks, and complete front and rear suspension conversions.
• Modern suspension swaps can introduce different steering systems, braking components, and suspension geometry depending on the conversion being used.

Brakes:

• Early 1967–1970 C10 models were commonly equipped with hydraulic drum brakes at all four wheels.
• Beginning in 1971, front disc brakes became standard on C10 pickups, while rear drum brakes remained in use.
• Factory wheel bolt patterns changed from 6x5.5 inches on earlier trucks to 5x5 inches on 1971–1972 models.
• Disc brake conversions, upgraded master cylinders, and modern braking systems are common modifications when restoring or upgrading these trucks.
• Builders planning a suspension conversion should account for brake compatibility, wheel clearance, and changes to the factory hub configuration.

Towing Capacity:

• The Chevy C10 was originally designed as a light-duty pickup capable of towing trailers and transporting equipment.
• Factory towing capacity varied depending on the engine, axle ratio, transmission, suspension, and optional towing equipment.
• Trucks equipped with larger V8 engines and appropriate gearing generally offered greater towing capability than base configurations.
• For restored or modified C10 trucks, towing capacity should be evaluated based on the vehicle's current drivetrain, brakes, suspension, and chassis condition rather than factory ratings alone.

Payload Capacity:

• As a half-ton pickup, the C10 was designed to handle everyday hauling and light commercial use.
• Factory payload ratings varied by model year, equipment, suspension configuration, and gross vehicle weight rating.
• Heavy-duty spring and suspension options were available to accommodate different load requirements.
• Lowered trucks and modern suspension conversions may have different load limitations than the original factory suspension.

Dimensions:

• The 1967–1972 Chevy C10 was offered in short-bed and long-bed configurations.
• Short-bed models featured a 115-inch wheelbase, while standard long-bed models used a 127-inch wheelbase.
• Longer 133-inch wheelbase configurations were also produced under the Longhorn designation.
• Both Fleetside and Stepside bed styles were available, giving builders different options for restoration and customization.
• The C10 used a body-on-frame chassis, making frame condition, crossmember placement, and suspension mounting locations important considerations during a custom build.

The 1967–1972 Chevy C10 continues to be a popular platform for everything from factory restorations to modern suspension and drivetrain conversions. Understanding the differences between factory configurations is an important first step when choosing components for a custom build.

Front Suspension Conversions

One of the bigger decisions when building a 1967–1972 Chevy C10 is what to do with the front suspension. Rebuilding the factory control arms, springs, and steering is one option, but modern suspension conversions open up possibilities for different steering systems, brakes, and ride heights.

If you're considering a Crown Victoria-based front suspension swap, Range offers supporting components like our Crown Victoria to Mustang Electric Steering Rack Kit, allowing builders to incorporate an S550 Mustang electric steering rack into a Crown Victoria suspension setup.

Rear Suspension Conversions

The factory C10 trailing-arm suspension is a solid starting point, but builders looking to incorporate modern independent rear suspension have additional options to explore.

For projects utilizing S550 Mustang rear suspension components, our S550 Rear Suspension Coilover Mounting Kit provides a way to mount conventional coilovers to the Mustang lower control arms.

We also offer S550 Sway Bar Relocation Brackets, designed to create additional clearance when positioning coilovers around the factory Mustang suspension components.

Steering Upgrades

Steering is something worth planning early in a C10 suspension conversion, especially when incorporating components from a newer vehicle.

Builders using a Crown Victoria front suspension can incorporate our Crown Victoria -6 AN Steering Rack Adapter to connect standard AN power steering hoses.

For trucks running a compatible LS engine and Crown Victoria steering rack combination, our Crown Victoria to LS Power Steering Hose Kit provides the necessary pressure and return lines.

Electric steering is another option. Our S550 EPAS Swap Controller allows builders using a compatible Mustang electric steering rack to take advantage of adjustable, speed-sensitive steering assistance.

Braking Upgrades

Upgrading the suspension often means taking another look at the braking system. The 1967–1970 C10 originally came with front drum brakes, while 1971–1972 trucks received front discs from the factory.

For builds incorporating modern rear brake calipers with electronic parking brakes, our Electric Parking Brake Controller Kit provides a way to operate those calipers without relying on the donor vehicle's factory electronics.

It's a useful option for custom restomods, especially when the rear suspension conversion includes electronic parking brake calipers.