I know that many out there have a soft spot for old Chevy/GMC C/K trucks, myself included. Naturally, this long bed one caught my eye as soon as it was uploaded to the CC Cohort by Hyperpack. Add that it’s the rarer GMC variety, and purportedly, still running on its 60-degree V6 engine; a powerplant that’s gotten a good deal of coverage at CC (most notably by Aaron65, HERE). Add that it’s a Custom, the “fancy” trim option, and you’ve got an overall neat package.
However, a couple of questions before we call this a happy story. This Custom was found in Pennsylvania, and it’s still carrying California plates, with a 2001 registration sticker?
However, being in Pennsylvania, the current plate must be at the back, though it’s not visible with the tailgate down in this shot. Not a lot of leaves underneath, so that’s a clue this one is still doing service. And the tires and rims look good.
But the windshield and all that accumulated mould… A seasonal truck? Or one that just went out of service?
Questions… questions…
Still, the main reason to give this Custom a few minutes of CC attention is the V6 badge, a sign that this one runs (or ran?) on GMC’s 60 degree V6. A powerplant from what’s been referred to at CC as GM’s most creative and most ambitious period. And from what I see in previous posts, the 60 degree was not only a modern and advanced powerplant, it was also long-lasting and durable, providing gobs of torque for proper truck work.
Here’s the Custom badge, signaling someone paid for the higher trim on this one. Don’t get too excited, we’re talking early 1960s here, and these were still work trucks. This pricier option basically meant a few shiny trim pieces and perhaps a couple of accoutrements on the cabin, like a radio or a cigarette lighter. Hard to tell what those were, with those hard to see through windows.
There’s little to tell apart a 1962 from a 1963, unless there’s a GMC expert out there willing to take on that challenge.
There are enough variants on the faces of these first-generation C/Ks for each to have its own fan base. The 1962-1963 is a transition period in their aesthetics, with the early dual jet pod hood openings gone…
… but the chrome-heavy grille was still present–a holdover wonder that would soon go away.
One last look at this GMC, and from this angle, the driver’s window is much clearer than the rest. Further signs of life?
Whatever the case, nice to see one of these in unrestored form in a rural location that promises it still gets use.
Related CC reading:
The GMC 60 Degree V6 – An Almost Forgotten Entry Into GM’s Most Creative Period
1964 GMC 3/4 Ton 4×4 V6 Pickup – All The Right Numbers
1963 GMC Pickup – The Very Model Of A Modern V6 Truck Engine
Going by the hood style this is a ’63.
How exactly was it different from the ’62 hood (below)?
My mistake, 60/61 had a hood similar to the 60/61 “eyebrow” Chevy hood.
How hard is it to find parts for the GMC v6 engine family?? Lack of parts or knowledge of where to source them in pre internet days might have doomed a many of these v6s. For each one left there are probably 10 that were yonked for a small block Chevy v8
I just did a very quick search, and it looks like parts are starting to become thin on the ground and expensive. I’m going to guess that it would be tough to get pistons and a camshaft, but rings, bearings, and gaskets still seem to be available.
It’s too bad, but a lot of these weird old engines are going to become a labor of love before too long…and I have too many of them under the hoods of my fleet!
From 1980-82 I drove a similar truck daily in my role as a park maintenance worker. I believe it was a 65, and it was long bed, but stepside, or whatever GMC called it. The thing had very low miles, can’t remember exactly, but I recall being astounded that a 15 year old truck could only have something like 35k miles on it. I guess you’d consider it ‘severe duty’ as most trips were less than a few miles and could involve jumping curbs and driving thru parks and other unpaved areas.
The engine had plaid valve covers, unsure what was up with that. And there wasn’t a 6 inch piece of sheet metal anywhere on it that was not scratched or dented.
The 305 ‘big block’ V6 was a monster, and coupled to a 4 speed with granny low, could just about drive straight up a wall.
I moved on to Chicago and started a white collar career, always dreamed of buying something like this. It was auctioned a few years later, but being young, poor and not having any place to store it, I had to just watch it move on to hopefully an easier life somewhere else.
Externally it’s impossible to tell the difference between a ’62 and a ’63 GMC light truck. However, there were some significant differences underneath. 1963 was the first year for the revised chassis that had coil spring IFS on 4X2 models. While Chevy retained the 3 link coil spring rear suspension for their light trucks in 1963, GMC went back to leaf springs (although coil rear suspension would eventually return as an option). The ’63 GMC light trucks also received a new 305E version of the V-6 that offered improved fuel economy, something that was an issue with the big V-6’s. It would seem the 305E wasn’t much of an improvement as in late 1963 GMC added the Chevrolet 230 in-line 6 as a credit option.
Wouldn’t a ’63 model have amber turn signal lenses?
Yes. That makes this a ’62.
Good point, I think so.
Thanks; I’ve updated the title.
Nice, I hope someone with deep pockets is enjoying this .
Those V6 engines, I thought they used V8 pistons, valves, bearing shells and what not ? .
They’d never pass a filling station however .
-Nate
No, the GMC V-6 was a unique engine family, though there was a 637 inch V-8 version.
Not true. While my Dads 64 GMC 305/4spd never wavered from 14mpg, loaded or empty, long after it became mine and I drove it to Phoenix to pass on to my son it turned out 17mpg at 70 mph on that drive. What a great truck.
The way you can tell a 62,from a 63, besides looking for the torsion bars(60-62) is 62,is the last year of the white front signal lens,63 all cars went to amber lenses,or amber bulbs.
The difference on the 305E,is an economy camshaft,and three ring pistons,as opposed to the 4 ring pistons used in the other GMC Truck engines from the V-6s,The V-12s,and the 678 V-8s.They also built a 351E series for the 66-8 GMC light duties.
The Custom package also got an upgraded heater. Four slide control levers instead of a single pull and turn knob.
My Dad’s 63 Custom had the two slide switch heater. It was a separate order item and a miserable excuse for a heater. Our similar 62 Chevy had the 4 slide switch heater and it worked great. Dad bought both brand new for his grain and feed business.
Apologies if I repeat, but tis’ a ’62. Besides the amber parking lights, and the front suspension, I read, GM went with a rear leaf spring as well. It should be noted, about the plaid valve covers, if so equipped. Apparently, in ’62, GM was having a lot of problems with the V6s, and replaced them with engines with plaid valve covers to indicate a replacement motor. Never saw one. No vintage GMC post would be complete, without mentioning the “Thunder 702 V12”, ( possibly featured at another time) essentially, 2 351 V6s with a common block. Very hard to come by today.
I have seen/read about the plaid valve covers somewhere before. I do not know that I ever heard the reasoning behind the plaid on the valve covers. Thank you. I sure hope that this truck sees some action/work this year. It has been in a driveway near my daughter’s daycare for a few years now. I finally got some pictures of it to share with the CC Cohort a few weeks ago. I love how the Early ’60’s GMC and Chevy Trucks have lines reminiscent of the Exner era MoPars.
I’ve updated the title; it is a ’62.
There seems to be no official word on the reason for the plain valve covers on some of the 1963 V-6’s. I heard a story some years ago fom a GMC engineer that the ‘Scotch Plaid’ valve covers were an idea from GMC’s marketing department to emphasize the improved fuel economy of the 305E’s. The story goes that when the 305E’s were undergoing dynomometer testing the engineers had applied plaid shelf paper to the valve covers for indentification and someone from marketing saw the engines and thought it would be a good idea for production.