Chevrolet C/K (third generation)

The third generation of the C/K series is a range of trucks that was manufactured by
General Motors. Marketed under the Chevrolet and GMC brands from the 1973 to Third generation (Rounded
the 1991 model years,[2] General Motors gave this generation of the model line the Line)
"Rounded Line" moniker.[3] Produced across 18 model years, this series is the third-
longest produced model of American pickup trucks (behind only the Dodge D/W-
series/Ram pickup and the Jeep Gladiator/Pickup).

Introduced as the successor for the 1967–1972 "Action Line" C/K trucks, the third
generation C/K expanded its product range to a four-door crew cab pickup truck for
the first time alongside the traditional two-door pickup and chassis cab trucks. As
with the previous generation, the model line served as the basis for the Suburban and
Blazer/Jimmy full-size SUVs and shared body commonality with GM medium-duty
commercial trucks. Overview

In early 1987, GM began to phase the fourth-generation C/K as a 1988 model on the Also called Chevrolet/GMC R/V series
all-new GMT400 platform. As the company began a multi-year transition between (1987-1991)
model lines, the Rounded Line generation was renamed from C/K to the Production 1972–1991 (United States,
Chevrolet/GMC R/V series to avoid model overlap. Serving as the basis for full- Canada, Mexico,
size SUVs and heavier-duty pickup trucks, the R/V series ended production after the
Venezuela)
1991 model year.
1974–1978 (Argentina, by
From 1972 to 1991, General Motors produced the Rounded Line C/K (later R/V) Chevrolet)
series in multiple facilities across the United States and Canada; the model line was 1985–1991 (Argentina, by
also produced in South America in Argentina and Brazil. Sevel)
Model years 1973–1991
Assembly Atlanta, Georgia
Contents Baltimore, Maryland
Development Pontiac, Michigan
Flint, Michigan
Model history
Tarrytown, New York
1973-1980
Kansas City, Missouri
1981 facelift
St. Louis, Missouri
R/V-Series (1987–1991)
Janesville, Wisconsin
Model overview Norwood, Ohio
Chassis Fremont, California
Towing Oshawa, Ontario
Powertrain Córdoba (Argentina)
Four-wheel drive systems Arica, Chile (1978–1988)
Conventional Designer Bill Mitchell (1970)
Shift-on-the-move (1981–1991)
Body and chassis
Full-time (1973–1979)
Body style 2-door pickup truck
Body design
4-door crew cab pickup
Interior
truck
Trim
2/4-door Chassis cab
Chevrolet
GMC Related Chevrolet K5 Blazer/GMC
Jimmy
Variants Chevrolet/GMC Suburban
Medium-duty trucks (1973–1989)
Powertrain
Chevrolet Blazer/GMC Jimmy (1973–1991)
Chevrolet/GMC Suburban (1973–1991) Engine 250 cu in (4.1 L) I6
292 cu in (4.8 L) I6
Safety 262 cu in (4.3 L) V6
Sidesaddle fuel tank controversy
305 cu in (5.0 L) V8
1992 Dateline NBC report
350 cu in (5.7 L) V8
Government investigation
366 cu in (6.0 L) V8
 Class action lawsuits 400 cu in (6.6 L) V8
454 cu in (7.4 L) V8
Foreign production
350 cu in (5.7 L)
References Oldsmobile Diesel V8
External links 379 cu in (6.2 L) Detroit
Diesel V8
Transmission 3-speed Turbo Hydra-Matic
Development 350 automatic
3-speed Turbo Hydra-Matic
Development of the third-generation C/K trucks began in 1968; vehicle components
400 automatic
underwent simulated testing on computers before the first prototype pickups were
4-speed Turbo Hydra-Matic
even built for real-world testing.[4] The finished product would become
revolutionary in appearance, breaking away from typical American pickup truck 700R4 automatic
design of the era (including the cab). The exterior design underwent scrutiny in the 3-speed Saginaw manual
wind tunnel to optimize its aerodynamics and fuel economy.[5] While distinguished 4-speed Saginaw Muncie
by its straight-lined and boxy appearance, GM named the third-generation C/K the SM465 manual
"Rounded Line" series, succeeding the "Action Line" C/K trucks.[3] 4-speed New Process
NP833 overdrive manual
The largely rectangular front fascia of the Rounded Line trucks (leading to the
Dimensions
colloquial "Square-body" and "Box-body" nicknames from the media and
public[3][6][7]) led to many departures from previous generations of C/K truck Wheelbase 117.5 in (2,984 mm)
design. As with GM cars, the hoodline of the C/K trucks was faired into the front 131.5 in (3,340 mm)
fenders (replacing the clamshell design). While a wraparound windshield (from the 164.5 in (4,178 mm)
Task Force trucks) was never under consideration, a more widely curved windshield Length 191.5 in (4,864 mm)(1973–
(along with curved windshield glass) was added to the cab.[8] To visually integrate
75)
the cab with the pickup truck bed, a shoulder line wrapped from fender to fender
191.3 in (4,859 mm)(1987)
around the vehicle (on Fleetside/Wideside beds).[6][8] To further reduce noise, the
mast antenna was removed and was embedded within the windshield glass.[6][9][10] 211.8 in (5,380 mm)
The interior of the C/K trucks underwent major functional changes, replacing the 246.4 in (6,259 mm)[1]
completely flat dashboard with a sedan-style design, centering controls and gauges Height 69.8 in (1,773 mm)
closer to the driver.[8] Chronology
Predecessor GM C/K (Action Line)
Model history Successor Chevrolet C/K (fourth
generation) (GMT400)
Across its 18-year production, the third-generation C/K model line underwent
several minor revisions. For 1981, the trucks underwent a mid-cycle revision. To
accommodate the 1987 calendar-year introduction of the fourth-generation C/K for the 1988 model year, GM re-designated the third-
generation C/K as the R/V series for 1987. Sold alongside its successor, the R/V series was produced through the 1991 model year.

1973-1980

For 1973 and 1974, the C/K model line was given a recessed front grille with orange turn
signals (GMC grilles were divided in thirds[11]).[12] For 1974, door-mounted drip moldings
were added as an option (becoming standard in 1975).[2][13]

For 1975, the front fascia underwent a minor revision, with Chevrolet replacing the recessed
grille with a flush-mounted design (appearing brighter in color);[12] GMC introduced a six-
segment grille (splitting the 1973–1974 grille in half).[14] The trim lines underwent a major
1976 Chevrolet Silverado K20
realignment, as Chevrolet introduced the Scottsdale and Silverado trims. In response to
extended-cab Ford and Dodge pickups, a C20 four-door pickup with no rear seat is
introduced, offering additional storage space.[2][7]

For 1976, engine displacement decals were removed from the grille; a voltage gauge replaced the ammeter in the instrument panel.[2]
In another change, the simulated woodgrain exterior trim is discontinued (woodgrain interior trim remains in use for door panels and
the dashboard on upper-trim models[15]). The optional wheelcovers were revised; a flatter design was introduced for both Chevrolet
and GMC with black-painted accents.

For 1977, the front fascia underwent a second revision, with both Chevrolet and GMC receiving larger-segment grille
designs.[12][16][17] On all trims, the interior received revised door panels (covering a larger portion of the doors).[18] As an option, the
C/K offered power windows and power door locks for the first time.[19] The 1978 model year was distinguished by a redesigned
fuel-filler door (replacing the exposed fuel cap); woodgrain dash trim (for the Cheyenne and Silverado) was replaced by brushed-
aluminum trim.[2][20]
 For 1979, the front fascia underwent a minor facelift. While sharing the same stamping as
before, the vertical bars were painted dark gray; chrome trim incorporated the turn signal
lenses, giving chrome to nearly the entire front fascia.[12][21] In line with Fleetside/Wideside
trucks, Stepside/Fenderside and Big Dooley trucks replace exposed fuel caps with fuel-tank
doors.

1980 GMC Sierra Classic crew cab
(single rear-wheel)
For 1980, the front fascia underwent an additional update. While GMC trucks carried over the
same grille from 1979, Chevrolet trucks received an all-new grille (its first completely new
design since 1974).[2][22] Square headlights made their appearance for the first time on
Silverado-trim models;[2] lower-trim vehicles used a combination of the 1980 grille and the
1979 (round) headlight surround.[23]

1981 facelift

The Rounded Line trucks underwent a mid-cycle redesign for the 1981 model year. Largely
in response to the 1979 energy crisis, GM engineers again turned to wind tunnels to further
reduce areas that hindered air flow and caused drag,[24][25] along with shedding nearly 300
pounds of curb weight from the model line.[7]

While design changes were largely evolutionary (to preserve sales of the highly profitable
model line), the body of the C/K trucks was completely reshaped forward of the windshield.
While retaining a distinct shoulder line wrapping around the body, the front fenders were
reshaped to include a lowered hoodline (relocating the side marker lights); the windshield
1983 Chevrolet C10 Custom Deluxe
Diesel (New Zealand)
wipers were now exposed.

1984 GMC Sierra Classic 1500
panels, and dashboard.[2]
As part of the body facelift, the 1981 C/K pickup trucks received new grilles and redesigned
front bumpers; Chevrolet grilles were split in the
middle by a silver/black bar, with GMC grilles
divided into ten squares.[12][26][27] Square headlights
became standard for the first time; base-trim trucks
were fitted with two headlights and upper-trim trucks
received four headlights (relocating the turn signal
lenses to the front bumper). For the first time since
1984 Chevrolet C10 Custom Deluxe,
1975, fender badging was revised, with scripted
rear view
badging replaced by block lettering (a design that
would last through 1987). The interior underwent its
own revision, receiving updates to the seats, door

For 1982, the front fascia underwent a trim revision, with a chrome bumper and a chrome-trim front grille becoming standard
equipment.[2] In a functional change, 3 ⁄4 -ton and 1-ton trucks switched from 16.5-inch to 16-inch wheels (to adopt more
commercially available tires).[2] To denote the introduction of a 6.2 L diesel V8, vehicles with the diesel engine received fender and
tailgate badging denoting the diesel engine.

For 1983, the front fascia underwent a minor revision. Along with dropping the two-headlight configuration, Chevrolet and GMC
received revised grilles (including the turn signals behind them[2]). For 1984, the two-headlamp configuration returned for base-trim
vehicles (relocating the turn signals from the grille to the headlamp surround[28]).[2][7]

For 1985, the grille was changed for the last time (as the C/K).[2][29] On two-tone Chevrolet trucks, the center of the grille was
painted body-color (in place of silver); for the first time, C/K trucks were offered with optional cast-aluminum wheels.[30]

R/V-Series (1987–1991)

For the 1987 model year, GM renamed the C/K series as the R/V series. Largely intended to
distinguish the C/K series from its GMT 400 successor (which would be produced alongside
it), "R" was used for two-wheel drive and "V" for four-wheel drive;[31] the nomenclature
change was also applied to the vehicle identification number (VIN).[32] The 1987 R/V
models continued production at Janesville, St. Louis, and Flint; the new 1988 GMT400 trucks
entered production December 8, 1986 at Pontiac East, Oshawa, and the new Fort Wayne
plant.[33] 1989–1991 GMC Sierra R3500 SL
For 1988, in a visible exterior change, the R/V trucks received a fender-mounted radio antenna, deleting the windshield-integrated
design used since 1973. In a trim change, GMC dropped its previous four-Sierra trim levels with a SL/SLX/SLE nomenclature;
Chevrolet replaced the Custom Deluxe base trim with the return of the Cheyenne trim. To reduce model overlap, the 1 ⁄2 -ton R/V
pickup was discontinued (to shift buyers to the all-new fourth-generation C/K).

For 1989, all R/V pickup trucks (and related SUVs) underwent their most visible facelift since 1981. While retaining the same fenders
and hood from 1981 to 1988, the grille was redesigned for a nearly flush appearance, with much of the trim painted black. For both
Chevrolet and GMC, two versions were designed; a twin headlight version was offered (for base trims) and a quad headlight version
for all upgraded trims (and non-fleet Blazers and Suburbans).[2] In another nomenclature change, the R/V series adopted the
2500/3500 series payload series for both GMC and Chevrolet.

For 1990, the R/V series was reduced in size for a second time, as the 2500-series 3 ⁄4 -ton trucks were discontinued. 1-ton crew-cab
pickups and chassis cabs continued in production by Janesville while full-size SUVs were produced by Flint. GM had sent the tooling
for the two-door cab production to Mexico (where it was produced for local markets through 1991). Medium-duty C/K trucks were
discontinued, replaced by the GMT530 architecture.

After an 18-year production run, 1991 marked the final year for the "Rounded Line" truck series. After trailing the rest of the C/K
series for nearly five years, one-ton crew cab pickups, the Suburban SUVs, and the K5 Blazer/V-Jimmy all adopted the GMT400
architecture. To end nameplate confusion with its compact SUVs, GMC renamed the Jimmy as the GMC Yukon for 1992, with the
Chevrolet K5 Blazer becoming the Chevrolet Tahoe for 1995.

Model overview
The third-generation C/K series was marketed by Chevrolet and GMC divisions. Marketed primarily as pickup trucks, the C/K trucks
were also offered as chassis cab vehicles. Marketed in 1 ⁄2 -ton, 3 ⁄4 -ton, and 1-ton (nominal) payload series, C/K pickup trucks were
offered in two cab designs, three bed configurations, and three wheelbase lengths.

In response to the introduction of the Ford F-150, the Chevrolet "Big 10" high-GVWR 1 ⁄2 -ton was introduced for 1976.[34]

Chassis

Third-generation C/K pickups have a high tensile strength carbon steel ladder type frame with a "drop center" design.[9][35][36] The
steering system is a variable-ratio recirculating ball steering gear; hydraulic power assist was optional.

On all pickup trucks, the model line was fitted with front self-adjusting disc brakes and rear finned drum brakes. Power-assisted
brakes were optional, with either four-wheel hydraulic Hydra-Boost or Vacuum-Boost power assist.[4]

C-Series pickups included two-wheel drive and featured an independent front suspension (IFS) system with contoured lower control
"A" arms and coil springs. Rear suspension (marketed as Load Control by GM) was dual-stage multi-leaf springs supporting a live
rear axle, replacing the coil-spring configuration of the previous two generations. To further stabilize the rear axle under loads or
acceleration,[9] the rear shock absorbers were placed asymmetrically from one another (on each side of the rear axle).

The wheelbase length was extended to 117.5 in (2,985  mm) for short wheelbase pickups, and 131.5 in (3,340  mm) for long
wheelbase pickups. For 1-ton pickups, a dual rear-wheel option (called "Big Dooley") was introduced, alongside a four-door crew-
cab; the latter used a 164.5-inch wheelbase on either single or dual rear wheels.

Towing

Towing and payload capacity ratings for Rounded Line C/K-Series pickups varied (dependent on configuration). Factors such as
engine and transmission combination, differential gear ratio, curb weight, and whether the pickup was two-wheel drive or four-wheel
drive decided how much the pickup could safely tow or haul.

A properly equipped C-Series half-ton class pickup could tow up to 8,000 lbs (4 tons) of braked trailer, while a properly equipped C-
Series three quarter-ton or one-ton class pickup could tow up to 12,000 lbs (6 tons) of braked trailer.[37] Adding four-wheel drive
reduced towing capability due to increased curb weight, which resulted from additional driveline components (transfer case, front
axle, front differential, front propeller shaft, and so on) needed to facilitate four-wheel drive. A properly equipped K-Series half-ton or
three quarter-ton class pickup could tow up to 6,500  lbs (3.25 tons) of braked trailer; a properly equipped K-Series one-ton class
pickup could tow 500 lbs more, up to 7,000 lbs (3.5 tons) of braked trailer.[37]

Heavy-duty towing equipment was available for both C and K-Series pickups, such as the Trailering Special package (included
power steering, uprated battery, and uprated generator), 7-pin trailer electrics connector, heavy-duty engine oil cooler, heavy-duty
transmission oil cooler, and a weight distributing trailer hitch.[38][39] An optional Elimipitch camper was made available for the Big
Dooley.[40]
Powertrain

At its 1973 launch, the Rounded-Line pickup trucks were offered with five different engines. A 250 cubic-inch inline-six was
standard, with the option of a 292 cubic-inch inline-6, a 307 cubic-inch V8, a 350 cubic-inch V8, and a 454 cubic-inch V8.[41][42]
Available only in two-wheel drive C-series trucks, the 454 replaced the 402 cubic-inch "396" V8; the 307 was offered only for
1973.[2]

During the 1970s, the model range underwent several revisions to its powertrain line. For 1975, a 400 cubic-inch V8 was introduced
as the largest engine option for K-series trucks, slotted above the 350;[2] in another change, catalytic converters were fitted to all
trucks under 6000 lbs GVWR.[2][7] For 1977, a 305 cubic-inch V8 was introduced for C-series half-ton trucks, expanding the engine
range to six.[2][43] For 1978, General Motors became the first major American manufacturer to market a light-duty truck with a diesel
engine, offering a 350 cubic inch Oldsmobile diesel V8 as an option for half-ton C-series trucks;[2][44] the engine also marked the
launch of the Oldsmobile diesel engine family.

During the 1980s, the C/K trucks saw additional revisions to the powertrain line, shifting towards more advanced engine designs. As
part of the 1981 model revision, the 454 V8 became available on K-series trucks for the first time, replacing the 400 V8 entirely.[2] To
improve its fuel efficiency, the 305 V8 received electronic spark control (in markets outside of California); the 350 became the
standard V8 for California.[24]

For 1982, the Oldsmobile 350 diesel was replaced by a 379-cubic-inch (6.2 L) Detroit Diesel V8,[45][46] shifting the diesel engine
from the 1 ⁄2 -ton series to 3 ⁄4 -ton and 1-ton trucks. To further improve fuel economy, an automatic overdrive transmission was made
available: the four-speed Turbo Hydra-Matic 700R4.

For 1985, the long-running 250 inline-6 (the standard C/K engine since 1966) was replaced by the 262-cubic-inch (4.3 L) V6.[2][7]

As the Rounded-Line series were redesignated the R/V trucks for 1987, several changes were made to the powertrain line. The 292
I6 was dropped from 3 ⁄4 -ton and 1-ton trucks, with the 4.3  L V6 becoming the sole 6-cylinder engine; all engines adopted fuel
injection (with the exception of the 6.2 L diesel).[2][31] In addition, a "smart" powertrain control module (PCM) was also introduced,
which controlled the fuel injection system, fuel-to-air burn ratio, engine ignition timing, and (if equipped with an automatic
transmission) the Turbo Hydra-Matic's turbine torque converter clutch.[47]

Following the transition of 1 ⁄2 -ton pickups to the fourth-generation GMT400 chassis, the R/V series was offered with three engines
from 1987 to 1991: a standard 5.7 L V8 with the option of either a 7.4 L V8 or the 6.2 L diesel V8.[48]
 Chevrolet/GMC C/K powertrain details (1973-1991)[49][50]
Code Output
Engine Engine family Production Notes
(RPO)
Horsepower Torque

105 hp 185 lb⋅ft
1973–1979 LD4
250 cu in (78 kW) (251 N⋅m)
Chevrolet Turbo-Thrift
(4.1 L) I6 130 hp 210 lb⋅ft
1979–1984 LE3
(97 kW) (285 N⋅m)
155 hp 230 lb⋅ft
262 cu in 1985-1986 LB1 4-bbl
(116 kW) (312 N⋅m)
(4.3 L) Chevrolet 90° V6
V6 155 hp 230 lb⋅ft
1987 LB4 TBI
(116 kW) (312 N⋅m)
292 cu in 120 hp 215 lb⋅ft
Chevrolet Turbo-Thrift 1973–1986 L25 1-bbl
(4.8 L) I6 (89 kW) (292 N⋅m)
160 hp 235 lb⋅ft
1977–1980 LE9 49-state (4-bbl)
(120 kW) (319 N⋅m)
155 hp 240 lb⋅ft
305 cu in 1981–1986 LF3 CA emissions
(116 kW) (325 N⋅m)
(5.0 L) Chevrolet small-block V8
V8 130 hp 240 lb⋅ft
1981–1986 LG9 2-bbl
(97 kW) (325 N⋅m)
170 hp 260 lb⋅ft
1987 LO3 TBI
(130 kW) (353 N⋅m)
307 cu in
130 hp 220 lb⋅ft
(5.0 L) Chevrolet small-block V8 1973 LG8 49-state
(97 kW) (298 N⋅m)
V8
175 hp 275 lb⋅ft
LS9 4-bbl
(130 kW) (373 N⋅m)
350 cu in 1973-1986
160 hp 260 lb⋅ft
(5.7 L) Chevrolet small-block V8 LT9 4-bbl; 3⁄4 and 1-ton chassis
(120 kW) (353 N⋅m)
V8
210 hp 300 lb⋅ft
1987–1991 LO5 TBI; R/V series
(160 kW) (407 N⋅m)
naturally-aspirated diesel;
indirect injection
350 cu in
120 hp 220 lb⋅ft
(5.7 L) Oldsmobile Diesel V8 1978–1981 LF9 1⁄
V8
(89 kW) (298 N⋅m) C-series 2-ton
chassis only

135 hp 240 lb⋅ft
LH4
(101 kW) (325 N⋅m) naturally-aspirated diesel;
379 cu in indirect injection
135 hp 240 lb⋅ft
(6.2 L) Detroit Diesel V8 1982-1991 LH6
(101 kW) (325 N⋅m) 3⁄
V8 4 and 1-ton chassis
148 hp 246 lb⋅ft
LL4
(110 kW) (334 N⋅m)
equipped for HD emissions
400 cu in only
185 hp 300 lb⋅ft
(6.6 L) Chevrolet small-block V8 1975–1980 LF4
(138 kW) (407 N⋅m)
V8 K-series only

Chevrolet big-block V8 230 hp 360 lb⋅ft 4-bbl; C-series trucks only

454 cu in 1973–1986 LE8
(170 kW) (488 N⋅m) before 1981
(7.4 L)
V8
(Mark IV) 230 hp 385 lb⋅ft
1987–1991 LT9 TBI; R/V series
(170 kW) (522 N⋅m)

Four-wheel drive systems

Throughout their production, K-Series (later V-series) pickup trucks included multiple four-wheel drive systems. Regardless of the
type of four-wheel drive system equipped, all K-Series pickups featured four-corner Vari-Rate multi-leaf springs, front live axle with
symmetrical (inline) shock absorber geometry, and the Load Control rear suspension system. K-Series pickups also featured an off-
road oriented design, with the transfer case bolted directly to the transmission and running gear tucked up as high as possible under
the vehicle to reduce the chances of snagging vital components on obstacles, as well as to achieve a low silhouette and optimal
ground clearance.[51] Exposed brake lines wrapped in steel were standard, with underbody skid plate armor optional for further
protection.

Conventional

Offered as standard equipment for K-series trucks with inline-6 engines,[52] the conventional four-wheel drive system was equipped
with a two-speed New Process 205 transfer case with four drive modes: Two High, Four High, Neutral, and Four Low. Two High
gave a 0:100 torque split, while Four High yielded a locked 50:50 torque split. Four Low applied reduction gearing. The front and
rear propeller shafts were locked at all times in Four High and Four Low. Neutral allowed for flat towing, or use of the power take off
(PTO).[53]

Shift-on-the-move (1981–1991)

A new Shift-on-the-move four-wheel drive system with two-speed dual range New Process 208 aluminium transfer case was
introduced on K-Series pickups for the 1981 model year. It replaced the permanent four-wheel drive system, on pre-1980 models. The
shift-on-the-move four-wheel drive system featured new automatic self locking hubs and synchronized direct high range planetary
gearing, such that the truck could be shifted from two-wheel drive, to fully locked four-wheel drive at speeds of up to 25 mph.[54]
Once the shift from two-wheel drive to four-wheel drive was made, the vehicle could be driven at any forward or reverse speed. Four
drive modes were offered: Two High, Four High, Neutral, and Four Low. Two High gave a 0:100 torque split, with Four High
yielding a locked 50:50 torque split through direct synchronized gearing. Four Low applied reduction gearing with a 2.61:1 ratio,
compared to the previous New Process 205's 1.96:1. The front and rear propeller shafts were locked at all times in Four High and
Four Low. Neutral was provided for disengagement of both propeller shafts. Conventional four-wheel drive was still available with
manual locking hubs.

Full-time (1973–1979)

Full-time four-wheel drive pickups featured a two-speed New Process 203 transfer case with center differential and lock. Five
positions were provided: High Loc, High, Neutral, Low, and Low Loc. In High the center differential was unlocked and allowed the
front and rear propeller shafts to slip as needed for full-time operation. The system could be manually shifted into High Loc which
locked the center differential for a locked 50:50 torque split. Low and Low Loc applied reduction gearing with or without lock,
depending on the mode selected. Neutral was also available for use of the PTO.[53]

A new Eaton Automatic Differential Lock (ADL) was introduced in 1973 as an optional extra on the Rounded-Line C/K-Series
pickups, for the rear hypoid differential. The new automatic locking differential was offered under the G86 code, replacing the Eaton
NoSpin differential, and eventually replacing the old Positraction limited-slip differential in 1974, at which point it assumed the G80
code.[55] The Eaton ADL featured intelligent differential control via an internal governor which monitored vehicle speed and wheel
slip to know when to automatically lock and could lockup 100 percent at or below 20 mph (32 km/h) increasing tractive effort. The
differential lock would unlock and deactivate at speeds above 20  mph for safety reasons, such as the vehicle being on dry
pavement.[56]

For 1977, a K30 (four-wheel drive, full one-ton chassis) was added to the lineup, and a Dana 60 was used for the front axle. For the
1980 model year, full-time four-wheel drive was discontinued on K-Series, leaving only conventional four-wheel drive.

Body design

The third-generation C/K marked several firsts to the model line. Alongside the two-door regular cab, a four-door crew cab made its
debut. While trailing Dodge, Ford, and International by a decade in bringing a crew cab pickup truck to production, the C/K crew cab
shared its body construction with the Suburban wagon (giving it four passenger doors for the first time). Derived from the C/K chassis
cab, "Big Dooley" was the first factory-produced dual rear-wheel pickup,[7] sold only as a one-ton truck.[2]

Five different bed designs were offered, with 61 ⁄2 and 8-foot versions of the Chevrolet Fleetside (GMC Wideside) and Chevrolet
Stepside (GMC Fenderside); to cover its extra set of rear tires, "Big Dooley" was a hybrid of the two designs, offered only in an 8-
foot length.

Interior

Soft touch materials were used throughout the passenger cabin, such as the dashboard, doors (arm rests), steering wheel, and shift
levers. Subtle grained interior panels and bright metal work was used on the inside with high-quality materials also used on the
outside, like chrome, aluminum, and polished stainless steel, particularly on top-of-the-line luxury Silverado or Sierra Classic trim
levels. Custom Vinyl vinyl or soft Custom Cloth cloth and velour seating surfaces were used along with fabric headliners, door inserts,
and plush carpeting, depending on the trim level. Upper class trim levels also used acoustic deadening materials for quieter ride
comfort.[24] From model years 1973 to 1977, chestnut wood grain inserts were used on the dashboard and doors for further visual
enhancement. The wood grain inserts were replaced by bright brushed aluminum inserts for model years 1978 to 1987.[57] A Delco
AM/FM audio sound system and an all-season climate control system were optional extras.[58]

The four-door crew cab was offered in two configurations. Along with the standard six-seat (badged as "3+3") crew cab, a "Bonus
Cab" configuration was offered, deleting the rear seat of the crew cab (effectively a 3-seat truck with a large internal storage area).

Trim

The usage of the C/K nomenclature was carried over from the previous generation, with "C" denoting two-wheel drive trucks and
"K" denoting four-wheel drive vehicles. Chevrolet trucks were denoted in a 10/20/30 series (for 1 ⁄2 -ton, 3 ⁄4 -ton, and 1-ton); GMC
trucks returned as a 1500/2500/3500 series. While the Chevrolet Cheyenne and GMC Sierra names were carried over from the
previous generation, this generation marked the introduction of the Chevrolet Silverado and Chevrolet Scottsdale trims.

Chevrolet

Chevrolet marketed its C/K pickups under four trim levels for 1973, carried over from the
previous generation.[59] The standard trim was the Custom, slotted below the Custom Deluxe;
the top two trims were the Cheyenne and Cheyenne Super.[60]

The Custom was a basic vehicle with minimal exterior and interior trim, with the Custom
Deluxe upgrading by adding color-keyed upholstery and interior trim and additional chrome
trim.[60] Intended for personal use, the Cheyenne and Cheyenne Super added carpeting, a
headliner, and additional sound insulation; the Super offered the most interior trim on the door
panels.[60] Chevrolet Cheyenne C20

For 1975, Chevrolet revised its C/K trim lines, with two making an appearance for the first
time. The Scottsdale was slotted above the Custom Deluxe (which replaced the Custom as the base trim) and the Silverado replaced
the Cheyenne Super as the flagship trim. For 1982, Chevrolet discontinued the Cheyenne trim line, largely consolidating it with the
Silverado.[60] The Cheyenne name returned for 1988, serving as the base trim of the fourth-generation C/K, alongside the R/V pickup
and Suburban.

During the 1970s and early 1980s, Chevrolet marketed the Bonanza appearance package coupled with the Scottsdale (and later
Silverado) trim, adding upgrades such as interior carpeting.[60]

GMC

In line with Chevrolet, GMC introduced four trim levels for its third-generation C/K pickup
trucks.[61] Custom served as a base trim (the only name in common with Chevrolet) below
Super Custom. As a counterpart of the Cheyenne and Cheyenne Super, GMC offered the
Sierra and Sierra Grande, respectively.[61] For 1975, in a revision of its C/K line, all GMC
pickups became Sierras, with the Sierra becoming the base trim, followed by the Sierra
Grande, High Sierra, and Sierra Classic.[60]

For 1982, GMC followed suit with Chevrolet, downsizing to a three-trim line; the Sierra
Grande was dropped. For the fourth-generation C/K, GMC dropped the external C/K GMC High Sierra
nomenclature, with all pickup trucks becoming Sierras (C/K remaining in use for internal
model codes). For 1989, GMC adopted the trim nomenclature of the fourth-generation C/K
for the R/V series pickups.

In line with the Chevrolet Bonanza, GMC offered the Royal Sierra appearance package, coupled with the Sierra Grande and High
Sierra; in Canada, GMC offered several Sierra Wrangler exterior appearance packages (prior to the use of the name by Jeep).[60]

Variants
Alongside the full-size pickup range, the "Rounded Line" C/K series also included a variety of other vehicles. The C/K (and R/V)
chassis and body were used for the Chevrolet/GMC Suburban, the Chevrolet K5 Blazer/GMC Jimmy, and multiple GM commercial
trucks for the 1970s and the 1980s.

Medium-duty trucks (1973–1989)

For 1973, the General Motors medium-duty truck range (Class 5-7) underwent a redesign.
Slotted below the Class 7-8 H/J and C/M heavy conventional trucks (designed by GMC), the
Chevrolet-designed vehicles shared their cab with the Rounded-Line series. With the
exception of the steering column and gear shifter, the model lines shared much of their
interior.

For 1973, a Chevrolet 454 V8 was offered alongside 379 and 432 cubic-inch GMC V6s;[62]
a very rare option was the DH478 "ToroFlow" 478 cubic-inch diesel V6.[63] For 1974, GMC
engines were discontinued,[63] with the 454 replaced by 366 and 427 cubic-inch V8s
(developed specifically for commercial use). Chevrolet C70

For 1980, diesel engines made their return with the introduction of the Detroit Diesel 8.2 L
"Fuel Pincher" V8. The same year, GM introduced the Chevrolet Kodiak/GMC TopKick.[63] Largely developed to accommodate the
Caterpillar 3208 diesel V8 engine, the Kodiak was slotted between the medium C/K and the heavy-duty Bruin/Brigadier
conventional; it received a larger, squared-off hood and grille, which required raising the cab several inches upward.

During 1984 production, GM shifted the design of its cowled bus chassis from the previous-generation medium-duty truck
(introduced in 1967) to the Rounded-Line C/K series; the model line was produced through 1991.

After 1989 production, GM replaced the medium-duty C/K and the Kodiak/TopKick with a single medium-duty truck line
(codenamed GMT530[63]), using the GMT400 truck cab and adopting the Kodiak/TopKick name.

Chevrolet Blazer/GMC Jimmy (1973–1991)

For 1973, GM introduced the second generation of the Chevrolet K5 Blazer and GMC
Jimmy off-road vehicles (a precursor of the modern SUV). As with the previous generations,
the Blazer/Jimmy were derived from a shortened 1 ⁄2 -ton pickup truck chassis. For the first
time, two-wheel drive was offered as standard equipment (most examples were K-series four-
wheel drive vehicles). The popularity of the larger size led to the 1974 introduction of the
Dodge Ramcharger (and Plymouth Trail Duster) and the 1978 redesign of the Ford Bronco;
the model line also competed against the Jeep Cherokee and the International Scout II. 1989-1991 Chevrolet K5 Blazer
V1500 6.2L
The Blazer/Jimmy shared the same external design changes as Fleetside/Wideside pickup
trucks. For 1976, the configuration of the body was updated, changing from a fully open
convertible to a half-cab design; while the rear top remained removable, rollover protection improved for front-seat passengers.

For 1982, the Blazer/Jimmy names were adopted by the GM compact SUV model names; to distinguish the compact model lines,
GM added the S10/S15 model prefix. Following the 1987 transition to the R/V model nomenclature, the K5 Blazer was remarketed
as the "full-size Blazer"[64] and the Jimmy became the "V-Jimmy".[65]

For 1992, the second-generation Blazer/Jimmy were replaced in a transition to the GMT400 architecture; the V-Jimmy was renamed
the GMC Yukon (with the K5 Blazer later becoming the Tahoe). In a major change, the removable hardtop design was discontinued
(effectively making the model line a short-wheelbase version of the Suburban).

Chevrolet/GMC Suburban (1973–1991)

For 1973, General Motors introduced the seventh generation of the Suburban using the
Rounded Line truck chassis. Marketed at the time as a truck-based station wagon,[66] the
Suburban was marketed by both Chevrolet and GMC under the same nameplate. Far larger
than the Jeep Wagoneer (by nearly 3 feet), the Chevrolet Suburban competed largely against
its GMC namesake following the 1975 discontinuation of the International Travelall.

The first generation of the Suburban produced with four passenger doors, the seventh-
generation Suburban shared many design elements with the C/K crew cab from the doors
forward. In contrast to the 1 ⁄2 -ton Blazer/Jimmy, the Suburban was offered in both 1 ⁄2 -ton and
3 ⁄ -ton series, sharing all trim levels of the pickup trucks. While seating up to 9 passengers, 1974 Chevrolet Suburban C10
4 Cheyenne Super
the model line was sized between the A-body Chevelle/Malibu and B-body Impala/Caprice
station wagons in length.

After becoming part of the R/V series in 1987, the seventh-generation Suburban remained in production through the 1991 model year.

Safety
As it entered production for 1973, the third-generation C/K-Series marked multiple safety advancements concerning full-size pickups.
The model line was the first full-size pickup produced with a passenger-side sideview mirror as standard equipment. While in use in
GM cars since 1967, the Rounded-Line pickups were the first full-size trucks produced with an energy-absorbing collapsible steering
column.[4][67][68]

For 1976, outboard seats received 3-point (lap-and shoulder) safety belts with emergency locking retractors;[69] a center lap safety belt
was used, with slack adjustment. For 1977, Ford and Dodge would follow suit, adding the same seat belt design to their full-size
trucks.[70][71]

Other safety features included soft-padded interior panels for appearance and safety, 3,329 square inches of tempered and laminated
safety glass, prismatic rearview mirror, six turn-signal indicator lamps with asymmetrical flash, four-way hazard function, and lane
departure function.[4][24][72][73]

Sidesaddle fuel tank controversy

During the development of the Rounded-Line generation of pickup trucks in the late 1960s, the fuel tank was relocated from inside
the cab to the outboard side of the right frame rail (if an auxiliary fuel tank was specified, both frame rails).[74][75] Commonly referred
to as a sidesaddle configuration, the decision was largely made in the interest of reducing in-cab exposure to fuel vapors (and to carry
more fuel[76]).[77] After the 1991 discontinuation of the model line, the design underwent both media and government scrutiny related
to potential fire hazards of the configuration.

The successor fourth-generation 1988–2001 C/K pickup trucks were designed with a single fuel tank located between the frame rails;
the model line was designed well before the sidesaddle fuel tank configuration received media controversy.

1992 Dateline NBC report

On November 17, 1992, Dateline NBC aired an investigative report titled "Waiting to Explode". Coinciding with federal
investigations into the model line, Dateline focused on allegations on the third-generation C/K trucks exploding in side-impact
collisions due to the design of the fuel tanks.[78] As a central part of the episode, Dateline showed sample footage of a low-speed
accident in which the fuel tank exploded. In what would become a controversy of its own, the program did not disclose that the
accident was staged to optimize an explosion.[79][80]

During the 1992 report, a third-generation C/K caught fire in an 30 MPH side-impact test collision. Following subsequent
investigation, the speed of the collision was found to be higher (approximately 40 MPH). After finding the charred wreckage of the
tested GM pickups, GM investigators Failure Analysis Associates (FaAA, now Exponent) examined the fuel tanks of the vehicles;
after X-ray examination, it was discovered that none of them had ruptured after collision.[78] It was also found that to stage the
explosion, NBC experts used model-rocket engines coupled with a leaking fuel cap to stage the explosion.[81] After reviewing the
video itself, smoke was found erupting underneath the truck a few frames before the collision; additionally, the subsequent fire lasted
for only 15 seconds.[81][82]

Regardless of any increased risk of fire, the GM trucks had safety records in side-impact crashes statistically indistinguishable from
their Ford and Dodge counterparts. The sidesaddle fuel tanks themselves were found to have a robust design highly resistant to
crushing or crumpling from a side impact. Trucks equipped with these tanks met and exceeded the requirements of Federal Motor
Vehicle Safety Standard No. 301. Studies showed that it would take about 4,000 side-impact crashes with such a truck to get one with
fire, major injury, or fatality.[83]

On February 8, 1993, after announcing its anti-defamation/libel against NBC, GM conducted a highly publicized point-by-point
rebuttal in the Product Exhibit Hall of the General Motors Building in Detroit that lasted nearly two hours.[84][85] On February 10,
1993, GM settled with NBC, resulting in multiple NBC personnel losing their jobs.[80][86]

Government investigation

In April 1994, General Motors rejected a government request to issue a recall for all 1973-1987 C/K pickup trucks, claiming that it
would involve over 6 million vehicles at a cost of over $1 billion.[76] As of today, such a recall would have been the third-largest ever
(in terms of size).[87] On October 17, 1994, U.S. Transportation Secretary Federico F. Pena announced that a two-year investigation
had found that the trucks posed a fire hazard; federal officials estimated that 150 persons may have died in preventable fiery
crashes.[76] In its investigation, the government found that the 1973-1987 C/K trucks were at least 2.5 times more likely to produce a
fire-related fatality from a side-impact crash than a comparable Ford or Dodge pickup truck.[76]

The gas tanks leaked in at least two crash tests performed by GM around the time the trucks were first sold in 1972. The federal report
also stated that 50 MPH crash tests performed in the early 1980s "clearly demonstrated" the tanks were susceptible to puncturing.
As most recalls are issued by the manufacturer, government-issued recalls are fairly rare (only 8 had been issued at the time of the
investigation[76]). In the 1980s, GM had blocked an effort in court for a recall over a suspected brake problem of the model line.[76]
In response, the government clarified that vehicles sold in the United States must meet the National Traffic and Motor Vehicle Safety
Act; along with meeting safety standards at the time of production, their production is also required to allow them to operate them
safely under real conditions.[76]

GM also settled with the U.S. National Highway Traffic Safety Administration (NHTSA) in 1994 for the amount of $51 million to be
used for safety programs. GM also offered owners $1000 coupons toward the purchase of a new truck with a trade-in of the old
one.[88]

Class action lawsuits

In 1993 the bad publicity generated by the Dateline story spawned several class action lawsuits. In addition GM was sued more than
100 times in lawsuits brought by individuals who were burned in GM trucks.[89] Nearly all of those cases were settled out of court. In
1993, a Georgia jury awarded more than $105 million, including $101 million in punitive damages, to the parents of a 17 year old
named Shannon Moseley who burned to death.[89] The verdict was later overturned by an appeals court[88] and the case settled
before it could be re-tried.

Fatality figures vary wildly. A study by Failure Analysis Associates (now Exponent, Inc.) found 155 fatalities in these GM trucks
between 1972 and 1989 involving both side impact and fire.[90] The Center for Auto Safety, Ralph Nader's lobbying group, claims
"over 1,800 fatalities" between 1973 and 2000 involving both side impact and fire.[91]

Foreign production
Sevel Argentina S.A. built the Chevrolet C10 in its
Córdoba plant from 1985 to 1991. The gasoline
version used the Chevy 250  CID engine (4,093  cc)
familiar to most Latin American markets, producing
130  hp. Because of Sevel being a subsidiary of
Peugeot, the C10 was also available with a 70  hp
Indénor XD2 2,304  cc diesel engine, perhaps best
known in the US from the Peugeot 504.
1992 Chevrolet D-20 Conquest In Brazil, General Motors do Brasil produced the 1993 Chevrolet C-20
Rounded-Line series as the 10/20 series. [92]
Introduced in 1985, the model line replaced the
locally produced C10 (derived from the first-generation 1964 C/K).[92] The model line was marketed under three model series,
designated by fuel (A=ethanol/gasoline flex-fuel, C=gasoline, D=diesel).[92] Sharing primarily its cab structure with its American
counterpart, the 10/20 was produced with its own front fascia (sharing its headlights with the Chevrolet Opala[92]). Shared with the
Opala, a 135 hp 4.1L inline-6 (discontinued in the United States in 1984) was used for gasoline and flex-fuel vehicles; an 87 hp 3.9L
Perkins inline-4 diesel was offered.[93] For 1986, a "double cab" was introduced, sharing the 4-door crew cab of its North American
counterpart.[93] During the early 1990s, the 10/20 series underwent several mechanical updates and was produced by GM do Brasil
through 1997, when it was replaced by the GMT400-derived Silverado produced in Argentina.[93]

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