Sold my ’77 Silverado. So long, old friend.
1977 Chevrolet C10 Silverado
Allegedly 160,000miles, 2nd owner (I bought it around 2014, and daily-drove this for the past eight years).
This was intended to be the “rolling donor” to something from the 60’s, but when I bought the ’61 Apache I didn’t end up needing any of the parts. I never really expected to keep it this long. Stopped driving it daily in 2022 when gas got expensive and I bought a Hyundai.
=== THE COLES NOTES ===
THE GOOD: Everything mechanical has been rebuilt or replaced in the last 9 years/40,000km. Everything. And done properly: quality parts and/or heavy duty parts. Comes with matching/lowered longbed trailer.
THE BAD: Has typical rust for a ’77 Chevy. Needs rockers & cab corners. Floors and cab mounts were good last I checked. Bed is rough. Interior is rough (but typical).
THE NEED TO KNOW: It is shortened from a longbed to a shortbed. Paint is Tremclad and a Roller. Frame is C-Notched (and boxed). Not super good on gas (about 10-12mpg US). Clean/clear title, does NOT require inspection.
=== IF YOU WANT TO NERD OUT OVER DETAILS ===
ENGINE:
- Original 350 engine, bored .020″ over with torque plate, balanced.
- Hypereutectic flat-top pistons.
- 0.015″ steel shim head gaskets (0.040″ quench), about 10.9:1 compression, runs awesome on 91 octane with zero problem.
- Ported 305 heads, back-cut valves, radiused exhaust margins.
- Howard’s valve springs.
- ARP screw-in rocker studs.
- Crane Gold roller rockers.
- Howard’s Cam 231°@0.050″, 0.470″ lift, 108° lobe separation.
- Idles beautifully choppy, but still decent torque.
- Polyurethane motor mounts.
- Flowtech headers, 2-1/2″ mandrel bend, X-pipe, Dynomax Super Turbo mufflers.
- Fully doctored Rochester Quadrajet, runs starts and drives perfect in any weather, APT is accessible.
- Edelbrock dual-plane intake manifold.
- Dual snorkel air filter housing, hot air riser off headers.
- HEI distributer properly curved advance, properly selected vacuum advance canister.
- Carter 4070 fuel pump with Mr. Gasket fuel regulator.
- Dual fuel tanks, switches properly.
- Big Heavy Duty radiator with Ford Windstar dual electric fans.
- 95Amp Alternator.
TRANSMISSION:
- TH350, not original.
- Dual-fed Direct clutch (internally)
- Five-friction direct clutch.
- Wide Direct Drum bushing.
- Heavy Duty intermediate sprag outer race.
- Doubled Sun Gear bushings.
- Extreme Duty low roller clutch assembly.
- Deleted Direct accumulator.
- Hughes 2500-stall converter.
- B&M SFI-rated Flexplate.
- Shifts FIRM but not punishing.
- High-Torque starter.
FRONT:
- BellTech 3″ dropped spindles.
- Moog 1-ton coil springs, cut to match rear axle flip.
- Lower control arms moved forward 3/4″ for more caster.
- Polyurethane bushings.
- Heavy Duty disc brakes.
- Wheel Vintiques “Vette” rally wheels 15×8 with derby caps, beauty rings, and BFG 245/60R15’s.
REAR:
- 12-bolt axle.
- Flipped with welded leaf perches and shock extenders.
- Welded axle tubes.
- Eaton TrueTrac helical limited slip.
- 3.73 gears.
- Heavy Duty brakes.
- Big 10 leaf pack, each leaf arc-matched to be the same side-to-side.
- Polyurethane bushings.
- Wheel Vintiques “Vette” rally wheels 15×10 with derby caps, beauty rings, and BFG 295/50R15’s.
ALSO:
- Polyurethane Cab Mounts.
- Comes with full set of winters on Truck Rally 15×8’s, used only 1-season.
- Hidden trailer hitch behind hinged license plate.
- Comes with MATCHING squarebody longbed trailer, also with flipped axle, painted to match.
- I have all my receipts; I dare not add them up.