Elite Dealer

1968 Chevrolet K10

$23,495

Vehicle Details

Make

Chevrolet

Model

K10

Year

1968

Mileage

12,345 miles

VIN

AMS48319

Body Type

Pickup Truck

Transmission

Automatic

Drivetrain

4WD

Fuel Type

Gasoline

Engine

400 Small Block V8

Description

1968 Chevrolet C10 Short Bed 4x4 Classic 1968 Chevrolet Short Bed 4x4 powered by a 400 small block V8 paired with a Turbo 400 automatic transmission. A highly desirable short-bed Chevy pickup offering classic styling, V8 power, and four-wheel-drive capability. Highlights: 400 Small Block V8 Turbo 400 automatic transmission 4x4 drivetrain Short bed Classic Chevrolet pickup styling Runs and drives A hard-to-find 1968 Chevrolet 4x4 short bed that's an excellent candidate for cruising, off-road adventures, or further customization.

A desirable classic truck with timeless appeal.

Classic Chevrolet K10 4x4 Buyer's Guide (1960–1987)

Full guide

Robert Halloran

Classic Trucks

1960–1987

~4 min read

Updated Apr 2026

The K10 has the visual appeal of the most desirable C10, plus a live front axle and transfer case. Values have tripled in a decade. A genuine factory 4WD is a different truck — and a different price — than a converted C10.

This guide covers

✓ 12-point inspection checklist

✓ Common issues & what to avoid

✓ In-person inspection guide

✓ Market pricing by year & condition

✓ 5 FAQs answered

✓ History & fun facts

Read the Full K10 Buyer's Guide

Chevrolet K10 Market Overview

Based on 30 Chevrolet K10 listings currently on ClassicCarsArena.com

Listed Now

$33,150

Avg. Asking Price

1959–1987

Year Range

Price Position on Our Site — Average Range

This car: $23,495

Low: $7,495 High: $154,995

Transmission Distribution

Automatic 40% ◄

Manual 43%

Condition Distribution

Excellent 20%

Good 10%

Fair 7%

Data from ClassicCarsArena.com listings Browse all 30 listings →

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What is this car worth?

Check sold prices for the 1968 Chevrolet K10

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Classic Chevrolet K10 4x4 Buyer's Guide (1960–1987)

The K10 occupies a unique space in classic truck collecting: it has the visual appeal of the most desirable C10, plus a live front axle, a transfer case, and the ability to go off-road if you point it that way. The market has figured this out. Values on clean 1967–1972 K10s have roughly tripled over the past decade. A genuine, rust-free factory K10 is a truck worth finding and paying for. Here's how to tell a real one from a conversion — and what to inspect once you find it.

What to Check Before Buying

✓

VIN verification (K vs C) — Check VIN plate on driver door sill — K = factory 4WD, C = 2WD (likely conversion)

✓

Front axle play test — Grab each front wheel at 9 and 3, push/pull — no movement should be detectable

✓

4WD 4H engagement — Engage 4H on gravel or grass — smooth engagement, no grinding

✓

4WD 4L engagement — Engage 4L — should engage cleanly with noticeably lower crawl ratio

✓

Transfer case identification — Identify NP205 (gear-drive, preferred) vs NP203/NP208 (chain-drive)

✓

Transfer case seals — Inspect output shaft seals for gear oil leaks — common, inexpensive to address

✓

Knuckle seals — Inspect front axle knuckle seals for leaks and grease condition

✓

Front U-joints — Check driveshaft and axle U-joints for wear and play

✓

Manual hub function — Verify front hubs lock and unlock cleanly if manual type

✓

Underbody mud inspection — Check for packed mud in frame areas that may conceal rust

✓

Cab corners and frame — Full C/K inspection protocol with amplified attention for off-road rust

✓

4WD drive behavior — Drive in 4WD and check for shimmy, pull, or vibration indicating front-end wear

Common Issues

Kingpin wear (1960–1972) and ball joint wear (later models) cause front end shimmy and wander — both repairable with available parts. Transfer case output shaft seal leaks are nearly universal on high-mileage examples. The NP203 full-time transfer case (some 1973–1979 trucks) has a chain that wears with age and is less desirable than the NP205. Rust on off-road trucks is amplified by mud packing — inspect more thoroughly than on road-only trucks. Cab corners, frame kick-ups, and the area above the front axle on the frame are accelerated rust points. Front U-joints wear faster with 4WD use.

What to Look For

First priority: verify factory 4WD via VIN plate — "K" in model code confirms factory, "C" means conversion. Front axle: grab each wheel at 9 and 3 o'clock and check for lateral play — worn kingpins or ball joints. Test 4WD in both high and low range — smooth engagement, no grinding. Drive in 4WD and check for shimmy or vibration. Inspect transfer case output shaft seals for leaks. Check front axle knuckle seals for gear oil leaks. Verify transfer case type: NP205 (cast iron, gear-driven, preferred) vs NP203/NP208 (chain-drive). Apply full C/K frame and cab corner inspection with extra attention to mud-packed underbody areas. Verify manual front hub function if fitted.

Price Guide

1967–1972 K10 driver: $35,000–$55,000; show: $65,000–$85,000+. Square Body K10 1973–1987 driver: $22,000–$38,000; show: $45,000–$70,000. First gen 1960–1966: $20,000–$32,000 driver. A C10 with 4WD conversion is worth C10 money plus a premium for quality conversion work — not K10 money. Factory 4WD premium over equivalent C10 runs 25–40% consistently.

Did You Know?

The NP205 transfer case was also fitted to military vehicles and is considered one of the strongest two-speed transfer cases ever made for civilian use — no plastic internals, direct gear-drive output, virtually indestructible with basic maintenance. The K10 designation was retired in 1987 with the introduction of the OBS generation using "K1500" nomenclature. The special "Cheyenne" trim K10 package — upgraded interior, exterior chrome, special badging — is among the most sought-after Square Body configurations today.

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$23,495

1968 Chevrolet K10

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