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For 1 ⁄ 2-ton and 3 ⁄ 4-ton C-series trucks (two-wheel drive), the independent front suspension design of the first generation was largely carried over from 1963 to 1966, using upper and lower control arms with coil springs. [5] K-series 4x4 trucks for both division were leaf-sprung on both front and rear axles, including a live front axle ...
Dana differential case #706400 [3] (3.07-3.73) shows in Dana's parts catalog to be Dana 61-specific [citation needed]. The 706040x carrier can be purchased relatively inexpensively and used to install lower gears in a Dana 61 axle, such as when replacing a broken or damaged Dana 60 with a Dana 61 while retaining the factory gear ratio.
In 1976, the standard gasoline engine for the C-10 became a 2.5L inline-four. [4] A four-cylinder diesel (Perkins 4236 3.8L) was introduced for 1978 in the D10 pickup. [4] For 1981, the engine line was reduced to two, with a 4.1L inline-six becoming offered in gasoline and ethanol-fuel versions (C-10 and A-10) and the Perkins 4236 (D10).
The lowered stance was achieved using front coils with a different spring rate, and a 3-leaf rear spring pack. Wheels and tires were also upgraded to 16 in × 8 in (410 mm × 200 mm) cast aluminum wheel with 235/55/16 Goodyear Eagle GA tires. The Xtreme package used a different style wheel than a standard truck equipped with the ZQ8 option.
The GM 9.25 IFS has been the main front differential in Four-wheel drive 3/4 Ton and 1 Ton GM trucks since 1988. The Dana 60 solid axle front end was used selectively in trucks with a higher GVWR from 1988 to 1991. The original Saginaw 9.5 differential, ring and pinion were modified to work with the independent front suspension.
The gasoline version used the Chevy 250 CID engine (4,093 cc) familiar to most Latin American markets, producing 130 hp (96 kW). As Sevel was a subsidiary of Peugeot, the C10 was also available with a 70 hp (51 kW), Indénor XD2 2,304 cc diesel engine; in the United States, the XD2 engine powered the Peugeot 504.