Chevrolet C/10 1968 Street Truck “68 Special”

This 1968 Chevrolet C10, nicknamed the “68 Special,” pairs a dialed-in stance and custom interior with a stacked injection setup most cruise-night trucks cannot match. Second-generation C10s like this one have become a builder favorite for good reason. Here is what makes this platform, and this particular induction setup, worth a second look.

This truck isn’t over done…It’s nicely done….A custom interior that fits the truck well…They nailed the stance….Some stacked injection under the hood…..Just an all around cool Truck….We love it!! What about you??

Somewhere between a daily driver and a show car sits a build style that never goes out of favor: the resto-modded C10. This particular 1968 Chevrolet C/10, nicknamed the “68 Special,” leans hard into that formula with a custom interior and a stance that looks like it was dialed in with a level and a protractor. But it is what is hiding under the hood, a stacked injection setup feeding a serious engine, that separates this truck from the countless other C10s parked at every cruise night in America. The question is what is actually driving that induction system, and why builders keep coming back to this exact approach for their own swaps.

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Why the 1968 C10 Became a Builder’s Favorite

Chevrolet’s second-generation C/K trucks, produced from 1967 through 1972, are prized by builders today for the same reasons this era of muscle cars is: clean, simple sheet metal that takes modifications well, a deep aftermarket parts catalog, and a chassis proven capable of handling everything from mild small-blocks to four-figure horsepower builds. Shops building 1968 C10s today have pushed the platform anywhere from carbureted 454 big-blocks making mid-400 horsepower up to supercharged LSA-based combinations crossing 1,000 horsepower, all riding on the same basic bones Chevrolet originally sold new for a few thousand dollars.

Stacked Injection Is Not Your Grandfather’s Carburetor

A stacked, or tunnel-ram style, injection setup like the one hinted at on this truck typically pairs individual runners for each cylinder with a raised plenum, favoring high-RPM airflow and a distinctive visual stance over the low-end torque of a single four-barrel carburetor. It is the same principle hot rodders have chased since cross-ram intakes first showed up on factory big-blocks in the 1960s, just executed today with modern fuel injection instead of a bank of carburetors. On a properly built big-block, that combination usually signals a truck set up to be driven hard on the street, not just displayed at a show.

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