7 classic trucks and SUVs under $20K
The collector-vehicle market’s pandemic boom may be over, but the classic truck and SUV market is still very competitive, with plenty of ’60s and ’70s models commanding high values. But what about those of us who want a vintage truck or SUV—and have a tight budget?
Short answer: There are still many collectible trucks and SUVs that remain affordable.
We combed through our latest valuation data looking for classic trucks that could serve as weekend workhorses or, on week-day evenings, project vehicles. Each needed to have an average value—across all engine options in a given generation—under $20,000, for an example in #3 (Good, or daily-driver) condition*. We also focused on the ’70s and ’80s, rather than the ’60s, hoping to include a few more creature comforts.
Here are seven vintage trucks and SUVs that fit the bill.
*Want to know more about our vehicle-condition rating system? Click here.
1972–80 Dodge D100
Average #3 (Good) value: $14,129
Nobody could have foreseen the wild special-edition models that Dodge would come up with its all-new pickup that launched in 1972. The Lil’ Red Express, Warlock, and Macho Power Wagon were just some of them.
Despite these ’70s Mopar pickups’ vast potential as muscle trucks or simply as weekend project machines, they remain affordable in 2wd trim. A Magnum small-block, plentiful at just about any wrecking yard, would make a fantastic swap that would add power and, depending on your camshaft choice, even fuel economy. Even the later ’80s models, including 4×4 versions, fit our sub-$20K budget.
1974–80 Dodge Ramcharger
Average #3 (Good) value: $17,198
Dodge was a little bit late to the full-size SUV market, coming in years after Jeep and Chevrolet had already joined. Dodge took the same approach Chevrolet did with the Blazer and built a four-seater with a removable top.
The second-gen Ramcharger looked much the same but gained a non-removable steel top, making the earlier ones more desirable thanks to the convertible crowd. Besides the shorter wheelbase and the removable top, everything else about the D100 applies to the Ramcharger, making it an excellent project vehicle.
1987–9 Ford F-150
Average #3 (Good) value: $11,429
The eighth-generation F-Series that debuted for 1987 was a mild refresh and its styling has aged very well, in our opinion. This was the generation before the first F-150 Lightning, which arrived in 1993, but more workaday F-Series of the late ’80s were still available with 302- or 351-cubic-inch V-8 engine options that used an instantly recognizable EFI intake similar to that on the iconic 5.0-liter found in the contemporary Mustang.
Extra power is just a cylinder head and cam swap away. With tough underpinnings, clean body lines, and durable, powerful Windsor V-8 engine options, these F-150s have everything a truck buyer could ask for. As a bonus, companies like National Parts Depot and Classic Industries offer an array of restoration parts to make your F-Series look as good as new.
1973–87 Chevrolet C10
Average #3 (Good) value: $11,640
Chevy’s long-lived “square-body” was available with at least a dozen different front-end and grille designs, and that’s not counting its GMC counterpart. Under the hood, you could find an array of powerplants, ranging from inline-sixes to diesel V-8s and small- and big-block gas V-8s.
The last of the square-body pickup run, in 1987 when the generation was actually dubbed R10, added throttle-body injection. If you can’t find the square-body with the look you are after, the aftermarket can help you build it; those fenders, hoods, and grilles are all interchangeable.
We’ve seen a mild resurgence in the popularity of this generation of Chevy and GMC pickups among truck enthusiasts as ’70s and ’80s nostalgia has fueled plenty of beautiful C10 customs.
1973–5 C10 Blazer
Average #3 (Good) value: $13,550
First-gen Blazers, along with first-gen Broncos, are among the most collectible vintage 4x4s, and prices reflect that. The second generation of Blazer, which lasted from 1973 through 1991, can also get pricey. However, there are plenty that are still affordable, if you’re willing to forego the transfer case and opt for a two-wheel-drive model.
These early second-gen models share their powertrains with their pickup brethren, but what the 1973–5 Blazers have that their pickup and even later Blazer brethren do not are fully removable tops. Like the 1969–72 first-gen Blazer, these early square-body Blazers have removable tops from the windshield pillar back and doors without window frames, making them rather unique.
In 1976, Blazer moved to a removable calf-cab top that worked with full doors. Fewer leaks, sure—it’s just not quite a convertible.
1976–7 International Harvester Scout Terra and Scout Traveler
Average #3 (Good) value: $16,850 (Terra) $18,250 (Traveler)
Adding 18 inches of wheelbase to the International Harvester Scout II created the Scout Traveler, a narrow SUV that International Harvester offered to give buyers more cargo room and take a shot at the larger SUVs on the market from Jeep, Mopar, GM, and Ford.
The Traveler presents a vastly different profile thanks to its sloping hatchback rear. Ditch that hatchback for a half-cab and you got the Terra, a compact pickup. The wheelbase, at 118 inches, is almost identical to that of a current Jeep Wrangler Unlimited, and the overall length is similar as well. That might make it a good size for some off-road trails, but there is some bad news here.
Like the Blazer we previously mentioned, the affordable versions of the Terra and Traveler are the 2WD, less suited for off-roading, but no less handsome. With almost a wheelbase almost identical to a Wrangler’s, perhaps a wrecked Wrangler could give the Cornbinder a new lease on life with a chassis swap?
1984–8 Toyota Pickup
Average #3 (Good) value: $12,225
Back before the Tacoma split off from the Hilux family tree, American compact pickup buyers got the same rugged little truck as every other Toyota buyer around the world. These are truly mini trucks and are quite cozy in standard-cab form. An Xtra cab option offers up more space but no extra seats, not even center-facing jump seats.
These nimble trucks have modest but reliable four-cylinder engines and the early 4×4 models in particular (1984 and 1985) are prized for their solid front-axle suspensions. Whether you want to build a Back to the Future 4×4 clone or parts-hauler for your other projects, these pickups require only simple repairs thanks to their readily available engine parts.
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Where do you find an F150 that the frame isn’t sagging.?
Next to the non-existent C10 with its rotted body.
How about a Datsun or Nissan?
Good question. A quick web search turned up a 1989 4WD Hardbody that recently sold for a bit more than $5,000. The photo looked pretty nice. That’s only one data point, though. I owned one once, and it wasn’t a bad little truck. I put 190K on it and in that time it needed the driveshaft center bearing support replaced twice and the spacer under the fuel injector body replaced once.
I have a 1999 Dodge 3/4 ton. Bought new. Just about new condition. Have only had to replace the dashboard. Regular cab. Long box. Didn’t want to give me much on a trade in so I kept it and parked it. Get it out for about a month in the summer. It’s been undercoated. I love it even though the dealership didn’t because it’s not 4 wheel drive.
Where’s the stories about Corvairs!
Too old for this article.
Am I the only one who grew up in a time/pace where pickups were the lowest priced things you could buy and were not very comfortable. The cab limited how far the seat could go back.
and you could buy them without a rear bumper and pick up a cheap step bumper at JC Whitney. All of that ended about 1990 when they got popular with the country club crowd.
I remember those days. My parents bought an 88 extended cab F-150 new in late 87. By the spring my dad had rolled the driver’s side of the rear bumper under jack-knifing a trailer. They replaced it with an aftermarket one that looked like it was made out of old battleship plates. Never put another dent in the bumper for the next 20 years.
I really like the CST years and the NBS years….
Women Will Leave You
And Your Best Dog Will Die…
I Love My Truck
It’s Parked Right Outside
Ain’t Got Much Luck
But I Dam Sure Got A Ride!
I had one of the ’85 model 4WD Toyotas. I loved it. I’ve read that they rusted out rapidly, but I didn’t own it long enough for that to happen with mine. The one thing I hated was that using the four-wheel drive cut the mileage in half.
All better than anything today, BUT just try to find one that isn’t rusted to oblivion, beat to death or that hasn’t been hotrodded/customized. Stock is better. Good luck finding at the price listed either.
I did pre delivery inspections at a Chrysler dealership during the 70’s into the 80’s. The pick up drive train was pretty solid but the fit and finish was AWFUL. I spent two days on a 78 Ram Charger trying to get the doors, hood, and gate to properly close. The preps paid $20.00. The customer special ordered it in and required delivery on a Friday. He was very lucky in two regards. He didn’t get hurt and he totaled the Ram charger that weekend hunting when he missed a turn and went off a cliff. I still drive a Dodge.
These are always the first vehicles I look for at shows. Not to be disrespectful but, 99 Camaros, Z28’s and Firebirds at a car show doesn’t do it for me anymore. Variety is good.
I don’t know were the 20K came from, my 83 Hi-lux was listed at 25K five years ago, pre-pandemic panic pricing and had an un-solicited offer at a show for that amount.
We still have our 2001 GMC C3 and love it
Frame sagging F150’s is mostly an urban legend. Some people can break anything, and that model truck was criticized for being lighter than previous models, but that didn’t necessarily mean they were weaker. I had the first year (1980) of that style, with the infamous drilled out early frame for lightening, and it was a lot more rigid than the 1972 F250 I now have
I currently have an 85 F250, 86 F150, and a 95 F150, none with sagging frames. Add to that list the beater F150s and 250s from the 70s and 80s I’ve had in the past, all being 25+ years old at the time I had them, and none of them had sagging frames either. Come to think of it, the sagging frames I notice around here are usually the Chevrolet C/K trucks from the 89-98 years. They don’t appear to be any fault of the truck though.
My parents drove a 1980 F-150 single cab long bed for 8 years and then an 88 F-150 for nearly 20. Neither had frame issues. The 88 had issues in the mid 90s with peeling clearcoat on the hood and cab roof and a finicky transmission. Ford actually replaced both for free even though the truck was out of warranty (they had sent my parents a survey card about the truck in 94 or 95, and then after my dad mentioned the issues, they fixed em free).
Any Ram chargers, Scouts or Blazers in good condition for under 20K, give me a call. I’ll be all over them.
The 1980 IH Scout II with turbodiesel is an interesting one to look for. See the DIESEL badge high on the front fender, and the 1980 had rectangular headlights. I bought a 2 year old 1980 diesel in 1982 and drove it 20 years. Last year of the Scout, and the only year when the 198 inch Nissan 6 cylinder boat and forklift motor was turbocharged. The naturally aspirated diesel came in the Scout in 1995 and they sold only around 1,000 per year, probably to farmers and ranchers. Very low powered. The turbo motor had 101 hp of urge, just enough to get out if its own way. Sales spiked to 5,400 and I heard Denver was the biggest market. Mine had been ordered by a college student in Reno, custom color combo of green with light gray removable steel top. It was odd because she ordered the 4 speed wide ratio tranny one normally desired for the 345 gassers that had more torque. Most diesels came with a close ratio tranny which was better for keeping the engine on the boil. These were manuals. The wide ration tranny was valuable to off roaders because of the low first, so I made a trade. Used diesel Scouts were in high demand in the early 1980s due to a fuel crunch. They got 24 mpg while the IH 345 gasser and the bigger SUVs from Ford, GM, Dodge got less than 15. The owner was living in San Francisco at the time and advertised in the SF Chronicle. I was the first to make an offer and buy it. When I went to pick it up, she said she got calls from as far as Los Angeles. I think when you find these diesels they will not be as worn out as the typical gas Scout. The diesels are more likely to have only been street driven.
Where’s the ’80-’96 Ford Bronco in your estimation? I had a new ’83 XLT which I was always sorry for selling after 17 years of ownership. About four years ago I decided to have another Bronco experience and bought as beautiful ’95 XLT. Great vehicle! Are they not in the price range you stated or what?