Graham Brothers
built a one-ton pickup (shown) and a 1 1/2 ton pickup in 1925.
The one ton Model BB with a closed cab as shown sold for $1,345.
It's wheelbase was 130-inches, it was powered by the 212 cubic
inch four cylinder Dodge Brothers engine mated to a 3-speed transmission.
Its payload rating was 2,000 lbs. Its pickup body model number
was 253 and the closed cab model number was 205. (Don Bunn)
Segment II: 1929 - 1932, Early Chrysler
Pickups
| This
segment of Dodge truck history consists of that short period of time
between when Mr. Chysler purchased the Dodge Brothers Company and
when Chrysler released an all-new series of trucks designed and engineered
by Chrysler employees. |
Chrysler Corporation
began production of Fargo trucks in August 1928 and ceased production
in November 1930. A 1929 Fargo half-ton Packet Panel is shown. It
was powered by a four cylinder engine and featured 4-wheel hydraulic
brakes. It sold for $845 in its prime. Photo:
DaimlerChrysler
The half-ton
Merchants Express Panel was new in 1928, a 1929 model is shown.
Its wheelbase was 109-inches. It was powered by the 175.4 cubic
inch four cylinder Plymouth engine mated to a 3-speed transmission.
Its load space was six feet long through two full-length rear doors.
Wood spoke wheels were standard equipment. Photo: DaimlerChrysler |
Mr.
Chrysler founded his company in 1925; in 1928 he purchased Dodge Brothers
and introduced three new nameplates -- Plymouth, DeSoto, and Fargo
trucks. The three new nameplates were started from scratch. The plan
was for Plymouth to compete against Ford and Chevrolet; DeSoto would
have been positioned between Plymouth and Chrysler but with the addition
of Dodge, DeSoto was slotted between Dodge and Chrysler. Fargo trucks
were designed and engineered to be the corporation's truck line. These
trucks had no relationship to Dodge trucks. They shared engines and
other mechanical and sheet metal parts with DeSoto and Plymouth. Fargos
were exceptionally good looking trucks. Chrysler dropped the Fargo
line after the 1929 model year. The name continued for many years
as a badge engineered Dodge truck sold in Canada and for export. |
| It
was the Dodge Brothers' practice to begin their new model year on
July 1. Mr. Chrysler closed on his purchase of Dodge in early July
1928. Consequently the 1929 model Dodge trucks were designed and engineered
by the "old" Dodge Company. Interestingly the first ever
half-ton Dodge pickup was the 1929 model, the "Merchants Express".
It was a companion model to the half-ton Merchants Express panel which
was new in 1928. Both trucks were, for their time, exceptionally fast
and handsomely styled. At the beginning of the 1929 model year the
entire Dodge car and truck lines were powered by six cylinder engines.
The largest 1929 Dodge truck was a big, powerful three-ton which featured
a 241 cubic inch, 78 horsepower six cylinder with a heavy duty 4-speed
transmission and 4-wheel hydraulic brakes. |
The first Dodge
half-ton pickup was the 1929 Merchants Express pickup (shown). Its
short five foot wooden cargo box was covered with steel. Its drivetrain
was the same as the Merchants Express panel. Photo: DaimlerChrysler |
| Late
in the 1929 model year the 45 horsepower 175.4 cubic inch four cylinder
engine became the standard engine for half and 3/4 ton trucks. The
four cylinder engine was from Plymouth and before that from Maxwell.
Maxwell was the predecessor company to the Chrysler Corporation. The
208 cubic inch, 63 horsepower Dodge six was standard for one-ton trucks
and the 241 cubic inch engine was standard for 1 1/2, two, and three-ton
trucks. In 1929 Dodge built 1/2, 3/4, one, 1 1/2, two, and three-ton
pickups in 6,7,9,10, and 12 foot body lengths. The larger models had
the dual rear wheel option. |
Dodge powered
a 1 1/2-ton series in 1932 with the 196 cubic inch 4-cylinder engine.
The pickup shown has a 131-inch wheelbase with a 99 1/4 inch long
cargo box. A 212 cubic-inch 6-cylinder powered engine was an option.
The four sold for $695 and the six sold for $765. Photo: Don
Bunn
This 1932 Dodge
half-ton pickup was the last model of this type of truck. Actually
this style was sold early in model year 1933 before the new trucks
began rolling of the assembly lines. It was powered by the 196 cubic
inch L-head engine mated to a 3-speed transmission. Its cargo box
was only 5-feet in length. Photo: Don Bunn |
During
the 1921 model year Dodge entered into an agreement with the Graham
Brothers Company whereby Graham would manufacture trucks of one-ton
capacity and larger to be sold exclusively through Dodge dealers.
These trucks were built in Graham plants using engines, transmissions,
frames, front axles, and front end sheet metal built by Dodge and
cabs and bodies built in Graham plants. This relationship worked so
well that Graham Brothers became a division of Dodge Brothers on October
6, 1924. In November 1925 Dodge Brothers bought a 51 percent majority
position in Graham Brothers. Late in 1926 the name plates of all trucks
changed from Dodge Brothers Graham Brothers (no change was made in
the product). As soon as possible after purchasing Dodge Brothers,
Mr. Chrysler changed the name plates on all trucks back to Dodge Brothers
-- early in January 1929. |
1933 - 1935: Glamour Pickups
The 1933 Dodge Commercial Express (pickup) sold
for only $450 FOB Detroit. Its load compartment was only 62 3/4-inches
long, 45-inches wide and 15 1/2-inches high to the top of the flareboards.
It was powered by the 70 horsepower 190 cubic inch L-head six. All
Commercial Cars were equipped with a 3-speed transmission. On the
right is a 1 1/2-ton Dodge chassis cab with a beer delivery body.
(Photo: DaimlerChrysler) |
| We
have to admire Mr. Chrysler simply for the fact that his company survived
until 1933. Chrysler Corporation was then only eight years old and
half of that time occurred during the Depression years. Mr. Chrysler
was always the optimist and he continued to spend for research and
development even when the economy looked its bleakest. The Depression
hit its lowest level in 1932, total truck production was about half
of what had been produced in 1931, which in itself was a disaster. |
The 1933 Dodge
Commercial Sedan sold for $555 retail FOB Detroit. The Commercial
Sedan was a two-door Dodge Sedan with a large door cut in back,
with blanked out rear side windows and the rear wheel removed. Its
drivetrain was the same as the pickup's. Note its rear-hinged "suicide
doors." Its load compartment was 56 1/2 inches long. (Photo:
DaimlerChrysler) |
Dodge's famous
double level Commercial Panel was an industry exclusive. Dodge built
this model from 1933 to 1938. Its retail price in 1933 was $540
FOB Detroit. (Photo: DaimlerChrysler. |
| Chrysler
launched a modern re-engineered and restyled truck line in 1933 which
was, in the minds of many, one of the best styled truck lines Dodge
ever offered. All light-duty trucks (half-ton models) in those days
were passenger car based. That is light trucks were built on an auto's
chassis and differed only in that they were equipped with larger tires,
wheels, axles, and springs. The Glamour Era pickups were no exception,
this was the last Dodge light-duty truck series built on an auto's
chassis, however. The front end appearance of the 1933 Dodge car and
light truck were the same. Keep in mind too that the next larger truck
up from the half-ton was a 1 1/2-ton. The industry sold many more
1 1/2-ton trucks in those days than half-ton models. For example in
1933 the industry sold a total of 99,813 trucks less than 1 1/2-ton
capacity and 228,238 1 1/2-ton trucks. |
The last new
Commercial Car models introduced in the 1933 model year were the
Commercial Canopy, shown, and the Commercial Screenside. The Screenside
model had theft proof screens on both sides and the rear to protect
the load. (Photo: DaimlerChrysler) |
The
first new 1933 Dodge Commercials, the chassis cowls, and the Commercial
Sedan (sedan delivery), were introduced in January 1933. The Commercial
Express (pickup) and the Commercial Panel followed in March 1933.
The Sedan and Express models were built in a 111 1/4-inch wheelbase,
the Panel on a 119-inch wheelbase and the chassis cowls on both. The
Commercial Express' cargo box was constructed entirely of steel including
its floor. |
| Beginning in
the late 1920s Dodge trucks differed from its two major competitors
in that they were powered by corporate engines as opposed to division
engines as was true at Chevrolet and Ford. Ford trucks did not use
an engine other than a Ford car engine until 1948 (the exception
was a four cylinder tractor engine that was an option for the early
1940s light trucks) and Chevrolet did not deviate from their car
engine policy until 1959 when they used a big Buick V-8 in their
largest trucks. From 1933 on, Dodge trucks employed engines from
the Chrysler, DeSoto, Dodge, and Plymouth Divisions. It should be
pointed out, however, that all engines used in trucks were built
with premium features in order for them to perform under extreme
service. The more demanding the service the engine was expected
to perform the more premium features it had. |
The early production
1935 Dodge Commercial Express was outwardly unchanged except the
front bumper's ends were tapered. The pickup shown had optional
wooden spoke wheels. This truck was equipped with a chrome plated
radiator grille and headlight shells. (Photo: DaimlerChrysler) |
All Commercials
were powered by the new 190 cubic inch L-head six cylinder Plymouth
engine, the only transmission available was a 3-speed. This was
the same basic flat head six cylinder engine used in conventional
Dodge trucks through 1960.
Dodge also built
a 1 1/2-, two-, and three-ton trucks during the Glamour years. A
1 1/2-ton pickup was not offered in 1933 but a 1 1/2 ton pickup
with an 8 1/2-foot cargo box was a standard model in 1934 and 1935.
|
The second
series Dodge Commercial Express shown had the new cab with
front hinged doors and a solid steel cab roof. In 1934 the
engine in all Commercial Cars was changed to the new 70 horsepower
201 cubic inch L-head six. This truck was equipped with steel
spoke wheels. Dodge also built 1 1/2, two-, and three-ton
trucks during the Glamour years. (Photo: DaimlerChrysler) |
The 1934
model trucks continued without change from 1933 except that
the Commercial Car's engine was increased in size to 201 cubic
inch. The engine was re-engineered with full height water
jackets for better cooling.
A restyled
cab was new in mid-year 1935. It featured front hinged doors
and a full steel roof. This cab was used through the 1938
model year. |
|
1936 - 1938: Fore-Point Pickups
| Dodge
truck sales hit rock bottom in 1932, but so did the rest of the industry
as this was the year which proved to be the worst of the Great Depression
. Fortunately Chrysler's fortunes reversed and sales increased by
a factor of eight during the Glamour years of 1933 to 1935. Mr. Chrysler
was never one to sit still. His company fielded an interesting, modern,
and advanced line of trucks in 1936. |
A new 1936 Dodge
Fore-Point half-ton pickup is shown on the left. Note the front-end
differences between it and the two 1933-1935 trucks to its right.
Notice how the radiator grille of the 1936 truck has been moved
ahead of the front fenders. The new pickup shown is a rather deluxe
model as can be seen by its chrome plated radiator shell and headlights.
Highland Park, Michigan is the suburb of Detroit where the Chrysler
Corporation was located until the 1990s. The Fore-Point half-ton
pickup featured a new six-foot long all steel cargo box. The list
price of this pickup was $500 delivered at the factory. (Photo:
DaimlerChrysler) |
| The
new trucks featured Fore-Point load distribution which was a fancy
term marketing used for their construction. Dodge engineers moved
the front axles forward which shifted the load forward in relation
to the axles. This way the front axles carried more of the load's
weight than previously able. Fore-Point resulted in greater stability
and allowed for a minimum over-all length. |
This 1936 Dodge
half-ton pickup, Commercial Express was its official name, is shown
outside the factory. The factory was located in Detroit at that
time, not in Highland Park. The truck shown has a special paint
scheme. The standard practice was to paint the four fenders, running
boards, the filler panel located between the running boards, and
the cab and cargo box black. The factory applied the special paint
on this truck per the customer's specifications. (Photo: DaimlerChrysler).
|
Another
major change in the construction of 1936 light-duty trucks was the
adoption of a truck-type frame featuring parallel side rails with
double drops and five heavy cross members. Moving the front axle forward
and the change to a truck-type frame meant that for the first time
Dodge half-ton commercials were real trucks. The Commercial Sedan
(Sedan Delivery) was the only exception as it was a modified 2-door
Dodge sedan. |
| The
half-ton trucks had a 116-inch wheelbase which replaced the 111 1/4-
and 119-inch wheelbase of the 1935 series. By shifting the engine
and cab forward the CA (cab-to-rear-axle) dimension of 37 11/16-inches
permitted the use of a 72-inch body for excellent load distribution.
The half-ton
models continued to be powered by the 70 horsepower 201 cubic inch
L-head six cylinder engine. The 3-speed synchro-silent transmission
was easy to shift with a floor mounted lever. Rear axle ratio options
included a 3.7 and 4.1 to 1 for excellent performance. Standard
tire size was 6.00x16s. |
| Late
in the 1935 model year Dodge began offering a 3/4 to one ton
truck series. These trucks were simply 1 1/2-ton trucks built
with lighter/smaller wheels, tires, and springs. Body models
offered included a pickup, panel, canopy, and screenside. The
same models continued into the Fore-Point series. What is interesting
is that the same truck, whether rated as a 3/4-, one-, or 1
1/2-ton, sold for the same price. |
This 1936
Dodge 3/4-1 ton panel is typical of the 3/4-1 ton series which
was introduced in the 1935 model year. As you can see this
truck was built down from a 1 1/2-ton truck. A pickup, canopy,
panel, and screenside made up the entire 3/4-1 ton model line.
These trucks were part of the light-duty series. (Photo: DaimlerChrysler) |
|
All 1937
Dodge trucks were given this modern "high safety"
instrument panel. The entire cab interior was trimmed in an
attractive gray material and the instrument panel was painted
gray. At the center bottom of the dash were located the control
knobs for headlights, throttle, choke, and panel lights. (Photo:
DaimlerChrysler) |
Maximum
gross vehicle weight rating for the 3/4-ton series was 5700
pounds, 6200 pounds for the one-ton, and 7000 or 9500 pounds
for the 1 1/2- tonners (with single or dual rears). All models
were equipped with the same 201 cubic inch six cylinder engine,
4-speed transmission, and 10-inch clutch.
The 1937
Dodge trucks carried over with only minor appearance changes
but they featured an entirely new instrument panel. The new
panel was quite attractive and boasted of being "high
safety" for all its controls were set flush, no knobs
or controls projected from the dashboards to cause injury
in case of a crash. |
|
| Early
in 1937 Dodge management introduced a new 3/4-1 ton series. The series
differed from the previous 3/4-1 ton models in that the new trucks
were styled with the same look as the half-ton trucks; not as lighter
models of a larger truck. Models offered included a panel, pickup,
canopy, and screen. Dodge 3/4-1 ton trucks were available on both
120- and 136-inch wheelbase chassis designed for mounting seven or
nine-foot bodies. |
The 1937 Dodge
Commercial Express had almost the same appearance as the 1936 model
except that its grille bars were horizontal rather than vertical.
This truck rode on a 116-inch wheelbase and featured the new 218
cubic inch L-head six cylinder engine which it shared with all light
duty 1937 trucks. (Photo: DaimlerChrysler) |
| A
75 horsepower 218 cubic inch L-head six cylinder was the new standard
power plant for 1937 / 1938 half-ton and 3/4-1 ton series. A 3-speed
transmission was also standard for all light-duty trucks. |
Dodge introduced
a new 1937 3/4-1 ton series which included pickup, canopy, screen,
panel, and stake models. The pickup was built on two wheelbase lengths
of 120- and 136-inches with cargo boxes 7- and 9- feet long respectively.
All other models--canopy, screen, panel, and stake were built on
the 136-inch wheelbase only. The four men shown are inspecting the
new 1937 136-inch wheelbase pickup with a 9-foot box. As you can
see, the new 3/4-1 ton series had the same appearance as the half-ton
trucks. Standard drivetrain consisted of the 218 cubic-inch six
and a 3-speed transmission. (Photo Daimler Chrysler) |
| The only change
of note for 1938 Dodge trucks was a restyled grille. The Dodge truck
line also included a 1 1/2-, two-, and three-ton series and the
four-ton custom- built Airflow during the Fore-Point Era of 1936
to 1938. |
| The 1938 models continued
without change except for a new grille as shown on this 3/4-1
ton 136-inch wheelbase pickup with a side-mounted spare tire
and wheel. Dodge's complete truck line for 1938 consisted of
half-, 3/4-, 1-, 1 1/2-, 2-, and 3-ton models plus the custom-built
4-ton Airflow. (Photo: DaimlerChrysler) |
 |
|
1939-1947
Job-Rated Pickups
| This
is a very historically important segment of Dodge pickup history.
First the engineering and design work to develop a light-duty Dodge
military 4 wheel drive truck began in 1940. Second, the first light-duty
factory built 4WD pickup was introduced in 1946 (The Power Wagon will
be covered in a later segment). Third, these were the first pickups
to be assembled in Dodge Truck's huge, new trucks-only manufacturing
plant. Fourth, Dodge was the first of the Big Three truck |
A 1939
Dodge TC 116-inch wheelbase half-ton chassis cab with special
telephone body. The two-tone paint design shown was standard.
The dark color is black. It was powered by the 201 cubic inch
L-six engine. (Photo: DaimlerChrysler) |
manufacturers
to offer a diesel powered truck. It was all the more remarkable
because Chrysler engineered and manufactured its own heavy-duty
diesel engine. And lastly, these pickups are the most popular
pickup series with Dodge truck collectors.
The government
came to Dodge Brother Company in 1917 with a problem. They
asked the Dodge Brothers if they could build a French gun |
|
|
of a type never before manufactured in this country. This involved
not only constructing a special plant but also the designing and manufacturing
of specialty machinery and tooling. The brothers agreed to take on
the project and four months later they had the plant built, the machines
in place, and were producing guns. After the war ended the plant was
converted to a truck plant which stayed in continuous use until the
last 1938 model truck was built in November of that year. |
A 1939 Dodge
TD-21 133-inch wheelbase one-ton pickup with a 9-foot box is shown.
Note the "speed lines" on the lower rears of each fender.
This pickup was powered by the 218 cubic inch L-six engine. (Photo:
DaimlerChrysler) |
| It
was mandatory for a modern 1939 truck to featured streamlined styling.
In the later 1930s streamlining was a requirement for trucks, cars,
boats, planes, and trains and the new Dodge trucks were no exception.
Streamlining was evident in the new sloped windshield, long sleek
front and rear fenders with embossed "speed lines", and
a sharp "V" shaped grille. |
Dodge
engineers changed the 1939 pickup's floor construction from
all-steel to wooden planks with steel skid strips. This method
continued into 1985 when the last Utiline pickup was built.
For those of you restoring a cargo box of this type please
note the correct way to finish the wood is to paint it black
regardless of body color. Note too the left side taillight
and tailgate chains wrapped in a rubber-type material. (Photo:
Daimler Chrysler)
A 1940
Dodge VC 116-inch wheelbase half-ton pickup is shown. The
two clues that tell us this is a 1940 are its restyled grille
and the small parking lights on top of the headlight. Along
with the rest of the auto industry Dodge switched over to
sealed beam headlights in 1940. (Photo: DaimlerChrysler) |
From half-
to 3-ton models the new trucks featured a single distinctive
design. The 1939 pickups were new from the wheels up with
the exception of their drivetrains. Dodge engineers changed
to the 70 horsepower 201 cubic inch L-head six cylinder engine
for half-ton pickups; 3/4- and 1-ton pickups stayed with the
75 horsepower 218 cubic inch L-head six. This lineup remained
unchanged through 1941.
In this
Series Dodge sold the three basic pickups we are familiar
with -- half-, 3/4- and 1-ton models. Included a half-ton
116-inch wheelbase with a 7 1/2-foot box and two one-tons
on either 120 or 133-inch wheelbases with a 7 1/2- and a 9-foot
box respectively. A 1 1/2-ton pickup was offered in the 1939
to 1942 trucks on a 133-inch wheelbase carrying a 9-foot cargo
box. This was the one-ton pickup with larger wheels and tires.
|
|
| After
the War the 1 1/2-ton pickup was dropped and the one-ton was built
only on the 120-inch wheelbase chassis with a 7 1/2-foot cargo box.
Beginning in 1939 all Job-Rated pickups featured boxes with wood floors
covered with steel skid strips. |
| The
1940 model was given a revised grille. The grille design was changed
again in 1941 but this one continued through 1947 except that the
lower chrome strips were deleted after the War. |
| Dodge
engineers revised the light-duty truck's engine availability
in 1942. The 95 horsepower 218 six powered half- and 3/4-ton
pickups and the 105 horsepower 230 cubic inch six powered the
one-ton. No further engine changes were made through 1947. |
This is
a 1941 Dodge 4WD half-ton open cab weapons carrier pickup
with winch. (Photo: DaimlerChrysler) |
|
If you can find
a prettier pickup than this 1941 Dodge WC half-ton you should buy
it. Note its overall one-color paint design; this was the first
year for the cowl mounted parking lights; the new grille; the horizontal
chrome bars on the lower grille are found only on 1941 and 1942
model trucks. The WC model designation continued through 1947. (Photo
DaimlerChrysler) |
The evolution
of Dodge-built light duty trucks is clearly seen in this photo.
On the right is a 1940 half-ton command car with civilian front
sheet metal, in the center is a 1941 half-ton command car with military
style front sheet metal and on the left is a lower and wider 1942
3/4 ton command car. Over 255,000 of the 3/4 ton series were built
during World War II. (Photo: DaimlerChrysler) |
 |
The
WC pickup shown was built in March 1945. It was called a "blackout"
model, that is the items normally chrome plated were painted.
Chrome was again used on the 1946 models. (Photo: DaimlerChrysler) |
|
1948-1953
B-Series Pickups
| The
B-Series trucks were by far the finest and most advanced pickups of
their day. This may seem like a bold statement in light of the fact
that Chevrolet and Ford both announced important new truck series
at the same time: Chevrolet in June 1947, Dodge in December 1947 and
Ford in January 1948. The three auto divisions announced their first
post War automobiles as 1949 models. |
This Dodge
B-1-B-116 half-ton 116-inch wheelbase pickup with less than
25,000 miles is an original truck including its tires and
muffler. It is painted dark green with a black 6 1/2-foot
cargo box. This was the standard paint design during the B-Series
years. This 1949 model is typical of years 1948 to 1950. You
can see the truck at the Walter P. Chrysler Museum. (Photo:
DaimlerChrysler)
This 1950
Dodge B-2-C-116 3/4-ton pickup was owned by the author. It
had the 218 cubic inch L-six, a four speed transmission and
overload springs. It was a great truck! (Photo: Don Bunn) |
Lets take
a look at the B-Series truck features which put Dodge ahead
of the competition. First of all was its advanced, handsome
cab styling. Dodge designers referred to it as the Pilothouse
safety cab. This was in reference to the improvements in visibility
over the previous cab. It was achieved from Chrysler's famous
"chair height" seat and from improved driver visibility
through the higher and wider windshield, door glass and rear
window. New optional cab rear quarter windows eliminated those
former dangerous blind areas.
Secondly,
Dodge engineers set the front axles and wheels of all models
eight inches further back than the former trucks and moved
the engine slightly forward (similar in concept to 1936-1938's
Fore-Point load distribution). |
|
| As
before this resulted in shifting more of the payload to the front
axle and allowed greater payload ratings without adding more weight
to the rear axle and springs. |
| A
significant improvement in driveability was achieved by changing
over to a cross-steering arrangement. Cross-steering, in combination
with the new wide tread front axle, provided a 37-degree turn
angle either right or left because the drag link ran almost
parallel with the front axle and did not interfere with the
left front tire on left turns. The B-Series featured long flexible
springs and shock absorbers to provide a comfortable, controlled
ride. If you want to treat yourself to a real pleasure, find
a restored B-Series pickup and take it for a test drive. You
will prove to yourself how maneuverable and easy to steer and
drive these remarkable trucks are. You will be amazed that a
50 year old truck could deliver this level of driveability. |
This 1948
Dodge one-ton B-1-D-126 pickup carried a 9-foot box. It was
powered by a 230 cubic inch L-six. (Photo: Dick Copello)
The author
owns this 1952 Dodge half-ton B-3-B-108 high-side pickup.
He purchased it in 1973 and completed its restoration in 1980.
Since then it has clocked 5,088 miles. This grille is typical
of 1951-1953 trucks. (Photo: Don Bunn) |
|
| The
B-Series advanced design highlights included modern, cab-wide front
fenders. Notice for yourself how the front fenders of the Other Two
retained the old fashioned 1930s style. Dodge designers brought the
lines of the front fenders back and smoothly integrated them into
the cab doors.
You know the
B-Series pickups are hard working, heavy haulers by their new extra
deep cargo boxes. The cubic capacity of cargo space was greatly
increased from the former pickup series. Dodge B-Series pickups
were famous for moving loads, consequently most B-Series pickups
were sold with 4-speed transmissions and overload springs. |
 |
When
this retired fire truck was found by the author in 1988 it had
only 7,000 miles on it. It is a 1953 Dodge 3/4-ton pickup model
B-4-C-116. Its fenders were new for 1953. It was powered by
the 218 cubic inch L-six coupled to a 4-speed transmission.
(Photo: Don Bunn) |
|
Drivetrains
for the B-Series were unchanged from the 1947 -- they consisted
of the 95 horsepower 218 six for half- and 3/4-ton trucks and the
102 horsepower 230 six for the one-tons. A 3-speed transmission
was standard for all models and the 4-speed was optional.
The half-ton
pickup's wheelbase was 108-inches and its cargo box was 6 1/2-feet
long. The 3/4-ton's specs were 116-inch wheelbase and 7 1/2-foot
cargo box. The one-ton included a 116-inch wheelbase and a 126-inch
wheelbase with a 7 1/2- and 9-foot cargo box respectively. |
 |
Dodge
built two one-ton B-Series pickups. A 1953 one-ton B-4-D-126
is shown. It has a 126-inch wheelbase and a 9-foot cargo box.
Its drivetrain consists of a 230 cubic inch L-six and a 4-speed
transmission. (Photo: Dick Copello) |
|
| 1954-1956
C-Series Pickups | |
| C-Series
pickups will be known forever as the first V-8 powered Dodge trucks.
The thoroughly modern lightweight, compact 241 cubic inch Power-Dome
V-8 engine featured overhead valves, 145 horsepower and 215 lb. ft.
gross torque at only 2,400 rpm. It was optional equipment for all
light-duty trucks. The dependable Dodge L-head 218 ci, 100 horsepower
six continued as standard equipment for half- and 3/4-ton models.
The 230 CI, 110 horsepower L-head six was the standard engine for
one-ton trucks. |
The 1952
B-2-B-108 half-ton pickup sitting beside a 1954 C-1-B-108
shows us at a glance the big difference in style and lower
overall height between the two series. (Photo: Don Bunn and
Beth Schafer)
The low-side
cargo box seen on this 1954 C-1-B-108 half-ton pickup was
standard for all half-, 3/4- and one-ton C-Series pickups.
The high-side box was an $8.75 retail extra cost option. |
Overshadowing
the light-duty V-8 were the Hemi V-8 engines powering medium-
and heavy-duty trucks. Dodge engineers released three Hemis
for these trucks. The small Hemi used in 1 1/2-, 2-, and 2
1/2-ton trucks was the 133 horsepower 241 CI V-8 producing
220 lb. ft. gross torque. The big Hemi engines were standard
in 2 3/4-, 3- and 3 1/2-ton trucks. These 331 CI V-8s had
either a single or double barrel carburetor. Power outputs
were 153 and 172 horsepower and 268 and 294 lb. ft. torque
respectively. These engines gave buyers of Dodge heavy-duty
trucks higher average highway speeds and better performance
in hilly country driving a low-priced truck than was available
if they had purchased one of the high priced trucks. |
|
| C-Series
trucks featured all-new modern styling. They were new from the frames
up. Wheelbases remained the same as before. The new frame design permitted
maximum front wheel clearance to maintain Dodge's industry leading
maneuverability and tight turning radius. Dodge engineers curved the
frame rails forward of the front axle inward to permit the front wheels
to turn tighter. The cab sat lower on the frame for easier entry and
exit and featured vastly increased glass areas for excellent driver
visibility and thus safety. The single piece curved windshield was
a modern styling touch. |
Dodge's
pickup lineup continued the B-Series' pattern, that is 6 1/2-
and 7 1/2- foot cargo box for half-ton pickups, a 7 1/2-foot
for the 3/4-ton model and 7 1/2- and 9-foot boxes for the
one-tons. The big one-ton's boasted of a maximum payload capacity
of 4,250 lb. The 9-foot cargo boxes' cubic capacity was a
whopping 67 1/2-cubic feet.
|
This rear
view of a 1956 Dodge B-3-B half-ton pickup affords an excellent
view of its new cab-wide wraparound rear window. (Photo: Clayton
Miller) |
|
| As a midyear
1955 model Dodge engineers introduced a seriously revised cab with
a "Pilot-House" or "Full-Circle" wraparound
windshield and cab-wide rear window for even better visibility.
The trucks were offered with the highest level of cab interior trim
and exterior ornamentation than any previously offered Dodge pickup.
New features included two-tone paint schemes and bright new upholstery
colors. The upscale cabs displayed new Custom and Custom Regal nameplates.
|
 |
The
"Forward-Look" emblem on this C-3-C-116 long box half-ton
pickup tells us it is a 1956 model. A left side mounted spare
tire was a factory installed option. (Photo: Bob Seymour) |
|
The dependable
218 CI L-6 engine which had powered half- and 3/4-ton trucks since
1942 was dropped in favor of the slightly larger 110 horsepower
230 cubic L-6. The 241 CI V-8, Dodge's first OHV V-8. These engines
continued through the 1956 model year.
Wheelbases and
cargo box lengths for half-, 3/4- and one-ton pickups remained unchanged
from 1954 through 1956.
Dodge engineers
broadened the light-duty truck's transmission offerings in 1955
to include a fully automatic PowerFlite transmission and a gas-saving
overdrive unit mated to the normal-duty 3-speed transmission. PowerFlite
was an option on all light-duty pickups, overdrive was limited to
the half-ton. |
1957-1960
Power Giant Pickups
Power Giant
pickups were a continuation of the C-Series pickups. C-Series frames
and wheelbases continued without change as did cabs and cargo boxes.
Changes in style from year-to-year were more or less limited to
the sheet metal from the cowl forward. As a matter of fact, the
Dodge truck cab which was new in midyear 1955 was used through the
1975 model year on most medium and heavy duty trucks and on heavy
duty trucks built for export only through the 1978 model year.
The four Power
Giant years can easily be divided into two segments of two years
each: 1957 to 1958 and 1959 to 1960. This division was due to the
addition of the new Sweptline cargo box in 1959. The traditional
narrow cargo box was continued without change. The Sweptline cargo
boxes' differed in lengths as well as widths from the old box, but
we will get into those details later. |
Note the "100"
model number plate on the fender of this 1957 Dodge half-ton pickup.
This was the first year Dodge used the industry standard nominal
rating system -- D100 through D900. |
The
standard 230 cubic inch L-six engine's output was increased to 115
horsepower in 1956 and to 120 horsepower in 1957. It continued as
the standard engine for all light-duty trucks through the 1960 model
year. A new 204 horsepower 315 cubic inch V-8 engine became the optional
engine for all 1957-1958 light-duty trucks.
A new light-duty
engine was introduced for the 1959 trucks. This was the first 318
cubic inch V-8 rated for 205 horsepower in 1959 and for only 200
horsepower in 1960. Dodge's famous Hemi engine saw its last duty
in medium- and heavy-duty trucks in the 1959 model year.
Dodge designers
introduced an all new front appearance -- from the cowl forward
-- for the 1957 pickups. The new look was part of Chrysler Corporation's
"Forward Look" design for all Corporate vehicles. |
Left to Right:
A 1958 Dodge D100 half-ton pickup, a D100 half-ton Town Panel and
a half-ton Sweptside pickup. Note its full chrome wheel covers,
grille bars, hood-side chrome trim, chrome side spears running from
hood to the rear fenders and bumpers. This Sweptside also has the
big back window. |
Other important
new features for the 1957 trucks included for the first time ever
a full opening hood, power steering, power brakes, 12-volt ignition
system, tubeless tires and push-button LoadFlite automatic transmission.
The only new models (we will cover the new Power Wagon in a later
segment) for 1957 were the interesting Dodge Sweptside half-ton
pickup and the Town Wagon, a Suburban-type cargo / people mover.
The Sweptside was designed to give Dodge dealers something to sell
against Chevrolet's Cameo and Ford's Ranchero.
Half-ton 1957
Dodge pickups had either a 6 1/2- or 7 1/2-foot cargo box on 108
and 116-inch wheelbases respectively. The 3/4-ton pickup had a 116-inch
wheelbase and carried a 7 1/2-foot box. The one-ton rode on a 126-inch
wheelbase chassis and carried a 9-foot box.
Except for a
mildly restyled hood and grille, the 1958 pickups carried over without
further changes -- pickup models, engines, transmissions, wheelbases,
cargo boxes, etc. |
Dodge's first
cab-wide, smooth side Sweptline cargo box was new in 1959. Shown
is a 9-foot Sweptline D300 pickup. A flathead six was its standard
engine and the new 318 V-8 was optional at extra cost. |
| The
1959 pickups were given a fresh new grille design and concealed running
boards hidden behind the cab doors. The optional Power Giant engine
was upgraded to a 205 horsepower 318 cubic inch V8. The important
new 1959 model was the Sweptline pickup with a smooth, cab-wide cargo
box for half-, 3/4- and one-ton pickups. The half-ton 108-inch wheelbase
Sweptline and Utiline, featured a 6 1/2-foot cargo box, but the 116-inch
wheelbase Sweptline had a 8 1/4-foot box compared to a 7 1/2-foot
box for the Utiline pickup. Inside widths for the two types were 54-
and 70 1/4-inches respectively. The 3/4-ton Utiline and Sweptline's
boxes were the same sizes as that of larger half-tons and the boxes
for the 126-inch wheelbase one-tons were 9-feet long. Dual rear wheels
were offered for the one-ton Utiline only which gave it a maximum
GVW rating of 9,000 pounds. |
The half-ton
1960 Dodge D100 Sweptline pickup was sold with either a 7 1/2-foot
cargo box, shown, or a 6 1/2-foot box. |
| The
last year of the Power Giant Era was 1960. The only changes included
a new grille design, the 318's output fell to only 200 horsepower
and new suspended brake and clutch pedals. Pickup transmission options
continued to include the 3-speed synchro for D100; 3-speed synchro
with overdrive for V-8 D100s; 3-speed synchro HD, standard in D200
and extra for D100; 3-speed synchro extra-HD for D200 and D300; 4-speed
synchro standard in D300 and optional for D100, D200 models and LoadFlite
push-button automatic for all pickups. |
1961-1971:
Sweptline Pickups
After 13 model
years of highly maneuverable, short wheelbase, easy to drive trucks
Dodge engineers reverted back to the traditional method of light
truck chassis design. Dodge's new 1961 low-tonnage models featured
three new wheelbase lengths: 114-inches for the short box D100;
122-inches for the long box D100 and D200 and 133-inches for the
D300. These lengths compared to 108-, 116-, and 126-inch wheelbases
of the previous 13 model years.
The chassis
construction of all models featured new heavier and stronger straight
frame rails with six sturdy industry standard 34-inch cross members,
strong I-beam front axles, new wider and longer multi-leaf springs
at all four corners, heavy rear axles and Chrysler's superior Oriflow
shocks. All low-tonnage trucks featured wider axles to provide greater
stability and easier maneuverability. |
| The
Sweptline Pickup Series was the first to feature full-width,
smooth side, cab-wide cargo boxes. All Utiline boxes, with fenders
bolted to their sides, carried over without change. Standard
1961 Utiline box lengths were 6 1/2-, 7 1/2- and 9-feet, for
the Sweptline models 6 1/2- and 8-feet; a one-ton Sweptline
was not available. |
Sweptline
pickups sported a new grille design in 1962 which continued
through mid-year 1965. A 1964 Dodge D100 Utiline pickup is
shown. (Photo: Dave Mayer) |
|
The 1960 Sweptline
boxes were completely new. They were a full four inches wider than
before and featured 10 percent more cubic load space.
Two new six
cylinder engines replaced the former L-head sixes. The 170 cubic
inch 101 horsepower slant six was optional for D100s only and the
225 cubic inch 140 horsepower slant six was standard for D100, D200
and D300. The 200 horsepower 318 V8 was optional for all D100, D200
and D300 trucks. Dodge trucks beginning in 1961 featured alternators,
they charged the battery even when idling.
The 3-speed
LoadFlite pushbutton automatic transmission continued as optional
for all low-tonnage trucks. Other standard and optional transmissions
included a new 3-speed HD synchro; a 3-speed Extra HD 3-speed synchro
and a 4-speed synchro which featured a power take-off opening and
a floor shift lever. |
Dodge's
personal use Custom Sport Special pickup was new in 1964.
Shown is a 1964 CSS which has the High Performance Package
consisting of the 365 horsepower, 470 ft-lb. torque 426 wedge
V8, automatic, power steering and brakes, tach, dual exhausts
and rear axle struts. This like new, low mileage beauty can
soon be seen in the Walter P. Chrylser Museum in Auburn Hills,
Michigan. (Photo: Don Bunn). |
Two important
new 1964 trucks included the industry's first personal use pickup,
the Custom Sports Special, and the A100 compact trucks. The
CSS was an image pickup especially when equipped with the High
Performance package consisting of the 365 horsepower, 470 ft-lb
torque 426 wedge V8, automatic, power steering and brakes, tach,
dual exhausts and rear axle struts. |
|
The A100 pickup
only accounted for 3 percent of total compact truck sales, but the
compact vans and wagons were Dodge Truck's most important new products
ever.
The 1961's "weak"
grille design was replaced in 1962 and it lasted up to midyear 1965.
In fact no changes in engines, styling, models, etc. were made until
midyear 1965.
Second series
1965 trucks featured an all-new grille, single headlights, re-engineered
Sweptline boxes which featured full-depth double wall construction,
a full-width tailgate and a longer wheelbase. The long box half-ton
and 3/4-ton pickup's wheelbase was increased to 128-inches but the
box remained at 8-foot (6 1/2-foot short box). Utiline pickup's
wheelbase also increased to 128-inches. Utiline's cargo box lengths
were 6 1/2-, 8- and 9-feet. |
| No
engine changes were made through the 1966 model year. The standard
engine for the 1964 A100 was the 170 slant six. The 225 slant
six was an option. The 273 V8 became optional for the A100 in
1965. In 1967 the optional A100 V8 was upgraded to 318 lb. ft.
torque due to an increase in its compression ratio. |
This 1969
Dodge short box half ton Custom pickup is an all-original
18,000 mile like new truck. It is powered by the 210 horsepower
318 cubic inch V8 engine. (Photo: Ken and Carol Merten). |
|
The
258 horsepower, 375 lb. ft. torque 383 V8 became an option for D100,
D200 and D300 pickups in 1967. No other engine changes were made for
low-tonnage trucks through the end of the 1971 model year.
Dodge pickup's
front appearance changed for the better in 1968 with a new grille
design. Also new for 1968 was the sports-type Sweptline Adventurer
pickup. The glamorous Adventurer included custom carpeting, chrome
grille and exterior moldings, added insulation, hooded dials, wheel
covers, dual arm rests and available bucket seats with a center
storage/seating console.
New for 1969
was a redesigned hood, instrument cluster and controls, flipup glovebox,
contoured padded dash, and a deep-dish energy-absorbing steering
wheel. |
When photographed
in 1988, this 1971 Dodge half-ton Adventurer pickup still
looked good as new even though it was used to pull the horse
trailer shown. (Photo: Jim Benjaminson) |
The
1970 pickups had another new grille. The Adventurer model became
more refined inside and out. This was the last year for the
A100 pickup. The A100 compact truck line was dropped and replaced
with an all new compact van line. A pickup was no longer part
of the line. |
|
| The
last year for the Sweptline series was 1971. Because it was the last
year no changes of note were made in models, style, drivetrains, or
interiors. |
1972-1980:
Lifestyle Pickups Part I
| First off let's
define the term "Lifestyle" pickups. In the early 1970s
when Dodge engineers and designers developed this new pickup series
the nation was deeply immersed in travel and camping (the dreaded
first energy crisis did not hit until late in 1973). Pickups, SUVs
and station wagons served as tow vehicles for the family's travel
trailer or camper trailer. A travel trailer was the same as a motor
home except it wasn't self propelled and a camper trailer looks
like a tent on wheels and was usually of the hi-low-type. Pickups
were much better tow vehicles and they were more versatile. They
could also carry the popular pickup slide-on campers and the low
cost pickup cover (topper). The topper was good for carrying equipment
but was only marginal for sleeping; usually by hunters and other
outdoor lovers. In 1972 travel trailers had 33.3 percent of the
RV market, camper trailers 15.3, pickup campers 15.4, pickup toppers
21.5 and motor homes 14.5 percent. |
| As
you can see the pickup was a major player in the lives of many
Americans. Consequently Dodge engineered and designed the Lifestyle
pickups to take advantage of this huge market. Dodge engineers
had to walk a tight line. The new pickups retained all the traditional
truck toughness, towing and load carrying ability but yet meet
the family's demands for an easy-to-drive, comfortable, powerful,
attractive pickup with the amenities buyers expected from a
passenger car. For the first time women were involved in the
pickup buying decision. Lifestyle Dodge pickups met or exceeded
all these requirements. |
A D200
Camper Special Dodge pickup with a slide-on camper body was
a common sight on the nation's highways in 1972. When photographed
in 1998 this truck had only accumulated 25,000 total miles.
Its drivetrain consisted of the 318 V8 and an automatic transmission.
(Photo Don Bunn).
|
|
| The
largest engine available for 2WDs in 1972 was the 200 horsepower 400
cubic inch V8, for 4WDs it was the 180 horsepower 360 V8. A choice
of automatic or manual transmissions were available. The base engine
for all pickups was the 110 horsepower 225 cubic inch slant six, the
160 horsepower 318 cubic inch V8 was an option as were the 360 and
400 V8s. Dodge designers created a modern pickup with a luxurious
cab interior. Dodge built two types of pickups -- Sweptline or Utilines
-- in half-, 3/4-, and one-ton models in 2WD and 4WD configurations.
A 3/4-ton crew cab featured a roomy 4-door cab. Dodge began building
crew cabs in its own plants in 1963 which was an industry first. Prior
to this time the company had crew cabs built by outside conversion
firms. |
The Club Cab
was new in 1973. The Adventurer Club Cab shown was typical of model
years 1974, 1975 and 1976. (Photo: DaimlerChrylser) |
|
| A Dodge Camper
Special pickup was the option of choice for the family who carried
a slide-on camper on weekend trips. The hard working Dodge pickup
was very often used for business from Monday to Friday, then used
for weekend fun. Camper Special packages were available for D200
and D300 pickups. The packages consisted of a camper wiring harness,
a 70-amp battery, increased cooling, dual electric horns, oil pressure
gauge, Jr. West Coast mirrors, a sliding rear window and heavy-duty
flashers. |
| Wheelbases
of the new trucks were 115- and 131-inches for short and long
box half-tons, 131-inches for the 3/4-ton and 135-inches for
the one-ton Utiline. A one-ton Sweptline pickup was not available. |
The 1978
Dodge half-ton Adventurer standard cab pickup shown is a very
rare truck because it is 440 powered. (Photo Monty Montgomery)
|
|
In 1973 Dodge
introduced the best new idea in pickups since the fully-enclosed
all-steel cab of the mid-1920s -- the Club Cab. The entire pickup
buying public immediately embraced it. Everyone from the hard working
construction workers and tradesmen to families who used their pickups
for pleasure saw the advantages of carrying certain valuable items
inside protected from from the weather, theft or damage.
Dodge pickups
got a huge boost in performance when the optional 235 horsepower
440 cubic inch V8 was added as an option for 2WD pickups in 1974.
The 400 V8 was dropped. Transmission options continued to be 3-
and 4-speed manual transmissions (either Chrysler or New Process)
and the 3-speed Chrysler A727 automatic. |
Shown
is a 1980 Dodge D200 Crew Cab Sweptline pickup. It is powered
by a 318 V8. (Photo Don Bunn). |
Beginning
in 1975 and continuing through 1980, Dodge's pickup lineup consisted
of the D100 and D200 Utilines (the D300 Utiline was dropped),
D100, D200 and D300 Sweptline standard and Club Cab pickups
and D200 and D300 Crew Cab pickups. |
|
| The
400 cubic inch V8 was brought back as an option in 1976, 1977 and
1978. The Mitsubishi built 243 cubic-inch diesel was offered only
in 1978. D150 pickups were added in 1978. In 1979 the big block V8s
were dropped never to return. The Mitsubishi-built D50 mini-pickup
was also new in 1979. |
1981-1988:
Lifestyle Pickups Part 2
| The pickups restyled and repackaged for
1981 were the first new Dodge pickups developed during the tenure
of Lee Iacocca. They were the same basic trucks as before but with
all new sheetmetal, new cab interiors, new name badges and a new grille.
Dodge engineers specified the use of additional galvanized steel body
panels to make the pickups last longer and look good longer. An engineering
improvement of note was the new standard equipment automatic locking
hubs for 4WD models developed by Chrysler engineers and manufactured
by Borg Warner. |
| As a way to position Dodge pickups in the market
as strong, tough trucks the company adopted the new Ram symbol
and name for pickups and vans. The Ram symbol dates back to
1933 when the famous |
This one-ton
dually crew cab pickup's styling is typical of years 1981
through 1985. Power came from the 4-barrel 5.9 liter V8 (Don
Bunn) |
|
Dodge Ram hood ornament was first used.
The Ram ornament had been pretty much dropped by the mid-fifties.
Mr. Iacocca and his marketing / advertising firm deemed it was time
for the Ram to return as a symbol of the Dodge pickups' toughness.
A 2WD pickup was designated a Ram and the 4WD pickup was designated
a Power Ram. A rather attractive Ram hood ornament was placed on
the hood of all pickups and chassis cabs. |
The car based
Rampage pickup was new in 1982. It was powered by the 2.2 liter
4-cylinder engine. (DaimlerChrysler) |
Dodge's pickup lineup for 1981 consisted of D150, D250 and D350
2WDs and W150, W250 and W350 4WD models. D/W450 chassis cabs were
also offered. The imported D50 mini-pickup also continued. It may
well have been the best of the mini-pickups imported from Japan.
Standard cab and Club Cab models were offered in all series; 3/4-
and one-ton crew cabs were also standard models. Club Cabs could
be ordered with either 6 1/2 or 8-foot cargo boxes.
Engine options included the 3.7 liter 1-barrel (225 cubic inch)
slant six; the 5.2 liter 2-barrel (318 cubic inch) V8 and the 5.9
liter 4-barrel (360 cubic inch) V8. |
The 4WD Dodge
Power Ram 50 model was added to the company's import offerings in
1982. An optional 4-cylinder 2.3 liter turbodiesel was new in 1983.
(DaimlerChrysler) |
Two interesting new pickups for 1982 included the Rampage, the
first front-wheel drive pickup built by a member of the Big Three.
Rampage was built on the FWD Dodge Omni's 104.2 inch wheelbase chassis
and boasted of a payload capacity of 1,140 pounds. It was powered
by the company's 84 horsepower 2.2 liter four cylinder engine. The
other new pickup for 1982 was the imported Power Ram 50. It was
powered by a 2.6 liter four cylinder overhead cam Hemi engine. All
other pickup models continued without significant change from 1981.
Another new pickup in 1982 was the D150 Miser (Promotional) pickup.
It was Dodge's 2WD price leader and featured as standard the slant
six engine with a manual 4-speed overdrive transmission for maximum
gas economy. It was built on either the 115- or the 131-inch wheelbase
with a 6 1/2- or 8-foot Sweptline box. It proved to be a very popular
truck for those who preferred a full-size pickup but one with an
appealing low price and excellent fuel economy. It was so popular
a 4WD version was added in 1983. The Promotional pickups were changed
to the D/W100 series in 1984 and continued through 1988. |
| Beginning in 1983 Dodge management began a series
of steps which would enable them to continue building full size
pickups and add the midsize Dakota to the plant's mix in 1986
as a 1987 model. The first move was to drop production of Club
Cab pickups at the end of the 1982 model year. Ramcharger production
|
Dakota
pickups went on sale in July 1986 as 1987 model year trucks.
The author photographed this short-box Dakota in July 1986
in Rochester, MN. It was the first Dakota to arrive at local
dealers. (Don Bunn) |
|
was taken out of the Warren, Michigan plant and moved to Mexico
in 1985.
Crew cab and Utiline pickups were dropped after the 1985 model
year. Management had high hopes for the Dakota to fill the voids
left by these changes. Dakota came out in 1986 as a 1987 model in
two series, 2WD and 4WD configurations, on two wheelbases and with
4 or 6 cylinder engines. |
The 1988 Dodge
Power Wagon LE half-ton (top) and the 1988 Dodge Ram 150LE (bottom)
are typical of Dodge pickup's styling for model years 1986 through
1989. (DaimlerChrysler)
 |
Pickups were freshened up in 1986 with a new grille, headlights
bezels and bumpers.
The three standard engines -- the 3.7 liter slant six, the 5.2
liter and 5.9 liter V8s -- for full-size trucks continued through
1988 without change. A sprightly 4 cylinder 2.3 liter turbodiesel
was made an option for D50 2WD and 4WD pickups in 1983. |
| The hot Shelby Dakota pickup, powered by a 318 was new in
1989. |
 |
|
1986-1993:
Diesel Pickups
| I
want to make something perfectly clear, this segment is not just about
adding a diesel to Dodge Truck's engine lineup. When the Dodge-Cummins
turbodiesel pickups came on the scene the light-duty truck market
was changed forever. This may seem like a bold statement but let me
explain. Its true that GM had diesel pickups in their line since 1978
and Ford since 1983. GM's diesel was manufactured and engineered in
house and Ford's was purchased from Navistar. That's all well and
good but the point is that Cummins's diesel is, in the words of owners
who understand diesel engines, just like the engines installed in
heavy-duty 18-wheel tractor trailer rigs. One early buyer remarked
that he bought a Cummins engine which happened to be packaged in a
Dodge pickup. That thinking changed, however, in 1994 when Dodge wrapped
the new Ram pickup around the Cummins's diesel. |
The Cummins engine
was designed as a turbo powerplant from the block up just
like every heavy-duty diesel engine Cummins builds. It went
into production in late 1984 for such heavy-duty applications
as combines, tractors, road graders, loaders, cranes, and
crawlers.
Let's look at
the big truck |
Shown
is the engine compartment of the world's first Dodge pickup
powered with a Cummins diesel engine (other than engineering
prototypes). This 1988 model was built and shown at the big
Louisville truck show. (Photo: Cummins Engine Company) |
|
| features
of the Cummins engine which sets it apart from the others. First,
the Cummins is a six-cylinder which makes it much simpler and less
costly to service than a V-8. The long stroke of an inline six turns
out gobs of torque. The six has 40 percent fewer parts than the V-8
thus making maintenance and repairs faster and less costly. |
| Second,
a direct injected Cummins engine has its fuel injected directly
into the cylinder at the moment of combustion. The other two
(diesel engines from Ford and GM) were indirect injected engines
where they inject fuel into a pre-chamber where combustion begins
prior to proceeding to the main part of the cylinder. The |
A name
badge identifying those trucks powered by the Cummins diesel
appeared on each front fender side and on the pickup's tailgate.
(Photo: DaimlerChrysler) |
|
Cummins requires a considerably
smaller radiator, and thus less coolant than the V-8s, because indirect
injected engines lose more heat to the coolant than a direct injected
does.
Third, the turbocharged
Cummins gave its buyers a decided advantage when operating in high
altitudes because its turbocharger keeps the engine working efficiently
at both sea level and high altitudes. A non-turbo diesel loses 3
percent of power for every 1,000 feet of altitude. At 10,000 feet
the V-8 lost about 30 percent of its power, the Cummins turbodiesel
lost only about 5 percent. |
This 1989
Dodge W250 pickup's styling is typical of the 1989 and 1990
diesel powered pickups. (Photo: Don Bunn) |
The Cummins engine
had been tested on the job for 5 years and more than 11 million
miles before the first one was installed in a Dodge pickup.
The smaller Cummins's
engine produced more torque than either of the other two competing
diesel engines -- 400 lb. ft. vs. GM's 246 and Ford's 345. |
|
| With a manual transmission
the Dodge's GCW rating was 16,000 pounds, or two tons greater than
its closes competitor. In real life however those buyers who lined
up to snap up the first Dodge Cummins pickups or chassis cabs began
running the nation's freeways with heavily loaded trailers maxing
out to as much as 30,000 pounds GCW! There wasn't any question about
the truck's ability to move the load, the only question was could
it stop? |
This 1993
Dodge W350 dually pickup is Cummins powered. Its styling is
typical of model years 1991 through 1993. (Photo: Bill Garland) |
The
result of all the above was that a new segment of the trucking
industry was born. Sharp operators quickly saw and seized the
opportunity to haul medium-sized trailer loads with a light-duty
truck which cost a lot less to buy and operate. The mini-owner
operators can keep as busy as they wish to be |
|
and they can pick and
choose the loads they want. They are called "Hot Shots."
The Dodge Cummins was standard with a Getrag 5-speed O/D manual
transmission, the 3-speed automatic was optional.
Dodge engineers brought
back the heavy-duty rear wheel one-ton pickup to complement the
powerful Cummins diesel. The Cummins option was limited to 3/4-
and one-ton D/W250 and D/W350 pickups and chassis cabs. Dodge's
entire full size pickup lineup for 1989 consisted of the D/W100
and D/W150 half-tons on 115- and 131-inch wheelbases and the 131-inch
wheelbase and 131-inch D/W250 and D/W350 pickups. Dakota's lineup
consisted of short |
A sleeper
unit was added behind the cab of this stretched frame 1993
D350 Cummins powered pickup. It also has a fifth wheel setup
inside the box. This type of truck was favored by the Hot
Shot operators. (Photo: Logistics by Bontreger) |
and
long wheelbase models, the new for 1989 Dakota Convertible and
the new 318 powered Shelby Dakota pickup. Dodge no longer built
crew cabs, Club Cabs or Utilines. Full-size Club Cab pickups
built in Mexico returned in 1990. Club Cab |
|
Dakotas built in Detroit
were also new in 1990.
A well equipped 1989
Cummins powered W350 Sweptline pickup with automatic and the Prospector
III Package carried a retail price of $19,483.00. This price included
everything but sales tax and license. The Cummins engine was a $2,043.00
option. |
1994-1999:
Dodge Ram Pickups
| The
new Ram pickups, code named T-300, launched in 1993 as 1994 model
year trucks, were the most important new product launch in the history
of the Chrysler Corporation, maybe the entire industry. Other historically
important truck launches were Ford's 1953 to 1956 Series which put
Ford on the road to overtake Chevrolet for the truck leadership honors
and Chevrolet-GMC's 1999 models. These launches differed from Dodge's
in that they were geared to increase market share whereas Dodge's
goal was first to survive and then to gain market share. The former
Dodge truck series was in its 22nd year and obviously long overdue
for replacement. Chrysler's management would have replaced it years
earlier with a new truck code named Phoenix but when it was looked
at by focus groups they decided to scrap it and try again. Focus group
members told management that the Phoenix was a "good" truck,
it was "just like the competitor's trucks." The problem
was that Dodge was only getting 7 percent (80,000 units in 1993, half
diesel powered) of the 1.3 million vehicle pickup truck market. |
The 1988 Dodge
Phoenix prototype pickup never made it into production. Note its
grille which is nearly identical to the grille used on the 1991
to 1993 pickups. (Photo: DaimlerChrysler)
|
| Management
sent the designers back to the drawing boards for another attempt.
The new Ram design was shown to focus groups. Whereas the Phoenix
had received ratings of 6 1/2 or 7 on a scale of 1 to 10, the new
Ram received ratings of 9s and 10s, and also zeroes, 1s, 2s and 3s.
In other words potential customers either loved it or hated it. Management
felt that if many of those who gave it a high rating purchased they
would be far better off than getting 7 percent of the total market
with the Phoenix. |
| Looking
back at when the new Ram began to be sold I vividly remember
how the buzz was that buyers either loved it or hated it. What's
interesting to note however is that these feelings didn't last
very long. The new Ram's revolutionary shape was quickly accepted
and completely redefined the |
The standard
cab was the only cab offered in 1994, a 1994 1500 V8 powered
pickup is shown. (Photo: DaimlerChrysler) |
|
| American pickup. Ford
was too far along with their new F-150 at that point in time for
a major redesign and so they had to launch it as it was. They were
able to give their F-250 and F-350 Super-Duty models a new big truck,
Dodge-like design, however. Watch for a big truck, Dodge-like design
for the new Chevrolet and GMC one-ton trucks to be introduced soon. |
A Club Cab model
was added to the Ram lineup in 1995. A 1995 Dodge 1500 V8 is shown.
(Photo: DaimlerChrysler)
|
| We
all agree that the design of the T-300 was a winner, after all its
the first thing you notice about the new Ram, but to be successful
the new pickups needed more than good looks. The other major hallmarks
of the T-300 included its cab interior. Market research disclosed
that more than cab comfort, interior room |
The 1998
Dodge Quad Cab was the industry's first four-door extended
cab pickup. (Photo DaimlerChrysler)
Dodge
built its one-ton pickups only with dual rear wheels. A 1998
Cummins powered one-ton Club Cab is shown. (Photo: DaimlerChrysler).
|
and storage, and
better interior design was highly valued by pickup buyers.
Dodge designers hit a home run with their new cab - with its
industry first Business Center, big tilting and fully adjustable
seats, another industry first, a behind-the-seat storage system,
available 40/20/40 seating and more hip, shoulder and head
room.
A better ride
and better handling for 4-wheel drive pickups was made possible
through using a version of the Jeep Grand Cherokee's front
suspension and the rear springs were a foot longer than the
rear springs on the previous truck.
T-300's engine
options featured Magnum engines -- a 3.9 liter V6 and 5.2
and 5.9 liter V8s, the most |
|
powerful engines in
their class; the industry's most powerful diesel and a new 8.0 liter
V10 which featured even greater horsepower and torque than the diesel.
The only model change
with the new Ram was that the former single rear wheel one-tons
were dropped. All Ram one-tons came standard with dual rear wheel.
Ram's 3/4 ton replaced the former single rear one-ton.
A Club Cab option built
in Mexico was added in 1995. Total factory Club Cab production was
sold out in the first month. The big Club Cab allowed adults to
ride comfortably on a full-width bench seat in the rear. |
Dodge Truck increased
its manufacturing capability from one plant (Mound Road in
Warren, Michigan) to a second plant in St. Louis and two plants
in Mexico. Dodge soon tripled its market share to 20 percent.
As of this date the Ram is the industry's oldest pickup but
yet retains its sales and market share. Current Annual Sales
are running at 418,000 units. Total industry full-size pickup
sales are projected at 2.1 million units for 1999.
The 2000 Dodge
Ram will add a new 6-speed manual transmission built by New
Venture Gear. It was engineered specifically for Cummins powered
pickups in order to take maximum advantage of the diesel's
power band. |
Bright
Solar Yellow paint was offered by Dodge for the youth market
and to draw attention to Dodge pickups. This color was only
offered on half-ton Rams and Dakotas. Solar Yellow was chosen
by 2 1/2 percent of Ram buyers. A 1999 Dodge 1500 Club Cab
is shown. (Photo: Don Bunn).
2000 Dodge
Diesel with 6-speed manual transmission. (Photo: Don Bunn) |
|
1940-1980:
Dodge Power Wagon Pickups
Dodge Power
Wagons date back to 1940. I should mention however the 1934 Dodge
1 1/2-ton 4 wheel drive military cargo truck. This truck is historically
important because it was the first 4 wheel drive in which the driver
could shift into and out of 4 wheel drive mode using a shift lever
inside the cab.
Dodge also
built 4WD 1 1/2-ton military cargo trucks in 1938, 1939 and 1940.
The government then decided they preferred to have Dodge build light-duty
4WD trucks and contracted for a series of half-ton trucks. The 1940
VC Series trucks used the civilian truck's front end sheet metal
and carried various body types. A total of 4,641 VCs were produced.
They performed excellently and convinced the Army they were on the
right track. |
This is the
1934 Dodge 1 1/2-ton Cargo and Personnel truck which was the first
4WD vehicle that could be shifted into and out of 4WD from inside
the cab. Photo - DaimlerChrysler
A 1940 Dodge
1 1/2-ton Cargo and Personnel truck. It featured civilian front
sheet metal and a heavy-duty grille guard. Photo - DaimlerChrysler |
| They
were replaced in 1941 with the WC Series half-ton trucks. This series
featured military front sheet metal. A total of almost 78,000 WC half-tons
were built in several body styles. These trucks were a decided improvement
over the VC Series but nevertheless the Army still felt they were
lacking. |
| Dodge
engineers returned to the drawing boards and developed the 1942 3/4-ton
WC Series trucks. These trucks had a lower silhouette, were wider,
more powerful, heavier and offered in a broader range of body types.
After intensive testing the Army approved them for mass production.
A total of 225,196 trucks of all body types were produced for WWII.
In addition, another 43,278 6x6 1 1/2-ton models were built beginning
in 1943. The 1 1/2-ton WC-62 and WC-63 6x6s were basically the 3/4-ton
trucks with a third driven axle, a longer cargo body and a two-speed
transfer case (the 3/4-ton models had a one-speed transfer case). |
The 1941 Dodge
1/2-ton carryall was powered by the 218 flathead six and it was
mated to a 4-speed transmission and a 1-speed transfer case. Photo
- DaimlerChrysler
The 1943 Dodge
WC-62 1 1/2-ton 6x6 open cab cargo truck was equipped with a 2-speed
transfer case, a 230 cubic inch six and a 4-speed transmission.
Photo - DaimlerChrysler |
The civilian
Power Wagon was introduced in 1946. It was based on the 3/4-ton
Army truck's chassis with a civilian cab and a purpose designed
8-foot cargo box. It rode on a 126-inch wheelbase chassis and featured
the 230 cubic-inch flat head six engine, a two-speed transfer case,
a 4-speed transmission with a power take off opening which would
send power to the front and back of the truck for operating auxiliary
equipment and big 9.00/16-8 ply tires on 16X6.50 inch 5-stud wheels.
The nominal one-ton rated Power Wagon's maximum GVW rating was 8,700
pounds. Its maximum payload was 3,000 pounds.
The 1946 Dodge
Power Wagon was based on the WWII 3/4-ton military truck. It featured
a 230 cubic-inch engine, 2-speed transfer case and a 4-speed transmission
with power takeoff opening. The front mounted front power winch
was an option. Photo - DaimlerChrysler |
The Power Wagon
was sold through the 1968 model year. A number of engineering and
styling improvements were made over the years but the basic package
remained surprisingly constant throughout its life. Chrysler discontinued
the sale of the Power Wagon in the United States after the 1968
model year because its almost 30 year old cab would not comply with
new federal light-duty truck safety regulations, but they continued
to be built for export through the 1978 model year.
Dodge's first
conventional cab 4WD pickup was the 1957 W100 half-ton shown. A
3/4-ton W200 was also offered, the one-ton W300 followed in 1958.
Power for these trucks came from the buyer's choice of either a
six or a V8, a push-button automatic transmission was an option.
Photo - DaimlerChrysler
Surprisingly
the next new Power Wagon model was a two-ton truck, not a light-duty
model. It was the industry's first and only factory built medium-duty
4WD truck.
The first light-duty
Power Wagons came out in 1957 with the introduction of the W100
and W200 pickups (beginning in 1957 1/2-ton 2WDs were D100s and
4WDs were W100s). These trucks featured conventional cabs and front
sheet metal and the cargo boxes used on the 2WD models. Their 4WD
mechanical components -- axles, transfer cases and transmissions
-- were sourced from outside manufacturers. Chrysler Corporation
owned the New Process Gear Company, the manufacturer of all the
transfer cases used in the industry and many of the light-duty truck
transmissions. |
A one-ton W300
Power Wagon came online in 1958. For the next ten years Dodge Truck's
Power Wagon lineup consisted of the "military- type" W300M
and W100, W200 and W300 "civilian-type" Power Wagons.
Standard models included pickups and chassis cabs only. Through
1965 W100 Power Wagon Town Panels and Town Wagons were also standard
models. In 1966 a W200 Crew Cab pickup was added to the line.
The two-ton
W500 Power Wagon (only a chassis cab was built) lasted through the
1977 model year when all Dodge medium-duty models were discontinued.
To compensate for the loss of the medium-duty W500 a new W400 chassis
cab was introduced in 1977.
Power Wagon's
sales received a shot in the arm in 1974 when the popular Dodge
Club Cab pickup was announced. This model was favored by the pickup
camper crowd for on-highway and/or off-road service.
|
Dodge engineers
added the big-block 383 V8 engine to their light-duty truck lineup
as an option in 1967. A 1968 W200 Camper Special pickup powered
by a 383 is shown. Photo - Robert Bunn
Dodge's standard
1977 W200 pickup was the Army's first conventional light-duty truck
since early in WWII. This 1977 Dodge M880 pickup is owned by Rob
Kramer who lives in the Netherlands and uses his Dodge for daily
transportation. Photo - Don Bunn
The 1977 Dodge
Top Hand Power Wagon pickup was a creation of Hickey Enterprises
of Ventura, CA. Hickey was an accessory and parts dealer for vans,
pickups and mini-pickups. Photo - DaimlerChrysler |
Dodge's famous
late 1970's "Adult Toys" line of specialty equipped and
painted Warlock and Macho Power Wagons appealed to young 4WD buyers
interested in performance.
Beginning in
1975 Dodge, like the rest of the industry, changed to a full-time
4WD system. In 1980 engineers changed this back to a part-time system
due to the energy crises.
Another interesting
1977-1978 Dodge W200 pickup -- both standard cab and crew cab --
was the M880, a 1 1/4-ton rated military truck. At this point in
time the Army needed a new light-duty 4WD vehicle to replace its
fleet of Vietnam Era Dodge 3/4-ton and M37B1s. Army decision makers
thought it was more economical to purchase standard pickups to engineer
a specialized light-duty 4WD. The M880s were basically standard
W200s with a civilian 2-speed full-time transfer case, 318 V8s,
automatic transmissions, Dana axles front and rear and four-wheel
drum brakes.
|
| The well known
and respected Power Wagon nameplate ceased to be used when the new
1981 Dodge Trucks were introduced. The 1981 4WD pickup carried a
"Power Ram" nameplate instead. Some have called the Power
Wagon Years the Four-By-Four-By-Forty-Years Era (1940-1980). |
The 1980 W150
Club Cab pickup shown was one of the last Power Wagons. Photo -
DaimlerChrysler |
| It is almost
certain that the Power Wagon name will return when Dodge presents
a new light-duty truck series in 2002. |
Some of the
design sketches used to illustrate the Power
Wagon Concept Truck displayed at the January 1999 North American
International Auto Show
Author: Don Bunn |
|
