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The title for this segment is somewhat misleading. During the eleven years the original Dodge Brothers Company built trucks they offered only one pickup - a 3/4 ton from 1924 through 1927. This era of Dodge truck history in reality is the story of two companies - the Dodge Brothers Company and the Graham Brothers Company. The Dodge Brothers built the first automobile with their name on it in 1914 as a 1915 model. Previously the brothers had built all the mechanical parts for the first 500,000 Ford Model T cars. The Dodge Brothers were well known and highly respected in the automotive industry because of the work they had done for Ford, Oldsmobile, and other leading auto manufacturers.
This World War I Dodge Brother's half-ton Army truck had a body built by the Budd Co. It rode on a 114-inch wheelbase chassis and was powered by the famous Dodge Brothers 212 cubic inch 35 horsepower four cylinder engine. (John Zentmyer)	From the very beginning Dodge cars sold exceedingly well. The Dodge brothers positioned their car up market from Ford's Model T. It was bigger, had more features, and cost more. Even though many of their satisfied customers begged them to, the brothers adamantly refused to offer a light-duty truck simply because they couldn't meet the red hot demand for automobiles. Late in World War I when the government asked they readily agreed to supply almost 20,000 half-ton chassis cowls, cargo trucks, light repair trucks, and ambulances.
After the war ended, as a 1918 model, the military ambulance was converted to the famous Dodge Brothers half-ton Screenside Commercial Car. The Screenside was built on a beefed up 114-inch wheelbase automobile chassis. It was rated for a maximum payload of 1,000 lbs. (half-ton) and used the auto's 212 cubic inch, 35 horsepower, four cylinder engine and the auto's three speed transmission. Approximately six months after launching the Screenside the half-ton was added to the commercial car line. Think of the panel as an enclosed screenside with double rear cargo doors. These two models were the only trucks the original Dodge Brothers Company built between 1918 and 1928. They were upgraded to a 3/4-ton payload rating (1,500 lbs.) in 1923 and their wheelbases were lengthened to 116-inches in 1924.
The first civilian Dodge Brothers' Commercial was the famous Screenside introduced in 1917 as a 1918 model. It was built on a 114-inch wheelbase chassis and was powered by the 35 horsepower 212 cubic inch Dodge four cylinder engine. (DaimlerChrysler) Dodge Brothers' famous Commercial Panel followed six months later after the Screenside. It had the same wheelbase length, payload, engine, and 3-speed transmission as the Screenside. (DaimlerChrysler)
Dodge Brothers Company entered into an agreement with the Graham Brothers Company in 1921 whereby the Grahams would manufacture one and 1 1/2-ton trucks from mechanical parts supplied by Dodge and with cabs and bodies manufactured in the Graham's plants. The Grahams were able to offer an extensive range of wheelbases, cabs, and bodies to exactly suit the buyer's specifications. These trucks were sold exclusively through Dodge Brothers dealers.
The 1924 3/4-ton Dodge Brothers' pickup was actually built by the Graham Brothers. Very little is known about this truck. I have never seen one nor have I heard that one exists. In four years less than 2,400 were built. It had a load space 71-inches long by 44.5-inches wide and 12.5-inches high. The tailgate was provided with chains to support it in a parallel position. Its cab and body were constructed entirely of wood reinforced with metal straps.
(Left) To the best of my knowledge a factory photo of the 1924 3/4-ton pickup does not exist. This picture was taken from the 1924 pickup's sales literature. The open cab was constructed of wood as was the cargo box. A closed cab was offered. Its drivetrain was the same as the Screenside / Panel. (uncredited) (Right) 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. (uncredited)
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    see history of BMW from here