Dodge / Ram
Based on materials sent by J.P. Joans
Also see the Dodge 100 Series and Dodge 500 Series commercial trucks, engineered and built in Europe; and the current Dodge Class 3 and Classes 4 and 5 Ram trucks.
In 1969, Chrysler Corporation was still a full line manufacturer, making boats, room air conditioners, school buses, Army tanks, missiles, rockets, and motor homes. Technologically, the company was a leader in using computers for engineering, thanks to its military work; and the Huntsville electronics center would soon be creating the world’s first mass-produced automotive trip computer. It should come as no surprise, then, that Dodge also made heavy duty trucks, with separate lines produced for North America and Europe (the latter engineered by Commer).
Either of two Cummins heavy-duty diesel engines were available in cab forward trucks, and any of four Cummins diesels were available in high-tonnage tilts. These engines had direct injection fuel systems, eliminating carburetors and ignition systems and conserving fuel, especially at idle. The engines had a cast-iron cylinder block and head with aluminum·alloy pistons and chrome-plated top piston rings; dual Silchrome steel intake valves; and dual Stellite-faced exhaust valves.
The Detroit Diesel 8V-71N could be flexibly outfitted: depending on the fuel injector installed, owners could get maximum power for rugged terrain and heavy loads (318 hp @ 2100 rpm), or a balanced combination of performance and economy (290 hp @ 2000 rpm), or better economy and longest engine life (260 hp @ 1950 rpm-standard on LV and LVT models). The design included cast iron block and heads, counterbalanced chrome-alloy steel crankshaft, malleable iron pistons, chrome plated steel piston rings, 18 oval intake ports, and 4 poppet-type exhaust valves per cylinder.
Four Dodge gasoline V8s were available: two 361s and two 413s. Engines from these lines were assembled with extra care, given a test run, then inspected with the pan down before being released. All four had intake valves of Slichrome XB steel with rotators; sodium-filled, Stellite-faced exhaust valves with Rota-Caps; trimetal main and connecting rod bearings; induction-hardened crankshaft journals; shot-peened, drop-forged crankshaft; chrome-alloy, cast-iron block; chrome-plated top compression ring with cast iron ring groove insert; water-heated Intake manifold; and hydraulic valve lifters. The oil pump was rotary, and the air cleaner was a heavy-duty, one-quart oil bath unit. The 361 had a two quart, pad-mounted, full flow oil filter, while the 413 had an oil cooler and a two-quart full-flow oil filter for extra protection. The biggest engine, the 413-3, included a 4-barrel carburetor. Automatic aluminum radiator shutters were standard on Models C1000 and CT900, optional on all other LCF models, for engine temperature control.
On gasoline models, standard 5-speed transmissions were New Process Model 541 or Spicer Model 5652A. Optional transmissions, depending on the model, were a short-fourth NP541 or 5-speed Spicer 6352A. Available on tandems and Model C1000 were 3-speed auxiliary Spicer 7231D and 4-speed auxiliary Spicer Model 6041. A 6-speed Allison automatic was optional on CT800.
On diesel models, a Spicer 5-speed transmission with short-fourth (S6452A) was standard on all but LV1000 and LVT1000, which got a Fuller 5-speed transmission with short- fourth (T905B). Optional transmissions included Fuller or Spicer 5-, 10-, 12-, or 16-speed transmissions for all models. In addition, a 4-speed Spicer 83410 auxiliary transmission was available on CN900 and CNT900.
Rockwell or Eaton single-speed rear axles were standard with 2-speed rear axles available as an option on some models. All tandem models had either a Rockwell or Eaton bogie with two live rear axles and the Hendrickson Suspension System. Equalizing beams and torque rods on these tandems distributed the load evenly between the two rear axles. The same components transferred driving and braking torque reactions to the frame. Power was divided between the two rear axles by means of an interaxle differential to let one set of wheels travel faster than the other over uneven ground, compensating for differences in tire diameter, and protecting tires against scuffing.
Powerful vacuum-hydraulic brakes were standard on Models C800, CT100, CT800 and D800, with full air optional. Also standard on these models was a drive-shaft-mounted, Orscheln-lever parking brake. Full air brakes and a Berg-Shure parking and emergency brake were standard equipment on Models C1000 and CT900. On diesels, full air brakes with a 12-cublc-foot compressor were standard, along with a Berg-Shure spring-loaded, air·actuated parking and emergency brake system.
On heavy-duty gasoline models, 13-inch double-plate and 14-inch single-plate clutches were Job-Rated to the engine and power train in every Dodge. These clutches were hydraulically actuated for smooth, accurate control. On heavy-duty diesels, double-plate 14-inch Spicer clutches were standard, air-hydraulically actuated for smooth, easy control.
Dodge's variable-rate suspension, with cam brackets on single-axle models, tailored itself to the load. When the truck was traveling light, the full length of the spring was in operation for a soft ride. As the spring flattened under a heavier load, the cams shortened the working length of the spring to increase resistance to both the weight of the load and road shock. The heavier the load, the shorter and stiffer the spring. In effect, the spring rate was tailored for the smoothest ride under any load condition. The assembly also had only one lubrication point, and had a separate radius leaf to absorb driving and braking forces, leaving the spring free to cushion the load.
For comfort, the diesel tilt cab featured three types of insulation (fiber glass, Ensolite, and Celotex), a tinted windshield, and ventilation through a two-way vent in the roof, large vent wings in the door windows, a high inlet for the standard heater, and a special vent in the left door that provided a flow of air across the driver's feet. Other standard features included dual West Coast mirrors, air-actuated windshield wipers, windshield washer, map light, cigar lighter, dual sun visors, dispatch case, turn signals, 4-way emergency flasher, coat hooks, plus a low air/oil warning light and buzzer, front side marker lights and reflectors, and front identification and clearance lights.
For durability, the truck used box-section braced aluminum construction with “top-quality hosing, clamps, and electrical connections throughout.” For serviceability, the cab tilted hydraulically to 55°, revealing a large engine access area; there were also access doors for tiltless maintenance or repair.
The Dodge LCFs were big and tough, reinforced with heavy-gauge steel and box-section beams, riding on rubber-insulated cab mounts to snub out noise and vibrations. Ahead of the driver, a big steering wheel with a double-jointed column also absorbed road shock. These could be equipped with many options: single or tandem axles, gasoline or diesel engines, Spicer, New Process, or Fuller transmissions, Allison automatic transmission, Rockwell or Eaton rear axles (single- or two-speed).
Standard equipment included full-width, 6-way-adjustable seat (gas models); driver's Viking T-bar suspension seat (diesel models); heavy-duty instrument cluster; heater/defroster; windshield washers; dual long-arm mirrors; push-button door locks; 5-way ventilation; turn signals (double-face up front); 4-way emergency flasher; side marker lights and reflectors (front only); identification and clearance lights (front only); and backup lights.
LCF (Cab Forward) Dual-Drive Tandem Axle
The Dodge D800 conventional cab was toughest and tight, with box-section strengtheners solidly backing welded construction; heavy-duty door hinges sunk deep into the doors; extensive treatment to protect against rust; thick rubber cab mounts insulating against road shock and noise; and a durable coil spring seat. GVWs on this Dodge high-tonner went from 20,000 to 29,000 lbs. with GCWs up to 55,000 lbs. New, standard conventional cab interiors were color-keyed, with compatible headliner and door trim panels. Door handles were safely recessed in the fiberglass trim panels. Seats were heavy vinyl over coil springs. An inside rearview mirror, underseat heater, and padded instrument panel were optional Custom Interior and Exterior packages were available.
Standard features included a 6-way adjustable seat, color-keyed interiors, two seat belts, padded left sun visor, left and right armrests, push-button door locks, high-level ventilation, dome light, coat hook, rubber mat-cab floor, Orscheln-lever hand brake, two-speed electric windshield wipers, windshield washers, fresh air heater/defroster, front side marker lights, reflectors, and identification and clearance lights, backup lights, turn signals, 4-way emergency flasher, and dual long-arm outside mirrors.
Brakes, were 100% air, with covered area varying by axle capacity. The clutch was a two-plate, 14” model (424 square inches). The wheels were cast-spoke ten-stud disc or ten-stud high-tensile disc.
The following used a one-quart oil bath air cleaner, and a 12-volt alternator (37, 46, or 60 amps). Service brakes were all hydraulic. Brakes, were 100% air, with covered area varying by axle capacity. The clutch was a two-plate, 14” model (424 square inches). The wheels were cast-spoke six or ten stud disc, or ten-stud high-tensile disc.
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