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Other Title: History of the Dodge Ram and Other Dodge Pickups The first series: "true" Dodge Brothers trucks The Dodge brothers (John and Horace) got their start making parts for Ford and other makers. From the first Dodge Brothers automobile in 1914, the Dodge brothers' durability and quality earned their company a strong reputation and good sales. They did not build an actual truck until World War I, though, and that was a panel van, not a pickup - with a half-ton capacity and a 35 horsepower - gross, not net! - four cylinder engine! But by 1921, after the death of both Dodge brothers, Graham Brothers started selling 1.5 ton pickups through Dodge dealers; it had Graham bodies and Dodge parts. A one ton model showed up later in the 1920s, still powered by that same four cylinder engine, and Dodge Brothers bought a controlling interest in Graham Brothers in 1925, picking up the rest in 1926. In 1928, Chrysler acquired the Dodge Brothers company, just after launched its DeSoto and Fargo truck brands, both of which competed directly with Dodge Brothers. Fargo trucks (see our separate history) sold in the US from 1928 through 1930, and continued for decades as an export brand; they had nothing in common with Dodge trucks, sharing parts with Plymouth and DeSoto instead. Dodge introduced a half-ton pickup for 1929 just after its acquisition by Chrysler, the last "oriiginal" Dodge Brothers-designed truck. For this year, three engines were available - two Dodge engines with six cylinders (63 and 78 hp), and a Maxwell four cylinder that was substantially smaller than the Dodge engine, but produced more power (45 hp). The trucks had four wheel hydraulic brakes, a significant safety feature by no means standard on competing pickups, but standard across Chrysler Corporation vehicles. The second series: Chrysler Dodges Beginning in 1933, Dodge trucks abandoned their own engines and used Chrysler Corporation engines across the board, borrowing from Plymouth, DeSoto, and Chrysler, but (as in the present day) modifying the stock engines for better durability. The six cylinder engine was the flat-head six used in Plymouths, which continued through 1960! Click here for the origin of the Dodge Ram hood ornament, designed by Avard T. Fairbanks. In 1935, Dodge increased its range by selling 3/4 ton and one ton trucks based on the standard 1.5 ton pickups. Fore-Point (cab forward) series 1936 brought a new line of trucks, with "Fore-Point load distribution" - not dissimilar from Cab Forward, in that the front axles were moved forward so they carried more weight, increasing stability and lowering length. In addition, a modern truck-style frame was adopted in half-ton pickups for the first time (previous models, like competitors, used car chassis), with side rails welded to cross members. Moving the engine and cab forward increased the usable bed space. The six cylinder engine was unchanged, producing 70 horsepower from 201 cubic inches, coupled to an optional synchronized three-speed manual floor shift. Performance was aided by steep rear axle ratios. The 3/4 and one ton pickups stayed in production, moving to the new platform, and selling for the same price as the big truck. 1937 brought a "safe" instrument panel, with nothing sticking out to avoid stabbing the driver during a crash. They also brought out a new 3/4 and one ton truck series, with the same styling as the half-ton trucks and two wheelbases. The six cylinder was expanded to 218 cubic inches, producing 75 horsepower. Another redesign for 1939 1939 brought a complete redesign, with streamlined styling. After that, prewar changes started. In 1940, engineering started on a military four wheel drive truck, leading to the first stock light-duty four wheel drive pickup in 1946; these were made in a new, massive truck plant. Dodge also made their first diesel truck, using their own diesel engines. Only two automakers made their own diesel engines for their trucks before World War II: Mack in 1938 and Dodge in 1939. The revolutionary new B series The postwar B-trucks were introduced at the same time as GM and Ford pickups, and yet managed to beat both those larger companies. Like the 1993 Ram, which also leapfrogged GM and Ford, the B-series had a superior cab, named the "Pilot house" by Dodge because it had greater visibility, due to taller seats and larger glass areas. Rear quarter windows became optional to avoid other blind spots. The front axles, wheels, and engine also moved, shifting payload to the front axle so the truck could carry more on the same axle and springs. Dodge took advantage of their increased capacity by deepening the cargo boxes. In addition, cross steering was introduced, allowing for much tighter turns; and longer springs and shocks made the ride more comfortable while improving handling. Many favor these trucks because of their appearance, as well; while the 1993 and newer Rams took many cues from big rigs, they also resemble the B series in many ways. The powerful C series While the B series were very popular, the C series ushered in a new era of more powerful trucks, with advanced (optional) PowerDome V8 engines pushing out 145 horsepower (many times the original 35!) and 215 lb-ft of torque...at low rpm. The flathead six was still available, with increased power (100 or 110 hp depending on the displacement). Despite the success of the B trucks, the C had a very different style. Perhaps that is because they were, again, brand new - redesigned from the ground up, complete with a new frame that added wheel clearance for even tighter turns. The cab was lower, with even more glass. In 1955, visibility increased even more with wraparound windshields. Cosmetic changes from 1955 through 1975 (later for some export heavy-duty trucks) continued in front of the cab. Just as in 2002, Hemi engines were introduced across the truck line in the 1950s, starting with the 133 horsepower 241 (220 lb-ft torque) and moving up to the 172 horsepower 331 (294 lb-ft). The efficient, albeit expensive to make, Hemi engines overpowered the competition - at lower prices. They replaced the 241 V8 in 1956. Even the flat head six gained power, moving up to 120 horses by 1957, where it stayed through its final days in 1960. By 1957, in addition, a new 315 cid V8 was available with 204 horsepower. The original A-type 318 saw truck duty in 1959, with 205 horsepower (downgraded to 200 in 1960), as the Hemi left truck duty until 2002. The PowerFlite automatic also debuted in 1955, with two whole gears. Half-ton pickups could get an overdrive unit on the manual three-speed instead. After a few years, the marketing of the C series pickups was updated, even as the basic truck remained the same. Dodge introduced the name "Power Giant" in 1957, adding an optional, wider "Sweptline" cargo box in 1959. Along with the new name, Dodge began to use the industry-standard rating system, calling its half-ton pickups the D100 (today, Ford uses that numbering system, while GM and Dodge have inflated their numbers to 1500, 2500, and 3500). 1957 Dodge Power Giant half-ton pickup trucks Other 1957 additions, which may have justified the name (along with the unprecedented-power engines), were a hood that opened completely, power steering and brakes, tubeless tires, a push-button three-speed automatic, and a 12 volt electrical system for greater reliability. Along with the Sweptline cargo box, which essentially followed the dimensions of the cab rather than narrowing, the 1959 models got a new grille, and running boards were concealed behind the doors. The Utiline "one-ton" truck had a maximum gross vehicle weight of 9,000 pounds with its optional dual rear wheels. 1960 brought the new-style pedals, which hang from above rather than connect through the floor, but pretty much all other powertrain features were the same. The Sweptline boxes were redesigned to add four inches of width. The modern era begins The next year saw the wheelbase of each model grow by about six inches, while the frames grew stronger and added a cross member. Other changes included moving to the industry's standard 34 inch cross members, straight frame rails, wider and longer leaf springs, and stronger front and rear axles. This made the trucks harder to drive and hurt handling, while increasing capacity and durability under tough conditions. The good news came in a pair of modern six cylinder engines, the tough and advanced (for the time) slant six, producing 101 horsepower from 170 cubic inches or 140 horsepower from 225 cubic inches. The 170 was an option only for the lighest duty model (D100), while the 225 was standard across the board - meaning you could buy a one-ton truck with a 140 horsepower engine! (Imagine selling those in 2003!) In addition to the slant sixes, Chrysler's latest technological wonder, the alternator, was added to its trucks in 1961. This was a major advance, because it did not cook batteries like generators, yet were able to charge the battery during idle. New manual transmissions were added, as well, with greater capacities; a four speed automatic was also available. Another advance, this time in manufacturing, occured in 1963, when Dodge started making its own crew cabs in its factory, as competitors simply converted already-made crew cabs. (Crew cabs are four-door cabs with room for four to six passengers.) The high-performance truck market began with Dodge's Custom Sports Special, a 1964 model which could include the formidable 426 Wedge engine - it preceded the "L'il Red Pickup Truck" by a good decade. This truck's high performance package included a 426 Wedge engine that generated 365 horsepower and 470 lb-ft of torque; it had a three-speed automatic, power steering and brakes, tach, dual exhausts, and rear axle struts. Not a big seller, it did generate a lot of buzz. Ben Simons of the Custom Sports Special Registry wrote: The 426 Wedge was part of the $1300 High Performance Package and could be ordered on its own from the separate and distinct $235 Custom Sports Special trim package. The HP Package was only “officially” offered in 1964 and 1965 on D100 and D200 LWB trucks. The Custom Sports Special trim package was offered from 1964 thru 1967 and could be had on D or W 100, 200 Sweptline, Utiline or chassis cab in LWB or SWB trucks. Dodge management only authorized 50 trucks could be built with the 426 Street Wedge High Performance Package — this is according to Bruce Thomas of the Walter P. Chrysler Museum and former Dodge truck engineer. Also, according to Mr. Thomas, far fewer than 50 examples were produced. Currently the registry recognizes 31 trucks with these packages or combinations of them. (Click here for more information on these trucks.) The A-100 Dodge's first compact trucks - the A-100 - were also brought out this year. The A-100 started as a van, arriving late in 1964; 10,252 vans were sold in their first two months. The A-100 vans and wagons were very popular, but the pickups based on them were not. (Look for an article at Allpar soon covering the A-100 and other vans.) 1964 also brought a big, over-the-road, diesel-only L-1000 series tilt cabs, the company's biggest trucks to date. Restyling, power, and consumer marketing No changes to the D series trucks were made until 1965, when a major resylting brought a new grille and headlights, along with tougher new double-wall boxes that included a full-width tailgate. Wheelbases also increased for some models. The new LA series 273 V8, lighter yet as powerful as the old A-series 318, was optional in 1965, as well. The tough, powerful 383 because an option in 1967 across the board, pumping out 258 horsepower and a stunning 375 lb-ft of torque. By 1972, the 400 V8 was available with 200 net horsepower (roughly 250-260 gross horsepower), tuned for moderate emissions standards; the 360, with 180 horsepower, was also sold. Even a 440 was available (starting in 1974), admittedly a detuned version of the once-tops muscle car engine: it produced 235 net horsepower when clumsily set up for modern emissions standards. The 440 would be popular in motor homes through its demise. By then, the 727 TorqueFlite was the sole automatic choice, while a variety of three and four speed manual transmissions were available. The 170 slant six was gone, leaving the more suitable 225 as the base engine, while the modern 318 (160 hp) was now available as an economical V8. 1968 saw a new grille, 1969 a new hood and cab interior complete with a safer steering wheel. In 1971, Dodge introduced its "Lifestyle" pickups, designed to meet the needs of families who used them mainly for towing trailers on vacations. It was tough, yet comfortable inside and not too hard to drive. A popular option was the slide-on camper body (Dodge didn't sell the body, but did sell an option package which made them easier to install and use). 1972 (possibly 1973) brought the Club Cab, to carry people in more comfort, or to store valuable equipment inside the truck, secure and out of the weather. Tim Vincent wrote, “The only difference I've come across so far [in the Club and regular cab] is the way the front spring hangers are connected to the frame, instead of rivets, there are bolts holding on the leading spring hanger.” The tough years: fuel crisis and beyond When the fuel crisis hit, Dodge was not prepared, and it took some time to fit pickups with a Mitsubishi diesel; that lasted only until 1978, the same year the D150 debuted. The B-series V8s, the 383, 400, and 440 left production in 1979, the end of an era. Dodge, caught up in Chrysler's economic crisis, also leaned on Mitsubishi for a compact pickup, selling the D50 as a Dodge even though it was designed and built entirely by the Japanese auto firm. Chrysler's relationship with Mitsubishi went beyond the D50 and the short-run diesel; they also imported the Colt/Champ (and had for a few years), and would use Mitsubishi's 2.6 liter and 3.0 liter engines for years. Their reliance on Mitsubishi was to end in the 1990s, but was kept alive by sales of poor-selling rebadged Eclipse coupes. Ironically, Chrysler was to be merged with Mitsubishi after giving itself to Daimler-Benz in 1998, and it now appears that the D50 may return as the M80 - unless that ends up being a short Dakota or does not show up at all. The old pickups were restyled in 1981, once again given new interiors, sheet metal, and grilles; this time, more body panels were galvanized for rustproofing, a hallmark of the Iaccoca era when just about all body panels were galvanized. Chrysler developed automatic locking hubs for four wheel drive, which were made by Borg Warner. The Ram symbol (including a hood ornament; Iaccoca loved 'em) was added with the phrase "Ram tough;" it had been used from the 1930s through the 1950s, and was made part of the naming system (two wheel drive trucks were Rams, four wheel drive trucks were Power Rams). 1982 saw Dodge's first car-based pickup; this concept had been around for decades, the best seller probably being the El Camino, but Dodge (like Volkswagen) used a front wheel drive version (the Rampage), based on the European-design Omni but powered by the American-Chrysler 2.2. The Rampage was good for carrying bulky objects, but with a payload of just 1,140 pounds, it would have to be moderately light bulky objects. In addition to the Rampage, Mitsubishi added an efficient turbodiesel to its D50 pickup, and Dodge introduced its D150 Miser, with a slant six and four-speed manual overdrive. It proved to be very popular, combining size with torque and gas mileage, and lasted in various names through 1988. The big news for the mid-1980s was the introduction of the Dakota, the first mid-sized pickup truck, one which was not copied until the 2003 Chevrolets. To build it in the same plant as the full size pickups, Club Cab production was dropped in 1982, crew cab and Utiline pickups were dropped in 1985, and Ramchargers were moved to Mexico. For its first generation, the new Dakota - available with two or four wheel drive, and with two wheelbases - had the standard 2.2 liter engine and a new "cut off two cylinders from a 318" 3.9 liter V6, gaining a 318 in its 1989 Shelby version. In the late 1980s, Dodge garnered another industry first by shoving a massive Cummins turbodiesel - designed for tractors and big rigs - into their full size pickups, greatly increasing the truck's capacity to compensate for the massive, torque-filled engine. Far more advanced than the Navistar diesels used by Ford or the GM diesels, which had been used for years before the mighty Cummins was planted in Dodges, it required a greater truck infrastructure, and it could be argued that it was unable to be fully used until the extra-heavy-duty 1994 Ram appeared in 1993. Like all modern diesels, the Cummins was turbocharged for higher performance (coincidentally helping it in high altitudes), using direct injection for greater efficiency and lower emissions; at the time, neither Ford nor GM had diesels with those features. It also had far higher torque, and only six cylinders, for lower build costs and easier servicing. The end result was a truck with 16,000 pounds of very conservatively estimated gross cargo capacity. That number would only rise as time went on; and Dodge would continue to have the most powerful diesel engines in the industry through (at least) 2002, thanks to Cummins. These massive engines helped Dodge by creating a niche market for its pickups, by then over two decades old and not espeically popular - Chrysler had a seven percent market share, and half of those were diesels! The next phase of Dodge history was the modern Rams - but that's covered in our 1993-2000 Ram FAQ, and in our "new Ram" pages. Let us just say it brought superior accommodations and performance, and tripled Dodge's truck market share, doing for Dodge in the 1990s what the minivan and K-car did for it in the 1980s.
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#1. To: A K A Stone (#0)
point proven!
Schoolin Since Birth
Lh really In 1928, Chrysler acquired the Dodge Brothers company, just after launched its DeSoto and Fargo truck brands, both of which competed directly with Dodge Brothers.
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