World War II
The war in Europe was building, and Dodge answered with its heavy-duty, 3-ton, two-wheel-drive VK62B. The company also sold civilian 1 1/2-tons, and these units were equipped with four-wheel drive. The first Command Reconnaissance, or Command Cars for short, were developed off civilian truck platforms as well, utilizing standard front sheetmetal. Sales of diesel engines almost doubled to 134 from the 75 sold in 1939. An additional 6-volt auxiliary generator debuted in 1941 on the diesel engines. The unit furnished power for lighting, instruments, and horns. Sealed beam headlights were also added. Diesel sales increased to 195 units in 1941.
By February 1942, all civilian automotive production had halted. The government did allow production of small numbers of medium- and heavy-duty truck platforms that were important to the home front. Less than 11 percent of Dodge's truck output went to civilians. In any case, the company's first in-house diesel effort dried up.
Diesels Return
In 1960, diesel popularity had risen to the point where one in four heavy-duty truck platforms sold was diesel-powered. Dodge announced a unique series of cab designs for the new big-truck era on October 4, 1959. The division's Servi-Swing front fenders, combined with a 90-degree hood-access feature, allowed for easy service. Cummins was the diesel-engine provider for these new trucks, and Dodge offered four inline-six-cylinder engines with ratings from 175 hp and 405 lb-ft of torque to 220 hp and 605 lb-ft of torque. Two transmissions were also available: a five-speed, all-synchro Spicer 6452-A and a 10-speed Fuller R96 Road Ranger. Chrysler established a separate assembly area for these heavy-duty platforms. The new facility had the capacity to produce five trucks per hour.
Dodge was using Cummins engines...
Dodge was using Cummins engines long before the 5.9L B-Series engine showed up in the '89 pickup. This '60s vintage NH-220 Cummins displaced 743 ci (12.2L) and cranked out 220 hp and 605 lb-ft of torque. Keep in mind, these engines were naturally aspirated, which helps explains why the current 6.7L Cummins puts out more power and it's only half the size.
Heavy-duty truck platforms had a 35 percent increase in sales in 1962. In the middle of that year, management decided to forgo the annual model change to allow continuous engineering improvement. In addition, to enter the short-haul delivery field, Dodge introduced a smaller Perkins diesel for the medium-duty truck line. Eight diesel mills were offered in 1962-six Cummins and two Perkins. Heavy-duty Spicer 6452-A five-speeds were standard, with a second Spicer five-speed, a Fuller 10-speed, and a Fuller 12-speed unit as options.
Dodge felt it needed a new heavy-duty cabover tractor for the interstate to cover the high end of its big truck line. The LNT series, introduced in 1964, featured diesel power along with single or tandem axles, three cab designations, and interior and exterior trim levels. A short BBC cab, a BBC sleeper, and an extended 79-inch BBC sleeper were offered. The CN and CNT conventionals were discontinued.
Three new Cummins diesels were offered for the L-series tilt cab trucks for 1965. The standard 785ci (12.9L) VBE-235 V-8 engine produced 235 hp and 568 lb-ft of torque. An optional 785 developed 265 hp and 600 lb-ft of torque. There was also a 195hp, 450-lb-ft, 588ci (9.6L), V6E-196, V-6 engine. This smaller unit was used in the 65,000-70,000 gross combined weight rating trucks. Just like in 1964, all Dodge tilt cabs were supplied with easy service access hoods and quick disconnects.
Big-Rig Business Was Booming
The year 1966 saw the launch of Chrysler's Warren Assembly Plant #2. This new 100,000-square-foot facility was used for LCF and LN 1000 diesel heavy-duty trucks. Twelve trucks per shift were capable of being produced. Additionally, Caterpillar and Detroit Diesel powerplants were added to the Cummins brand for a broader power range. Dodge diesel truck sales increased by 43 percent.
Dodge continued to push its heavy-duty line in 1969. The L-series tilt cabs continued to offer six- and eight-cylinder diesel mills. The Cummins turbocharged six-cylinder NTC-280 and 335 engines were offered as options. Then Detroit Diesel added its 8V-71N in two horsepower ratings: 260 and 318. Dodge's CNT conventionals offered the largest Cummins engine, the 335hp NTC-335.
The Enthusiast Big Rig is Born
Luxury custom interior packages were offered in 1970 on the LN-series. Two-tone paint combined with matching interior colors set the theme along with custom seat trim, padded doors and headliners, carpet, and chrome trim. In 1973, Dodge added the 950 long-nose conventional. Designed from the wheels up, the new series could be outfitted with diesel mills approaching 500 hp. Dubbed the Bighorn, a mere 261 trucks were produced from 1973 to 1975. Standard and custom-trim packages were offered.
A '64 Dodge 500 diesel-powered...
A '64 Dodge 500 diesel-powered dump truck on the work site.
The Energy Crisis Takes Its Toll
The fuel crisis hit in 1974, and the automotive market dropped 27 percent, though truck sales at Chrysler improved by 1 percent. Dodge ended its LCF-series by cutting the C600 and C1000 along with the CT900. The CNT900 heavy-duty became its largest LCF, and the LT-series remained.
The energy crisis was in full swing by 1975. Combined with new government fuel economy and safety standards, inflation coined the term "sticker shock." In the heavy-truck market, production dropped by 43 percent. The new government safety standards for heavy-duty platforms combined with Chrysler's increased demand for light-duty trucks meant the end of the line for the medium-duty trucks as well. Sadly, these events marked the end of Chrysler's heavy-duty line.