1939-1947 Dodge Trucks
Dodge's Job Rated haulers make great projects and collectibles
09/24/2018
Paul Christensen wasn't about to let his grandfather's 1942 Dodge truck grow roots on the family farm in Canada. So, in 1989, he headed north and drove the one-owner truck back--from Alberta to Salt Lake City, Utah, with his wife and son following in the family's Ford Crown Victoria.
Inline-sixes of varying displacements with one-barrel carburetion were standard issue in Job Rated Dodge trucks. Rebuild parts as well as rebuildable cores or interchangeable used parts are relatively easy to locate, especially since variations of these engines were also used in passenger cars.
It would be rare to drive a rolling pre-WWII-vintage heirloom 600-plus miles without incident, and Christensen's trip had its exhilarating moments.
"We had left the [Canada-U.S.] border crossing near Cut Bank, Montana, and when I stepped on the brakes, there weren't any."
Making an old Dodge truck interior look new again is possible, thanks to the availability of reproduction rubber pieces and no shortage of painted surfaces.
After rolling precariously through an intersection using the handbrake lever (connected to a driveshaft-mounted brake) to bring the Dodge to a halt, Christensen regrouped and got the truck to a muffler shop. There, he could see that the brake line had popped off the master cylinder, allowing the fluid to pump out. It was a fairly easy fix, and soon the Dodge was rolling again. Now, if only he'd remembered to release the emergency brake afterward....
"I left the handbrake on, and it caught on fire," Christensen said. "Luckily, we were able to put it out with a fire extinguisher."
Then, about an hour from Salt Lake City, there was a run-in with a Utah Highway Patrol officer.
"He pulled me over because I'd lost [power to] the taillights," Christensen said. "He sent me to a convenience store and told me to get a flashlight and tape it on the back."
As you've probably gathered, this road trip story has a happy ending. Christensen made it to his parents' house in Salt Lake City and had the truck shipped to his place in Southern California.
Once home, Christensen disassembled the truck and restored it to its current condition. The project took about two years to complete. As the truck had been used primarily around the farm, it wasn't rusted, but it was dented and scraped. The tailgate was missing, as were the decorative rear hubcaps.
"It was a two-year process," he said. "It was missing the tailgate and missing the rear hubcaps. Other than that, everything was there. There was no rust at all. In Alberta, they don't use salt, and it's pretty dry. Most of the dings and dents were from combines backing into it while it sat in the barn."
While Christensen's truck is a Canadian-made DD2-33, it is virtually identical to the American WD21, long-wheelbase one-ton. One of the minor differences is the size of the engine. The Canadian trucks used a 228-cu.in. engine, while American trucks used a 230-cu.in. engine. Both are flathead six-cylinders and use the same transmission bolt pattern, though the block sizes are physically different.
Christensen completely rebuilt his truck's engine and its accessories, but left the non-synchromesh four-speed transmission and the 4.30:1 rear axle alone. The truck's springs are original, but the bushings were replaced, as were the front kingpins and pitman arm. The original steering box was in good shape and returned to duty with just an adjustment.
When all of the dents had been worked out, the truck was painted by a local body shop in green and black acrylic lacquer.
Christensen's truck is relatively unusual, as it's one of about 2,000 Canadian Dodge one-ton trucks and one of about 850 DD series trucks built in the Windsor, Ontario, plant (there were about 4,000 built in Detroit) for the 1942 model year. However, 1939-1947 Dodge trucks of any stripe are not difficult to find. Restoring one of these trucks isn't terribly complicated either, as the parts supply remains abundant. Dodge light trucks were used extensively by the military during WWII, so many spare parts were purchased by the government and later sold off as surplus. These trucks also have some components in common with Dodge cars, which further bolsters the parts stream.
"Dodge had military contracts during WWII, so you could go to military shows and buy NOS driveline parts and they were inexpensive," Christensen said, adding, "There has been a lot of interest in these trucks and that stuff is drying up."
There wasn't much change in the design of these trucks during their production run, so the interchangeability of parts from year to year also makes the job of assembling one a little simpler.
Body
Dodge rolled out a striking new design for 1939, featuring an all-steel cab with a two-piece windshield that could be opened for increased airflow at the turn of a crank. There was also a center cowl vent for increased ventilation, though vent windows in the doors wouldn't appear until 1946. The 1939 truck had a unique front-end/grille treatment that was changed in 1940. In 1940, Dodge trucks began using sealed-beam headlamps and were equipped with marker lights mounted on the headlamp housing. For the most part, after 1940, year-to-year appearance changes were very minimal. Used body parts for Dodge's "Job Rated" era trucks are not difficult to find. Rust-free fenders and doors are climbing in price, though they're still reasonable. During the course of researching this story, for instance, we quickly turned up a usable set of used front fenders and a lower grille panel for less than $200. Reproduction front cab floor pans for these trucks are available as are reproduction bed front panels, tailgates, running boards, bed wood kits and bed bolt kits.
Chassis
Dodge's 1939-'47 light trucks were offered in 1/2-, 3/4-, and one-ton varieties, but the nomenclature changed a little from year to year. The Job Rated trucks had stronger frames than previous trucks because they used steel with a higher tensile strength, the rails extended further forward past the engine than earlier trucks, and the trucks used beefy channel-type bumpers that helped to tie the frame rails together. A variety of wheelbases gave buyers greater options to suit their needs. The 1/2-ton rode on a 116-inch wheelbase, 3/4-tons on a 120-inch wheelbase, and one-tons were available with a 120- or 133-inch wheelbase. In 1940, Dodge 1/2-ton trucks adopted the safety-oriented system of using left- and right-hand thread lug nuts on opposite sides of the truck. Mechanically, the trucks are all very similar, with leaf springs at all four corners and solid axles front and rear. After WWII, there were some changes made to production truck chassis parts due to reliability issues that cropped up during military service. For instance, the 1946-'47 trucks were equipped with housing vents on live axles--a spring-loaded valve in the vent could automatically reduce pressure when it built up inside the axle. This helped reduce seal leakage and failure. Stronger differentials and larger axle shafts were also used in post-war trucks, and steering boxes were beefed up and made heavier. Though entire assemblies might interchange from year to year, you should be careful that you're getting the correct part for your year truck when buying individual components. Chassis parts and brake parts are widely available for these trucks, either from specialty parts vendors or even the corner auto parts store.
Drivetrain
There were three flathead sixes used in Dodge's light trucks throughout the Job Rated Era. A 201.3-cu.in. engine initially rated at 70hp (82.5hp in 1941) was standard issue in half-ton trucks. Three-quarter and one-ton trucks used a 217.76-cu.in. engine from 1939-1941, rated at 77hp, then at 82hp and at 85hp in 1941. From 1942-'47, 1/2- and 3/4-ton trucks were equipped with the 217.76-cu.in. engine, while one-ton trucks stepped up to the 230.2-cu.in., 102hp six-cylinder. A three-speed manual was standard issue, while a four-speed with a compound first gear was an option. Oil filters and oil-bath air cleaners were options on Dodge trucks, as were heavy-duty generators.
Complete overhaul kits for Dodge engines are available, as are clutches and virtually anything else needed to make your truck run like new.
Interior
Work-truck basic is the name of the game here, which can be a good thing for restorers. Rubber parts and seals are available for these trucks, as are switches, gauges and lenses. Original-style upholstery is also easily sourced from upholstery shops or upholstery suppliers.
Options inside these trucks were few and far between, and included items like upgraded seat cushions, a left-side sun visor, a left-side arm rest and a dome light.
PARTS PRICES
Shop or service manual -- $22
Outside door handles -- $150
Mirror bracket -- $49
Windshield gasket -- $45
Hood emblems -- $115
Door (used) -- $200
Carburetor (rebuilt) -- $190
Front floor pan -- $50
Wheel brake cylinders -- $51
Brake hoses -- $34
Engine gasket kit -- $63.89
Gas tank filler neck grommet -- $11
Cowl vent gasket -- $15
Door weatherstrip -- $35
Clutch disc -- $89.50
Fuel pump -- $79.50
Universal joint -- $85
Rear leaf springs -- $195 each
Shock absorbers -- $42.50 each
SPECIALISTS
Andy Bernbaum Auto Parts Inc.
315 Franklin Street
Newton, Massachusetts 02458
617-244-1118
www.oldmoparts.com
Classic 2 Current Fabrication
24536 Capitol Street
Redford, Michigan 48239
313-534-2886
c2cfabrication.com
Kanter Auto Products
76 Monroe Street
Boonton, New Jersey 07005
800-526-1096
www.kanter.com
Roberts Motor Parts
17 Prospect Street
West Newbury, Massachusetts 01985
800-231-3180
www.robertsmotorparts.com
Bruce Horkey's Wood and Parts
46284 440th Street Dept. H
Windham, Minnesota 56101
507-831-5625
www.horkeyswoodandparts.com
Dodge Job Rated Truck Registry
1625 Jason Street
San Diego, California 92154
619-575-1543
www.39-47dodgetrucks.com
WHAT TO PAY
1947 Model Year
PRODUCTION
1947 Model Year
1/2-ton -- 42,542
3/4-ton -- 9,992
One-ton -- 27,773
Forget Ford’s groundbreaking electric truck for a moment to consider this 2001 Ford SVT F-150 Lightning now offered on Hemmings Auctions. Instead of the dual permanent-magnet motors found in the current electric Lightning, the 1999-2004 SVT Lightning featured a supercharged version of Ford’s 5.4-liter “modular” OHC V8. Rated at 380 horsepower in the 2001-’04 models, it was good enough to make a stock lightning a formidable opponent on the street as well as at the strip.
A follow-up to the original 1993-’95 F-150 Lightning, which was a high-performance version of a standard F-150, the second-generation SVT super truck presented as a more thoroughly developed model with a lot more exclusive components that further differentiated it from the rest of the F-Series lineup. Beyond the engine, the entire suspension and braking system, not to mention aerodynamic body add-ons, were part of the Lightning package from 1999 through 2004. Exclusive interior components were also part of the package.At the heart of this SVT Lightning is its iron-block 5.4-liter SOHC, 16-valve V8 with a supercharger and an intercooler. The blower helped it deliver 380 horsepower and 450 lb-ft of torque in 2001, up some 20 horsepower and 10 lb-ft from the ’99 and 2000 models. The Eaton supercharged engine delivered peak boost of 8.0 psi and the engine featured an 8.4:1 static compression ratio, down from the standard 5.4 V8’s 9.0:1, which was rated at 260 horsepower and 350 lb-ft.
Power reached the rear 18-inch cast aluminum-alloy wheels via a four-speed automatic, an aluminum driveshaft and a beefy 9.75-inch, limited-slip rear axle with an acceleration-friendly 3.73:1 final-drive ratio, another upgrade for 2001. Car and Driver magazine reported a 0-60 mph time of 5.2 seconds and a quarter-mile in an E.T. of 13.8 seconds at 104 mph—impressive numbers for a 4,600-pound truck. Top speed was a drag-limited 142 mph.
Trucks generally require a suspension that can handle a full load in its bed while also providing competent driving while empty. But if you fancy one designed to a sports-car standard, then something has to give. In the case of the second-gen Lightning, Ford dropped its payload capacity to a mere 800 pounds. A standard 2001 F-150 Styleside carried a 3,180-pound payload rating, while an F-150 Flareside was rated at 2,005 pounds, some two-and-a-half times the Lightning, which featured the short-bed Flareside body. Towing capacity, likewise, was reduced from 8,800 pounds to 5,000 in the Lightning. But the Lightning’s strengths were never its payload or towing capacities, but it’s ability to perform like a sports car.
As a 21st century performance vehicle, however, the second-gen Lightning was also equipped to handle. A half-inch drop at the front was accompanied by SVT-specific coil springs and Bilstein shocks along with an exclusive 31-mm solid anti-roll bar. SVT’s influence continued at the rear with Lightning-specific five-leaf springs and a 23-mm solid anti-roll bar. The Bilstein setup at the rear included the right-rear shock staggered toward the front of the truck to reduce axle hop under heavy acceleration. The four-wheel antilock disc brakes were cribbed from the three-quarter-ton F-250, with 12.1-inch front rotors at the front and 13.1-inch discs at the rear.
As the years go on, fewer and fewer clean, unmolested low-mileage examples are out there, which is why this 2001 Ford SVT F150 Lightning now on Hemmings Auctions caught our attention. Showing just 5,525.5 miles on its odometer at the time of submission, it is said to be in “mint” condition and have an “immaculate” finish in the seller’s words. No modifications are noted to any part of the vehicle. The 18-inch factory alloys don’t appear to have any curb rash, though the Goodyear performance tires may be original. About the only deviations from stock are the tinted windows.
The latest electric-only F-150 Lightning is certainly a quick vehicle in its own right, but this 2001 edition from the engineers at SVT was built for excitement, not range. It was made with an old-school muscle-car vibe along with modern handling and braking. Which Lightning would you look good behind the wheel of?
Take a look at this second-gen Lightning on Hemmings Auctions before the bidding ends.
Spring is here. As the snow melts and the daffodils bloom, it’s time for many vintage cars to emerge from winter hibernation and get back on the road. Thinking of adding to the collection? We have 10 vehicles in spring-like shades of yellow – including cars and trucks, U.S. and European – to catch your eye.