We've received a request for info on a Dodge chassis

[dieseldave]

I’ve received a request for an engineering drawing or a tech spec, preferably with pictures, so can anybody help please?

The vehicle concerned is a Dodge 500 series, the model designation is K1050

The vehicle in question started life in 1969 as a 4 X 2with a large overhang, then it was shipped to New Zealand where an enterprising chap then had a tag axle added, making it a 6 X 2.

After the end of its useful life, the truck got parked in the corner of a yard and lay forgotten for years, but now the original owner’s son wishes to do a complete restoration of his Dad’s truck, but the chassis is rotten.

I’ve just secured an original workshop manual, but there’s a lack of info on the chassis which is where the knowledgeable folks in this forum come in…

Edited to add pictures…

This pic is of the plate (presumably?) added by the people who fitted the tag axle.

I believe this is the original plate:

So now we know it’s defo a 500-K1050.

[deanb]

Here’s a few bits and bobs.

Click on pages twice to read.

[deanb]

Click on pages twice to read.

[essexpete]

Interesting reading about the 500 series and thanks for posting. I don’t think I have a photo of Dads tipper anywhere. New in 1966 with a 6.354 and an Eaton 2sp axle. It must have been quite a good cab for local work. Where the ■■■■■■■ V6 engines any good? Was the V8 similar to that in the Ford D series?

[punchy_dan]

I’d imagine the chassis tapers down towards the front ? If it was me I’d chop it off behind the cab get 2 new lengths folded and join it .

[dieseldave]

DEANB:
Here’s a few bits and bobs.

Click on pages twice to read.

4

3

2

1

0

Thanks very much DEANB, this is great info and pics.

[dieseldave]

DEANB:
Click on pages twice to read.

5

4

3

2

1

0

Thanks very much again DEANB, more great stuff!!

[dieseldave]

I’ve just edited my OP to include a couple of pics so we’re on the right track.

Thanks again chaps, please keep any more useful nuggets coming.

[deanb]

essexpete:
Interesting reading about the 500 series and thanks for posting. I don’t think I have a photo of Dads tipper anywhere. New in 1966 with a 6.354 and an Eaton 2sp axle. It must have been quite a good cab for local work. Where the ■■■■■■■ V6 engines any good? Was the V8 similar to that in the Ford D series?

Hello Pete,

Heres a clipping that mentions the 6.354 engine was reliable.

Click on once to read.

[essexpete]

DEANB:

essexpete:
Interesting reading about the 500 series and thanks for posting. I don’t think I have a photo of Dads tipper anywhere. New in 1966 with a 6.354 and an Eaton 2sp axle. It must have been quite a good cab for local work. Where the ■■■■■■■ V6 engines any good? Was the V8 similar to that in the Ford D series?

Hello Pete,

Heres a clipping that mentions the 6.354 engine was reliable.

Click on once to read.

0

Thanks! I read the expected life between major overhaul was 100k miles. Does not seem much by todays standards. I have a 6.354 in a JCB excavator. I don’t think it has been apart but it smokes a bit and I reckon in a truck it would be down on ponies.

[windrush]

essexpete:

DEANB:

essexpete:
Interesting reading about the 500 series and thanks for posting. I don’t think I have a photo of Dads tipper anywhere. New in 1966 with a 6.354 and an Eaton 2sp axle. It must have been quite a good cab for local work. Where the ■■■■■■■ V6 engines any good? Was the V8 similar to that in the Ford D series?

Hello Pete,

Heres a clipping that mentions the 6.354 engine was reliable.

Click on once to read.

0

Thanks! I read the expected life between major overhaul was 100k miles. Does not seem much by todays standards. I have a 6.354 in a JCB excavator. I don’t think it has been apart but it smokes a bit and I reckon in a truck it would be down on ponies.

That was quite good for a diesel of that size back then, we had Bedford, Ford and BMC diesels expire long before 100k! One Bedford had three engines in twelve months, and I remember fitting two engines into a BMC FJK without it actually leaving the workshop as both overheated on pressure test. Perkins did a plan where you sent them your old engine and they sold you a factory renovated one, many operators did that to save downtime. Even Gardner advised removing the cylinder heads every 48,000 miles to regrind the valves and remove carbon.

Pete.