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Comparing early models — the operator's experience

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  • Comparing early models — the operator's experience

    Let's consider early models of Dodge 4X4:
    • WWII 1/2 ton [various models]
    • WWII 3/4 ton [various models]
    • 1-ton Power Wagon truck, models WDX to WM300
    • M37 3/4 ton weapons carrier & ambulance

    Some of you will have driven all of these models at one time or another. Others here will have driven some of them. For example, you may have driven 1/2 tons and Power Wagons, or M37's and Power Wagons.

    I am interested to know how you compare the experiences. The 1/2 ton sits higher and has a different ride quality. Suspensions differ, ride differs, and driver ergonomics differ to some degree. Ergonomics is a fancy term to use on such primitive vehicles, but it still applies. I was prompted to think of this based on a post in another thread about gas pedal locations and driver comfort. Also, years ago, I had someone tell me they liked driving their WWII 1/2 ton because of how it differed from their Power Wagon.

    We may get some views regarding differences among models within a series. Certainly a WWII 3/4 ton weapons carrier is a different experience from a 6X6, and perhaps the carryall is a different experience than the command car — wheelbase and suspension figuring in.

    How do you compare the different trucks, and if you have a preference, what is it and why? What has been your experience and how does it affect your choices?

    Discuss
    Power Wagon Advertiser monthly magazine, editor & publisher.


    Why is it that the inside of old truck cabs smell so good?

  • #2
    While I have yet to enjoy driving my Power Wagon, and never will experience it in a stock configuration, I have ridden in/driven similar era Dodge trucks so I feel that I can vouch for the ride dynamics well enough to compare. My boss has a '41 WC21 that I did a bunch of work on a couple of years ago. I even got the (pleasure?) of driving it around a bit to get the cobwebs out of everything and get it road worthy enough to make a parade.

    While the truck has the old, really cool, factor, I must say that I do not enjoy driving it one bit. It seems that the suspension does not move, rather the frame does all the job of allowing the wheels to vary height in accordance with the terrain. Its quite an odd feeling having all that frame flex going on, while the suspension is stiff as all get out.

    The engine hasnt had much work done on it in at least the last 30 years, but it isnt dead by any means. Even after a tune up and quite a bit of work to get it back on the road I cannot help but notice how dog gone wimpy it is. You have to rev the crud out of it to get it to go anywhere, and revving isnt something this engine was designed to do. The non-synconized trans is a bear to shift, even after driving big rigs I still cannot shift it without a grind every time I shift.

    The steering box is loose in some spots, yet insanely tight in others. Wanderitis is certainly un-curable on this rig, short of tossing the body on a different, more up-to-date frame.

    Keeping the electrical system functional is a never ending task, mostly to blame on the 70+ year old original wiring that is just old and tired.
    The NDT tires are poor at best on dry asphalt, drive it on anything else and you are basically up a creek without a paddle.

    Being a stickler for creaks/groans/rattles in my rigs, I would never be able to drive it in complete comfort. There is just too much room for noises to cure them all.

    About the only way I can think of to have an enjoyable driving experience in this rig is if everything had been restored from the ground up with brand new components everywhere.

    Even rigs from the 60's and 70's are leaps and bounds better than much earlier counterparts, simply due to better engineering and operator comfort designed in. Stiffer frames allow the suspension to do its job. These are some of the reasons I chose to skip restoring the frame from under my '59 PW and decided to go with a newer donor frame. Keep it original looking on the outside, but make it so that I can, and want to, drive it daily if desired.

    Comment


    • #3
      My experience is with my 1967 WM300, which I drove several thousand miles per year, for about ten years. It has the 251 engine, 5.83 gears, and 9.00-16 tires.

      This truck is nothing but a truck. It rides best with heavy loads. It will run 50, 60 mph at most, and does reasonably well on hills, which we have a lot of. Steering takes some getting used to. The truck needs to be moving in order to steer, and the technique is to apply gentle pressure and allow the steering wheel to move at the pace it wants to. Which is good advice for any aspect of driving the truck. While no one would mistake it for a modern truck, in either appearance, road speed, or NVH, the biggest drawback to modern use is the brakes. Definitely, the brakes. Particularly when loaded.

      Offroad performance can be a little disappointing, depending upon what you expect. It has steep gearing and great clearance, obviously, but it is clumsy in the woods and the stiff springs compromise articulation on uneven terrain. Around here (Pa) the big test is how your rig handles the occasional necessity to traverse a muddy hill sideways, and the great weight of the PW can definitely slide you off the trail. But if your goal is to move heavy loads across flat terrain and take out a few good size trees (up to 4") while doing it, here's your truck. Used to love staring out over the radiator cap and watching trees disappear...

      One day a young guy stopped by and wanted to buy it. He told me he had just gotten a job about 30 freeway miles away, and was looking to buy a 4WD to make the commute in the winter. He thought the Dodge would fill his bill, and (of course), look great doing it. I politely asked him if he had ever driven an old truck. He told me "no," and when I explained that the truck was basically like a farm tractor with a cab and a heater (sort of), he lost interest. Not that I wanted to sell it anyway.

      VPW sold a video a while back that shows a farm mother taking her kids to town shopping in a PW. Something about how the PW can replace both the tractor and the family car. Marketing, then as now, can get pretty silly.

      The only other similar truck I have driven was a WWII WC fire truck, with very low miles. Steering was nice and tight, which gives me hope that mine would benefit from some freshening. The 230 engine is noticeably smoother than the 251, but definitely much less powerful than the 21 cubic inch deficit would seem to indicate. I suspect there is somethign about the 251 that makes it breathe better. Kinda like the difference between the more modern 318 V8 and its 360 relative.

      My uncle owned the WM300 before me. He had replaced a M37 with it. According to him, the M is more sporting and maneuverable, sort of in the direction of a Jeep. Not surprising, given the M's shorter wheelbase and lighter spring rates. He also missed the roomier cab, and its roadster capability. Something about it being easier to shoot out of. He also reports that the 230 is weaker than the 251, even considering the fact that the WM is a heavier truck.

      Comment


      • #4
        I’ve driven three of the vehicles mentioned. The WC-52 was pretty rough and not in prime mechanical shape. I only drove the WC on a dirt road but it seemed to ride well owing probably to the cable, chains and snatch blocks piled in the back. My memory of the controls has faded but the steering was very loose and squirrelly.
        Of the three trucks the easiest for me to drive is the M37. Although I have a clearance issue with the clutch and steering wheel owing to the length of my lower leg. Overall it beats out both the WC and my WM300s. With the WM there is the unfortunate placement of the throttle pedal and the fact that the clutch and brake pedals were not engineered for people with 13EEE feet. I have to wear soft shoes when driving the WM but other than that it is thoroughly satisfying experience. The driver gets quite a bit of mechanical advantage from the large steering wheel in all three models that I have driven.
        None of my own trucks drive faster than fifty MPH. They all run 900-16 tires and 5:83 axle gearing. All the other qualities I can recall are more esoteric. The smell of combustion and hot oils, gear and other mechanical noise and perhaps just a pinch of wet dog and leather gloves.
        Pedals can be modified and the ride improved by adding a load in the bed. For all their difficulties I enjoy driving them very much.

        Comment


        • #5
          Originally posted by Bob Thompson View Post
          The smell of combustion and hot oils, gear and other mechanical noise and perhaps just a pinch of wet dog and leather gloves.
          Yes Bob, very good. I forgot to mention this...

          Comment


          • #6
            Originally posted by NNICKB View Post
            Something about it being easier to shoot out of.
            I like this part.
            Power Wagon Advertiser monthly magazine, editor & publisher.


            Why is it that the inside of old truck cabs smell so good?

            Comment


            • #7
              M vs. WM

              I prefer the traditional look of the Power-Wagon but the M37 sure does ride a whole lot nicer. Whenever I see someone has removed the original spring seat out of a PW and replaced it with a modern one I assume they only drive on smooth pavement. The suspension on an unloaded PW isn't very forgiving and I think the original spring seat makes it a lot easier on my back when off roading.

              Comment


              • #8
                Gordon those guys come from the Texas branch of the family, where spaces are wide open and it is legal to hunt from vehicles. They get all jolly when they see a vehicle with a fold-down windshield. Or no windshield.

                And Kevin, my WM still has the spring seat, but I have hit my head on the roof a few times...

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