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Thus, the ½ ton Dodge was now called the D100. The traditional separate-fender body "Utiline" version remained available, with a GVWR of up to 9,000 lb (4,100 kg) on 1-ton models. After an agreement between Dodge and Studebaker , the C-Series' pickup bed also saw use in the Studebaker Champ pickup truck range.
New serial number codes: HP 1 ⁄ 2 ton, HR 3 ⁄ 4 ton, & HS 1 ton. 1951 - Doors now have vent windows. Mid-year change from 9-board bed to 8 boards per bed. Last year for 80 mph speedometer, chrome window handle knobs, and chrome wiper knob. New serial number codes: JP 1 ⁄ 2 ton, JR 3 ⁄ 4 ton, & JS 1 ton.
The model range was produced under three series: the 1 + 1 ⁄ 2-ton C40 (GMC C4500) and two 2-ton trucks; the "light" C50 (GMC C5500) and "heavy" C60 (GMC C6500). [22] Sharing the cab of the Action-Line pickup trucks, medium-duty trucks used heavier-duty frame rails and suspension, a higher hoodline, and wider front and rear axles (with larger ...
In a functional change, 3 ⁄ 4-ton and 1-ton trucks switched from 16.5-inch to 16-inch wheels (to adopt more commercially available tires). [2] To denote the introduction of a 6.2 L diesel V8, vehicles with the diesel engine received fender and tailgate badging denoting the diesel engine. For 1983, the front fascia underwent a minor revision.
With the exception of bus chassis and parcel-delivery vehicles (which used bodywork produced by second-party manufacturers), Ford shared the same cab design on all F-Series trucks; C-Series trucks moved the cab upward and forward, requiring a higher hood and different fenders than conventional models.
The M416, the last of the military 1/4 ton Jeep trailers, can be distinguished from earlier 1/4 ton trailers by its squared fenders.There were two later versions, the M416A1 and the M416B1.
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