As I mentioned the other day, the road trip my son and I went on took us down Whidbey Island, where we caught the ferry to Port Townsend on the Olympic Peninsula. We got in line for the 7:30 PM ferry, and after a few minutes I heard a big diesel pickup pull into the lane next to us. I looked out the window and saw that it was pulling a trailer upon which sat this splendid old Diamond T truck. What a face!
The brass name plate on the side of its hood needs a good polishing; that’ll buff right out!
Here’s how it looked in better days. Quite the contrast from the plastichrome badges on recent vehicles.
It’s very difficult to pin down the exact year for this Diamond T, as this cab was first used in 1938 and went to about 1950. The ’38 had a more delicate grille, but from 1939 on it gets difficult. There are variations of the trim on the side of the hood, but there seems to be overlap, and maybe it has more to do with the model than the year.
It’s a timeless gem, regardless of the exact year. We did a CC on the successor to this generation and some Diamond T history here. It has often been called “The Cadillac of Trucks”.
At first glance I thought it was just a typical single axle straight truck, but a closer look showed that it was once something more than that.
The first tipoff was the fact that it obviously once had a tandem rear axle based on the springs.
But the frame has been rudely torched off, and the rear-most axle removed. That’s pretty odd, as it’s a bit hard to imagine both why and how well this truck functioned without it. Apparently it did though.
My guess is that for one reason or another, someone wanted a shorter truck on some back-country logging operation or such, and took a torch to it. But that’s a mighty crude operation. And it undoubtedly diminishes this truck’s value to one degree or another. But then I wouldn’t be surpassed if this ends up as a rest-mod truck, as so many other old trucks have. In fact, I’d pretty much bet on it, as it’s not really restorable as is.
I can just make out “Bulldozing” on the door. This truck undoubtedly hauled a big CAT up into the endless virgin woods here in Washington back in its day, to carve out logging roads.
Despite the pretty stiff chilly breeze, I went up to the observation deck as we pulled out and headed for the Olympic Peninsula.
Less than an hour later, we were pulling into Port Townsend. The ferry system is very efficient and well run, and it’s always a pleasure to ride on one.
I love the Washington State Ferries, and the sheer variety or sizes amongst them. My first ride was on the Kaleetan in ’83 or so and there have been dozens since over the years. Someone should do a post on them one day.
That’s a good-looking truck even as it is. Shame about the amputation at the back but whatever works. I’m surprised that chain wrapped from side to side works well to contain the leaf springs, I’d think they’d move all over the place like that but perhaps it’s just temporary. Or I’m just wrong which happens on occasion too.
I also think I spy another ProMaster camper on the other side of the truck but in a darker color. Looks like some sort of factory setup judging by the awning and AC unit on top. I suppose ’tis the season for these to start running around all the time again!
This type of dual axle bogie has the leaf springs solidly attached at the center and the front and rear axle use the springs largely independently, as if it were two quarter elliptic springs. There may be some rocking motion in the center mount too, but that’s why it worked with the rear axle removed.
Yes, that was a Travato, IIRC. They’re pretty popular, despite its MSRP ($95k) being almost 3x what I have in my van. And they’re heavy, because they have every amenity and doo-dad possible. It’s right at the max of about 9500 lbs ready to roll with two people on board. Mine weighs just under 7000.
Near the U-bolts you’ll see a round cap, that is to cover the trunion nut. That allows the spring to pivot so that the load is shared equally over uneven terrain. This is done of course to maximize traction w/o having to lock the center differential.
Wow, a great find. Yes, that rear suspension modification is a puzzler (and a real hack job). I hope this one finds some new life, those old trucks are hard to find homes for these days.
BULLDOZING
LAUDERDALE
..G.. 24141
and there is something written in red on the door fringe.
I think it is “Thunder”,which could explain the T in Diamond T.
I’d guess that the missing axle broke and rather than going through the expense of fixing it, they got rid of it.
Looks like it was set up for a tag axle that just rides when not loaded to help carry the weight of a bulldozer when needed. It might have been removed to install on another, newer truck.
The grille design of these Diamond T trucks looks most like a heavy, commercial version of the ’38 Cadillac 60 Series grille which might have been the inspiration. They are one hell of a rugged, high-quality truck, along with Federal, REO, Brockway and Mack, are well worth preservation.
That was my guess also – tag axle, not dual drive axles. But just speculation.
It was not a tag axle. I looked in under there and clearly saw where the output from the back of the first axle was where the driveshaft to the rear axle would have been.
This type of dual axle bogie is only used on dual drive rear axles. Also, tag axles were very uncommon back then. And in order to haul a dozer up into the hills and mountains, this truck would have needed all the traction it could get.
I’m not sure I’ve seen a tag axle on a straight truck of this vintage or even somewhat newer. They only make sense when a truck is never going to be on anything but a paved road, and back then there were still a lot of unimproved roads. A tag axle actually reduces the traction of the drive axle considerably then if it weren’t there at all.
Impressive warranty in 1939 (LIFE magazine ad, of all places):