How’s that for a chalk-and-cheese duo? A truly historic American truck and (in my view) the only good-looking American Ford of the ‘70s, side by side in Chtuchak, in the north of Bangkok. How these got here, I don’t know. But they share a rather strange secret, one that will either make you laugh, cry or both.
I’ve caught a number of interesting cars on this spot: a Canadian Plodge, a 60’s Daihatsu and a jaw-dropping 1946 Lancia. It’s the city’s Department of Land Transport registration and certification facility – basically, every car that changes hands or got restored or modified has to come here for an inspection. This time, I initially happened upon an old truck sitting pretty much alone.
Not being a truck man myself, I had no idea what I was dealing with here. It immediately looked American and sort of Second World War-ish, but as I looked around in vain for a script or a logo, I couldn’t say what I was photographing.
All I knew was: this thing is massive, ancient and beautiful. The owner, a middle-aged Thai man, showed up and told me this was a 1942 Dodge Power Wagon. Well, that prompted a bit of research, of course. But that came later. Initially though, as I continued taking a few snaps, I wondered what life this truck must have had. These were never imported in what was then still Siam – especially in 1942, when the country was under Japanese influence. So this wartime Dodge must be a later import.
Strictly speaking, the “Power Wagon” designation should only apply to the post-war WD series Dodge, also badged as Fargo in some markets, which came in late 1945. But the basic design was already there in 1941 with this WC series.
These were deigned as all-terrain four-(or six-)wheel-drive haulers, chiefly for US Army needs. These ½ ton and ¾ ton trucks were powered by a variety of Mopar flathead 6-cyl. engines that produced between 79 and 104hp (gross) for a displacement of 3.3 to 3.9 litres. It had a 4-speed transmission and could be driven either RWD or 4WD.
I will readily confess my complete cluelessness as regards the technological aspect of this impressive machine. As I’m in way over my head, I will let the photos do the job for me.
Here are some underskirt pics for the CCognoscenti. I’m not sure how modified the suspension, brakes or transmission are, but that thing looks ready to roll.
The detailing on this particular specimen was quite interesting. It really didn’t look like a military truck. I would have thought some 1942 Dodge trucks were sold to the civilian market, but I reckon it’s much likelier that this one was de-mobbed and sold off sometime after 1945. It may have been transformed / restored into a civilian truck at that point, or at any point in the intervening 70 years.
Maroon is quite a fetching hue on vehicles of this period. Most of them got the olive drab instead. The WC Series, which is sometimes nicknamed “Battle Wagon,” was made for the duration of America’s involvement in the war. Multiple variants were made for specific uses – weapons carrier, ambulance, VIP staff car and so on.
It seems just over 226,000 of these sturdy rigs were made in five years. Sources say that Dodge were building as many as they possibly could – the main production bottleneck being the availability of CV joints and transfer cases. Some of the other Allied powers, including the Soviet Union, also received Dodge WCs in those years. They were extremely popular with their users and some had military careers that stretched to the Korean War.
1946 Dodge WD Power Wagon 3/4 Ton pickup
As I understand it, the “proper” Power Wagon designation came when the WC Series evolved into the civilian WD, launched in late 1945. The Power Wagon was also a hit in the post-war era and begat a whole family tree of vehicles bearing that name, on and off, until the present day.
The interior is very nice indeed. Detroit design really reached a peak in the ‘40s that was never surpassed. That dash is absolutely lovely, and the steering wheel looks like it might well be original and certainly unrestored. As to the knobs, lights and instruments, it’s unlikely they came out of the factory that way (’90s cigarette lighter, for instance…?), but it’s still looks the part.
I had to leave the Power Wagon after a little while, but made a mental note to return to the same spot when I would have a bit more time about an hour later. You never know…
And indeed, the crew-cut Power Wagon had acquired a long-haired hippy-era neighbour in the interim. I’m not a spiritual guy, but sometimes it feels like the universe does something just to blow your mind.
The Ford’s owner, also a middle-aged Thai guy, spoke absolutely no English, so I’m going with my gut and browsing Google images on this car’s model year. It could be an earlier car with slight modifications – it looks like it has had a bit of work done, body-wise.
I’m pretty unfamiliar with these cars, but I always thought they looked very nicely balanced, especially for an American car that debuted in 1969 as a ’70 model. The lines look almost Italian from certain angles. Compared to contemporary Ford fastback designs (e.g. the Mustang and the Torino) this was certainly the best of the bunch. Naturally, the post-1973 Mavericks were almost terminally uglified with the infamous 5mph bumpers, so finding an early one “as nature intended” is a huge plus. Brazilian-made Mavericks (1973-79) kept the original thin bumpers throughout their run, modest though it was (a little over 100,000 units).
Ford sold over half a million of these in the (extended) first model year, all with two doors like this one and only with one of two 6-cyl. engines: 170ci or 200ci producing 100hp and 120hp, respectively. After the demise of the Falcon, starting in December 1970, 302 V8 power (210 hp, at least initially) became available and a 4-door sedan was launched on a longer 109.9-inch wheelbase, versus the 2-door’s 103 inches. Thanks in no small part to the Maverick, Ford beat Chevrolet to the top spot in US sales in 1970 and 1971. The obligatory Mercury-badged version, the Comet, soon arrived and yearly sales settled around the ¼-million mark through to 1974.
The Maverick got its hood popped open for inspection as I continued to snap away, undaunted. I did a double take at this point. No wipers? Er… Is that not an issue, guys? ‘Cause when it rains here, it really rains.
By the time I got in front of the Ford, the open hood was beckoning me to come and inspect it. From this distance, I could tell this car did not have a V8. But I was quite apprehensive as to the innards of this beast. For I had seen a disturbing omen seconds prior, when I looked at the interior.
Yes, there was an immediate “uh-oh” sound running in my head when I saw this car’s interior. Lots of it looked the part (though again, this is probably the first time I’ve ever seen one of these in real life), possibly down even to the underdash A/C, which might well have been installed by a dealer back in the day. But that floor shifter looked dodgy a hell. And then I saw the steering column…
So there you have it, as suspected, our Ford Maverick is now motorized by a Nissan Diesel straight-6 mated to a (floor-shifted) automatic box. Well, that was not entirely unexpected. The ’64 Plodge I had captured on that spot a few weeks earlier had had a similar fate. American parts are really a pain to source compared to good old Japanese iron, around here. I can understand the logic behind making a complete motor and transmission transplant into an exotic car, especially something not too rare like a Maverick. Opting for a Diesel though, on this kind of car, is a little jarring to me. There are dozens of gasoline Japanese sixes that could have performed this job just as well.
But then I was also shocked because I had seen the Power Wagon’s engine earlier. Oh, I never did get round to showing you that, did I?
You guessed it: a Nissan OHC Diesel. You can’t make this stuff up.
Most CC posts are the product of coincidence, by the very nature of their classical curbitude. When coincidence pile up, a black swan event like this happens: two highly interesting CCs parked side-by-side, in a well-lit area, easy to access and photograph, who despite all their differences share a significant and highly unusual quirk. This Twofer could of course be topped by my encountering, say, a pre-war Packard parked next to an Austin-Healey, both featuring a Peugeot engine. Which I haven’t seen, but that’s the kind of bar I feel has been set by seeing these two vehicles.
I saw the truck being loaded up for transport out to the wider world, somewhere out there. Folks here tend to be very good with woodwork, so I hope the owner will give it a new bed. The presence of a Nissan engine is perhaps not ideal, but it’s probably just as rugged and durable as the old Chrysler flathead. So at least, it’s in keeping with the vehicle’s spirit, wartime politics notwithstanding.
As for the Maverick, I stand by my wincing at the idea of using this particular engine, but I’m delighted that this car’s clean lines and bright yellow paintwork will grace the traffic of the city with their presence. Classic car ownership can be potentially ruinous – being able to enjoy driving these cars can mean that certain alterations are deemed a necessary evil. It’s just a Maverick, in a way. A Diesel Maverick.
Still sounds wrong.
Related posts:
Road Trip History: Dodge Power Wagon True Tales of Adventure, by Robert Kim
Rich Kid’s Toys: Legacy Power Wagon – Starting At $120K, by PN
CC Capsule: Dodge WM300 Power Wagon – Immortality Attained, by PN
CC Outtake: 1947 Dodge Power Wagon – Still Ready To Conquer, by JOHNH875
Curbside Classic: Ford Maverick – The Simple(ton) Machine, by PN
Curbside Capsule: 1970 Ford Maverick – The Car To Send Your Kid Off To College In, 1969 Or 2015, by PN
CC Global: Brazilian Maverick – From Deception to Passion, by Rubens
CC For Trade: 1974 Maverick Grabber – Just How Much Marijuana Is It Worth? One Way To Find Out, by PN
CC Outtake: Maverick Four-Door Sedan – Student Transport, Then and Now, by PN
Doesn’t Thailand still require the vehicles to be right-hand-drive before they are allowed to be registered?
Probably not for classic cars, it seems.
I really like those BBS style lacy wheels on the Maverick. I’m guessing that the engine and gearshift probably came from an 80s diesel Maxima. Too bad it’s not packing the power to match its looks, but unicorns don’t always have a lot of horsepower.
+1, the wheels look great on that. Now if only it was a Nissan L28 six from a 280ZX and a 5-speed…
Can’t really get behind the idea of a purple power wagon, but to each his own. Sure looks big on the flatbed.
Love the WC. Dash is from a civilian version and not a milspec model. Km speedo numbers suggest an export version. These dash plates are so easy to change, it might not be original though. For those that might never have seen one, a rare after-market swivel frame conversion was available after the war.
Ah, thanks for confirming my suspicions — civilian dash indeed, and probably from a WD.
I agree with you that the 70-72 Maverick is a gorgeous design. It is interesting to compare it with the other new-for-70 car we saw the other day, the Duster. The Duster was a substantially larger car with an extra 5 inches of wheelbase (108). It almost seems like the Maverick was slotted into a size between compact and subcompact as those terms were used at the time. And could that diesel be one of the few that might lead to better 0-60 times? 😊
And love the Power Wagon! The wartime version with the plum paint job and Japanese diesel, it is surely one of a kind. I still remember being amazed to learn that you could still buy a new Dodge with a flathead 6 in 1968.
Well, the Maverick was Ford’s original VW Beetle fighter, so that might explain the smaller size. The A-body Mopar was of more typical compact dimensions.
For me, the Maverick to find would be one of the ultra-strippo, 1969 builds, one of those with a steering wheel horn ring and ignition switch on the dash. It was advertised at a cool $1995. As one might imagine, you didn’t get much at that price: 170ci engine, 3-on-the-tree, and no glove box.
And, then, the 1970 Duster arrived. For $2547, you got a screaming 340 capable of ‘dusting’ the vast majority of musclecars of the day. It’s worth noting that the low, low price of the Duster 340 didn’t last long as it went up in subsequent years. Still a bargain, but nowhere near what it was in that first year.
The Maverick was indeed positioned and marketed as a subcompact when it was first introduced. It “graduated” to compact status with the introduction of the longer wheelbase four door which was comparable in size to the Valiant and Nova, and with the debut of the Pinto.
From Popular Science, January 1969: “Ford’s subcompact Maverick will be offered only in a two-door version when it is introduced this spring…”
There is actually a YouTube video of what I suspect was for use by Plymouth dealers to train their salesmen, that outlines why the Duster was a much better sales proposition than the Maverick.
Long story short, biggest selling point for the Duster was the availability of bigger (V8) engines, not that the standard 6s weren’t up to the task. Next best point in the Duster’s favor was more rear seat legroom.
Just about anything can be swapped into a Dodge Power Wagon, and I’d sooner see a Nissan diesel in it than yet another small-block Chevrolet.
I’m not much taken with jacked up and threatening 4wd’s one sees all too often, so I can only presume it’s my ownership of a Tonka toy truck as a kid that makes the Power Wagon impossible to dislike. The big toy doesn’t have a personality that wants to run me over, being somehow huge and docile, like a Clydesdale. Even if it is more dangerous than any F-truck of now, for both the driver and all others in the immediate area.
I had an impression from this site (belied by the comments appearing above as I wrote this!) that US natives aren’t too fond of the Maverick, because of it’s status as a cheapskate’s conveyance when new. But I agree almost entirely with you about the 2-door, pausing only to suggest it perhaps needs just a tad more in length. An Aston DBS for the working classes.
Don’t fret about those diesels. They’re smooth and revvy LD 28’s, based on the famous L-series petrol sixes (and fours), which powered glamorous 240z’s and much else besides. The 3.3litre 6-cylinder Mavericks had 120 bhp gross, perhaps 90bhp net – same net output as a standard 2.8litre LD 28, and the Japanese automatic would likely be more efficient than the old Ford C4, so no great disaster. They’d use less than half the fuel of the Falcon six, and have been known to keep running for years even whilst simultaneously being on fire and underwater. Or thereabouts.
I’m very glad you’ve returned from your sabbatical, btw, and look forward to your reinvigorated self producing more delights, as per your job description.
Thanks. Now it makes slightly more sense. I wonder if it’s just easier in Thailand to find a cheap diesel engine of that size vs petrol, when the petrol engines reside in relatively prized cars?
BuzzDog’s comment below is interesting too. Perhaps the fact that it had been done (and documented) before made it the simple choice.
I really doubt there was any documentation that survived and unless you happened to be reading Popular Mechanics in 1974 (or in 201x on google books) you wouldn’t have a clue that someone had done it before.
Well yeah, I admit it’s unlikely to have been a factor – depends who did it, when and where, and who they know/are in communication with. (I’m thinking other Maverick owners)
Cheers Justy.
Good to be back.
I’ll have to look it up in Google books, but there was a feature in Popular Mechanics in the mid-70s about a company that transplanted Nissan diesel engines into new Mavericks, Novas and Dodge Darts (and I assume their twins). I don’t think that’s the case here, and I only mention it because it’s not totally unheard of.
I’ll try to post a link when I have more time.
I remember seeing that before. https://books.google.com/books?id=BQEMDqBjzHwC&pg=PA16&dq=maverick+diesel&hl=en&sa=X&ved=0ahUKEwj8-anCjLngAhVCneAKHYx2AkcQ6AEIMDAB#v=onepage&q=maverick%20diesel&f=false Interesting that they offered an automatic version for the Chryslers. I did not know that had already produced a bellhousing adapter by that time. The sad thing is that it wouldn’t bolt to the trans in a Valiant since the adapter was to the big block bellhousing pattern.
Isn’t that the same engine that IH used in the diesel Scout? I’m quite sure it is. Nissan was obviously quite happy to sell these to any and all comers.
Yes it is the same as used in the Scout and it wasn’t Nissan that was selling them in the US, it was Chrysler who had the contract to distribute Nissan Diesels. It was sold as the CN6-33 for forklifts (and other land going vehicles) or the M6-33 for marine applications.
http://i131.photobucket.com/albums/p282/dmh13433/Snap10.jpg
http://www.marineengine.com/boat-forum/attachment.php?attachmentid=10591&d=1422384793
Unfortunately I’m not finding any good pics of the valve cover that had Chrysler-Nissan cast into it.
Of course once they had an established market and the contract ended Nissan started selling them directly.
My understanding is that it was originally for Chrysler Marine but then the Industrial side decided it would be great as a stationary engine or for things like forklifts.
Fancy you finding that, a Nissan diesel Maverick from 1974, albeit a different one to the one in the post, being the older, lower-revving pushrod SD series, 3.2 litre.
But there was a factory Ford Maverick with Nissan diesel, you know.
Under local content nonsense, Nissan also sold fully-imported GQ Patrols from Ford showrooms in Australia, badged as, yep, Ford Mavericks. What’s more, these “Fords” had the very engine in the post, though with a turbo, and a larger capacity version of the one shown in the Pop Mechanics piece was also available!
Everything new was once new a long time before, it seems.
Mind-blowing!
Diesel Mavericks were a thing and I never knew it. Only CC can achieve these strange miracles.
Ford also sold a “Maverick” in Europe, which was a Nissan Terrano II, built in Spain and usually fitted with a 2.7 turbodiesel four.
Great post and pics on both vehicles. One wonders what each vehicle’s story is!
If you’re ever driving cross-country (US) on I-80, a stop at the Iowa-80 Truckstop just west of Davenport, IA, is well worth it. This is close to Paul’s childhood home of Iowa City, and just outside of the Quad Cities, home to former CC contributor Tom Klockau. Billed as the world’s largest truck stop, it has some interesting old trucks on display inside, and there is an entire trucking museum in a nearby building. They have a spectacular 1947 Dodge Power Wagon on display in the food court!
https://www.flickr.com/photos/kevystew/20390521010
A bit smaller Maverick https://commons.wikimedia.org/wiki/File:Ford_Taunus_Coupe_2.0_1972_yellow_hl2.jpg
and better Maverick
https://de.wikipedia.org/wiki/Ford_Granada#/media/File:Ford_Granada_Coupe_before_rear_three_quarters_reworked.JPG
Yes, the diesel is a bit jarring, but it makes sense for the location.
If the car was in Cuba, we would be applauding the ingenuity of the owner for keeping a classic alive. Really, this is not that different. Yes, I understand that the Cubans face much more hardships, both financially and in finding parts, but the idea of using what is available to keep a car on the road is the same for both owners. I really doubt that the Thai owner would be able to source parts at a price that makes sense for the car, so he used what was locally available and probably cheap.
As a bonus, neither has a SBC in it. I know it is a good engine, cheap and plentiful, with tons of aftermarket parts and support, but the complete lack of creativity in most US builders defaulting to using one just turns me off. “Florals for spring? Groundbreaking…”
That Nissan diesel six is undoubtedly the sbc of Southeast Asia. Works for me. Especially in the Power Wagon; a very fitting transplant. And it does look quite at home i the Maverick too.
I’ve seen them in countless Jeepney and boats in the Philippines.
I have seen them being rebuilt in roadside shops, with simple tools.
Great post!
The Power Wagon is an interesting find.
Back in high school a friend of mine had a 2dr Maverick, he was very fond of the styling and thought it would look great with a Targa top, I always thought of the Maverick as cheap (early ones had no glove compartment), over designed with a horrible back seat. Maverick did have a great marketing campaign.
My favorite ‘70s Ford is the boxy 1978 Fairmont and the 1979 Mustang.
LD28 Nissan diesels are a popular swap into anything they’ll fit here a friend has turbo versions in a XF Falcon ute and his Bonus built F1 pickup, not terribly powerful as diesels go the are beautifully made and run basically forever.
Here in Uruguay all sorts of cars, newer and older, were possible targets of a Diesel implant. The most interesting I remember that is still in daily use is a ’47 or ’48 Chrysler (Windsor? New Yorker? I don’t know) that was for sale some months back for much money. I’m not sure but I think I remember 12K. I don’t remember what engine is lost up there, but could be a ’80s vintage Mercedes 5 cylinder.
It’s weird seeing the car pass by, as at about 5.3 meters and the kind of steering and brakes these cars had (it’s not modified beyond engine and gearbox, and looks quite solid). Probably like driving an older truck.
Back to the Maverick, the 6 cylinder Nissan sounds like a nice engine, it’s been fitted to many American compacts and full sizes, and even though slow for big cars it sounds good. I remember in my childhood riding in a ’57 Fairlane cab with a BMC 2.2 D badge. Those drivers had a handful controlling that beast.
I just want to know who originally imported a bright yellow Maverick to Thailand? That has to be a story in itself !
A great find, with nice pics and research. Thank you!
The Maverick was attractive in the early ‘small bumper’ version. The later ‘heavy bumper’ version, like the Pinto, lost a great deal in their aesthetics. The Maverick (and Pinto) are two of the last cars I recall having some of the most severe rust issues Ford was infamous for in the 70s. They’d rust thoroughly (and completely). From top to bottom… but mostly vice versa. They didn’t have robust electrical systems either.
I was never a big fan of the Maverick, but I’ll take a Power Wagon anytime, no matter what’s under the hood. If anything, a diesel suits it and it’ll keep that classic truck on the road forever.
Interesting finds. I wonder if there are any cars from The Man with the Golden Gun still in Thailand.
The diesel seems like a good fit in the Power Wagon since the original engine was a flathead 6. The diesel Maverick is a little incongruous but would fit an alternative universe Ford since several 80s fords had Japanese diesels. Also it reminds me of classic cars in Havana kept running with Russian engines.
I wonder if there are any cars from The Man with the Golden Gun still in Thailand.
Some of the ones you see in the background, i.e. mostly Japanese and a few British cars if memory serves, as well as the white Benz — sure, why not. The AMCs, on the other hand, have probably been scrapped and reincarnated as tuk-tuks by now…
Old Japanese diesels power a lot of stuff in the developing parts of Asia. They are always naturally aspirated for these places, mechanical injection and no electronics whatsoever.
Every Jeepney the Philippines is powered by such a motor. They are loud, dirty and smelly, but they run forever.
The water version of the Jeepney is the banka, or outrigger boat. The larger ones have some pretty big old diesels buried in their hulls. The roar while you are riding is a constant reminder. Conversation is barely possible. Sometimes blaring music is added for effect.
A ’72 Maverick was the first decent car I bought, in 1974. I don’t remember how much I paid for it, but it was nice, small monthly car payments for awhile. Mine was a blue coupe. And it had the Ford 200 ci 6.
Enjoyable post, thanks! The Maverick looks like a ’71 Grabber. The floor shifter at least resembles original equipment.