1960 gmc cabover
Great piece! Some folks claim the legendary 702 inch V12 “Twin Six” was available in the crackerbox, but that’s not actually the case. Once GM became fat and happy in the mid 1950’s, it failed to appreciate that it was actually highly vulnerable, on all fronts. We suggest contacting the seller directly to respectfully share your concerns. There were several advantages, the two biggest being better weight distribution and of course a shorter overall length. I bought this for my son's nursery and it arrived very quickly and looks great! In addition to those aspects, what undoubtedly undid the DLR 8000 was its very narrowly-targeted one-size-fits-all concept, oriented specifically for medium/larger eastern freight haulers. I only saw a DFR 8000 at that show, not a DFR 8100. The General was a decent truck but it was to expensive for the every day truck. As their name implies, the Tilt Cabs were of a design where the entire cab tilted forward in order to provide great access to the engine.
All you could change was paint color. The DLR arrived just at the cusp of the great long haul trucking boom, and was too inflexible in its configuration. GMC did leverage its great success with its air ride transit and highway coaches for the cannonball and other HD GMC trucks starting in 1957. The DLR8000 sprung from the same mindset that created the air-cooled rear-engine Corvair, the “rope-drive” Tempest, Buick’s Aluminum V8, turbocharged Cutlass Jetfire, the Turboglide, and a raft of other engineering firsts at GM in the years 1959-1962. Are you sure it wasn’t a DF series truck? If you have a chance, take a look at a line setting ticket or order sheet on any new truck. GMC Truck & Bus was a closely know division where we got much done through direct contact with the factory.
Sitting over the axle driving in a potholed gravel yard beat you up pretty bad and with no insulation the6-71 with reach left you deaf within 15 minutes.
Under the joint venture, GMC trucks were phased out in favor of White-designed Volvo GM products. A very compact sleeper cab version was available in either configuration. And they all most likely have booze on their breath, given the corporate mindset of the ’50s. My guess was that although the DFR8000 was planned and prototypes built, the poor reception of the DLR8000 caused BMC to cancel the production version and re-engineer it quickly as a much more conventional truck. As was the air ride suspension, which movers adopted as soon as it became available, to protect delicate cargo from damage. Probably the most common articulated types in the UK up to late ’50s were the ‘mechanical horses’ (most commonly the Scammell 3 -wheelers) which majored on their abilty to turn in the tight spaces designed around horse drawn cart traffic.
Truck gasoline engines generally had lower compression ratios than their car counterparts. From 1939 to 1974 GMC had its own line of six-cylinder engines, first the inline sixes known as "Jimmy's" from 1939 to 1959, and then their own V6 from 1960 until 1974, of which a V8 and a V12 version also existed. For that matter most GM styling has appealed to me over the years. 1941 GMC COE Cabover Truck. They had some of their best years in the later 60’s and 70’s with thoroughly conventionally designed trucks like the Astro 95, General, and Brigadier. There was also a DFR 8100 that featured the 8V-71 it in. GMC nomenclature was D=diesel engine, L=cabover with set back front axle, F=cabover with set forward front axle, R=air suspension, 8000 GVW series designation. Maybe they need to keep management away from design and engineering, and let marketing only deal with dealers. $6,500.
Unless you’re in India where there’s Ashok Leyland. The frame design is something I find interesting in these trucks. Maybe there was a good market for them in the UK, sold as a Bedford model. It has the 2 speed rear axle. How much do you want to bet that not a single one was capable of driving it? The V-6 motor runs good.
Clearly, the engineering in these trucks was quite ambitious. In fact, it was something a bit ahead of the curve, in predicting a turn away from such brutalist and utilitarian boxes. Zero responses to that. I’m familiar with the nomenclature. For a typical dealership, this meant dedicating profitable space that would have otherwise gone to selling passenger cars. In contrast to the Crackerbox, the cab of the Astro was lengthened nearly six inches into a 54-inch BBC length with two sleeper cab configurations available. The Chevrolet Titan and GMC Astro are heavy-duty cabover trucks that were manufactured by the GMC Truck and Coach Division of General Motors.
52. I’m not a truck guy, but you had me at “Deadly Sins”. The same thing was the case for the 1960-1962 IFS medium/heavy GMC/Chevy trucks. Located in detroit metro, Michigan . One observation is that, in the US and the UK, companies can be car builders or truck builders. If you look at those brochure images of the inside of the cab, it looks like there was no insulation to speak of. Notify me of follow-up comments by email.
The only redeeming feature was being low it was easy to get in and out of. It was a great experience.
The non-air ride crackerboxes have a rep for being hard riding, and they were all terribly noisy. If left to the dedicated teams, the product is usually better and sells more. Ford responded in 1977 with its CL9000, quite advanced in having its cab be separately suspended, as this one listing to one side makes quite clear. of torque @1200rpm. 1960 GMC Cabover Tilt Trucks Vintage Look Metal Sign, France | English (US) | € (EUR), 1971 Quaalude 300 Vintage Look Metal Sign, 1968 Plymouth Barracuda 2 Vintage Look Metal Sign, Boundary Waters Canoe Area Vintage Look Metal Sign, Copyright and Intellectual Property Policy, Review how we define handmade, vintage and supplies, See a list of prohibited items and materials, remembering account, browser, and regional preferences, remembering privacy and security settings, personalized search, content, and recommendations, helping sellers understand their audience, showing relevant, targeted ads on and off Etsy, remember your login, general, and regional preferences, personalize content, search, recommendations, and offers, to ensure that sellers understand their audience and can provide relevant ads. As someone who ordered class 6,7 & 8 trucks not so long ago, I can tell you customization is king. Later heavy COE-trucks with continental success -some more than others- were the Scania 0 and 1-series (110/111 and 140/141), the DAF 2800-series and the Mercedes-Benz NG (Neue Generation). Paul, this is an excellent essay. GM was simply ahead of the curve with these air ride low tare trucks a good thing usually but in this case too far ahead of the curve, Pity they had some good ideas most of which have since been adopted industry wide, Terrific piece. I had always understood that riveted frames allowed for some flex without the risk of breaking a weld or tearing the metal. Both the DLR and DFR made it into production. Power steering was optional, something that was not at all common on big trucks back then, and for quite some time to come.
Item as described and prompt delivery. Jim Carter's Old Chevy Trucks - Your biggest source for Chevy and GMC Truck Parts 1934 to 1972. The air ride DLR8000 model was technically still available, but only through 1961, after which time it was dropped.
That means it is actually frequently running near peak VE and realizing most of its static compression. Take full advantage of our site features by enabling JavaScript. Of course GM went on to kill its medium duty and HD light duty trucks too. I remember when Mr. Leon Hess of Hess Oil said to his fleet sales representative that he would buy GC tractors only if Cummins engines were installed. None of these survived long-term, and most were gone within a couple of years, including these GMC DLR8000. And as you note, it was probably not real “truck guys” who were making the decisions. It is amazing how the big three did manage to build the ugliest HD cabover trucks in the sixty’s. Update: looked it it closer in magnification, and more sure than ever that it’s not an air ride. Cross-country truck freight hauling was still quite unusual, and if so, the loads were typically interchanged at Denver or other key hubs with West Coast freight companies.
Ironically, all of the independents’ COEs, like this Mack, all had a bit more style than these flat-planed boxy ones from the Big Three. At least some of its features, like the air ride, became common place later on. I always enjoy the sight of COE trucks but no kidding that there’s not much GM signature style in this one. I can understand the buyer resistance for an owner/operator in choosing such a truck. I recall the odd one on the highways around here when I was a kid. The “Tilt-Cab Cruiser” was first shown at the Chicago Auto Show in December 1958, and only as the cab-forward DLR8000. [1] In 1975, GMC introduced a Dragfoiler roof spoiler as an option. Interestingly, it later worked out the opposite way. That explains why GMC quickly rushed out the DF7000, a very conventional truck to suit the actual needs and preferences of its customers, not GM’s planners and engineers. 8ft 2 in or 2.5 metres is standard max width across the planet, why you ask, have a look at a shipping container they have to fit a truck for road transport without over dimension flags, Buses can be wider as bodies are usually locally built to suit the market but trucks are sold ex factory ready to go world wide. The GMC “crackerbox” COE did survive longer, until 1969, but only because a very conventional dumbed-down version was rushed into production to replace the DLR8000, not unlike the 1962 Chevy II and 1964 Tempest, Skylark and Cutlass. Why so low? Looks like you already have an account! The welded plate I-beam construction over stamped c-channels is very unique. With the high spring rates required, I doubt the there would be much independent movement. We've sent you an email to confirm your subscription. The crackerbox inspired similarly-boxy competitors from the other Big Three, as in this Ford W-series from 1966. Absolutely fascinating piece Paul, thank you! Thanks again. Fuel injection didn’t show up until later in the medium duties and again we got junk. There’s only a handful of genuine DLR8000 images on the web. Independent front suspension, air-suspension all-round, an ultra-light forward-set alloy cab only 48″ long, power steering, a complex fabricated frame that was 50% lighter, and the lightest diesel engine: This was the recipe for the most technologically advanced semi truck tractor in the world in 1959. A short run for a short truck. Great! For clarification: was the conduction of engine heat normally enough to keep the cab warm and windshield clear? I appreciate this very much. Maybe some EMD managers transferred to GMC in the 1950’s. I realize that it’s possible some were made, but I have my doubts. The X-brace clearly would add significant torsional rigidity, which would work well with the independent front suspension. What is the likelihood that an executive will land right when a program kicks off?
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