TAB MODERN AUTOMOTIVE SERIES/NO. 2057 $9.

95

COLLECTING & BIJILIHN'G

MODEL TRUCKS
A thorough guide for truck modelers and collectors—
how to get started, what kits are available and where
to get them . . . plus a history of trucks available as kits.
 Collecting & Building Model Trucks, by Lou Kroack
This picture-packed modeler’s dream provides plans, photos and descrip
tions of all model truck kits available, and tips on where to get everything
needed for modeling from 16 prototype companies. Here are ideas for scale
replicas of trucks of all kinds dating back to 1897 (plus trailers, bodies, fire
apparatus, cranes, craw lers, doze rs, etc.), and photo s of models built by
hobbyists. It’s both a how- to guide, and a “look what you can build” book filled
with original scale modeling possibilities.
Subjects included are the basics, selecting a model, tools, ceme nts,
painting, and accessories . . . plus details on specific manufacturers — Autoc ar,
Brock way, Chev rolet, Crane Carri er, Diamond Reo, Dodge, Ford, Freightliner,
General Motors, Hayes, International, Kenworth, Mack , Marmon, Peterbilt,
and White. For each maker, there’s a complete model-by-model history,
company background, the scale models of that company’s trucks in general,
and detailed photos of scale models of each manufacturer’s vehicles. You’ll
also find information on trailers, bodies and loads for your models, plus tips on
building model fire apparatus, crane s, dozers, and other heav y equipment. If
you want to branch out in modeling and try something new and differ ent, start
truckin — with the scale model ideas in this fascinating book.
Lou Kroack is the author of the successful “Table Top Trucking” column in
the trucking publication “Owner Operator,” and has written many other articles
for other magazines. He lives in Trans fer, PA.

OTHER TITLES IN THE POPULAR MODERN AUTOMOTIVE SERIES

Asterisked titles also available in hardbound editions.
MODERN AUTOMOTIVE SERIES Edited by Die Van der Feen
Each volume, written by an expert, deals with one of the more popular makes or with
some general phase of the sport. Fully illustrated, these attract ive and practical manuals
are designed for the thousands of owner s, would-be owners, collectors, and enthusiastic
devotees of rallies, races, and expert road driving.
Marque Guides How to Enjoy Sports On TV
The Ford Mustang — 1964- 1973* Women in Sports Car Competition
MG Sports Sedan Guide You Can Draw Cars
Guide to Corvette Speed Those Incredible Indy Cars
Porsche 91 1 Guide Stropus Guide to Auto Race Timing & Scoring
New Triumph Guide Stimson s Rally Factors
New MG Guide Stick Shifter s Glove Box Companion
The New Mercedes-Benz Guide * Collecting Post WW II Cars for Fun... And Profit?
Hillman Minx Slalom & Autocross, How to Win At
Rabbit-Dasher-Scirocco. Guide to the New VW’s Performance Rallying
Ford Cobra Guide* New Guide to Rallying
DKW Guide Moments That Made Racing History
Special Subjects Larry Reid’s New Rally Tables
Modern Diesel Cars ♦ * Guide to Racing Drivers’ Schools
The American Sports-Racer from Kurtis to Cobra Guide to Competition Driving
Mopedaller’s Handy Manual Formula Jr.
TSD Rallying With a Programmable Calcu lator* Sports Car Clubs
Nuvolari, the Legendary Champion Chassis Tuning
Accessories for Your Sports Car Care And Repair of Your Sports Car
Sports Clothes for Your Sports Car *Car Interior Resto ration
Streamlining and Car Aerod ynami cs* * Automobile Restoration Guide, 2nd Edition

TAB BOOKS
Also Publishers of the Modern Aviation Series
Blue Ridge Summit, Pa. 17214
Send for FREE TAB Catalog describing over 750 current titles in print.
0-8306-2057-5 Prices higher in Canada
COLILffiCTHW & D BQ Jn iE D U M ®
Ji O D N BI L IH BI O SS
 *

DEDICATION

This book is respectfully dedicated to the memory of my late son,

Raymond L. Kroack, 1953 - 1970. He was an avid model car builder
and collector.
BY LOU KROAUK

MODERN AUTOMOTIVE SERIES

TAB BOOKS
BLUE RIDGE SUMMIT, PA. 17214
 F I R S T EDITION

FIRST PRINTING—JULY 1980

Copyright © 1 9 8 0 by TAB BOOKS Inc.

Printed in the United States of America

Reproduction or publication of the content in any m a n n e r , without express

permission of the publisher, is prohibited. No liability is assumed with respect
to the use of t h e information herein.

Library of Congress Cataloging in Publication Data

Kroack, Lou.
Collecting and building mode) trucks.

Includes index.
1 . Motor-trucks — M o d e l s . 2. Motor-trucks — U n i t e d
States — History. I . Title.
TL237.K76 629.22'1 '4 79-23493
ISBN 0-6306-9720-9
ISBN 0-8306-2057-5 pbk.
 Acknowledgements

It has taken over five years to accumulate the material for this book.
I would like to thank all who helped. The truck manufacturers
supplied the information for the histories. All the model companies
were most helpful with information and photographs. Special thanks
go to Jim Etter of American Industrial Models for helping with the
Mack history and for the use of his custom built model photos. Also,
special thanks to Lesney/A.M.T. Corporation, The Ertl Company,
Entex Industries, Inc., Gabriel, (C.B.S. Toys), Monogram Mod
els, Inc., The Testor Corporation, and Revell for the use of their
photos and other information. Other folks who helped are Zenon
C.R. Hansen, Chairman of the Board and Chief Executive Officer,
Retired, of Mack Trucks, Inc., Donald R. Miller, Director of Com
munity Relations, Mack Trucks, Inc., Craig Wilson, Vice-
President, Sales, Marmon Motor Co., and Loyal F. Osterlund,
President, Osterlund, Inc., Manufacturer of Diamond Reo Trucks.
Special thanks are due to the following model truck builders:
Dick Menosky, Frank Gortsema, Tommy E. Hall, Bob Goodhart,
Dick Hatch, Tom Manning, Fred Yokel, Stan Snyder, John Dovak,
Mark Savage, Jeff Roberts, Darrell G. Whitney, R. Dennis Flem
ing, John R. Schmidt, Fred Regan, and Dan Scherry. They all
supplied photos of their wonderful truck models to share with you
and make this book possible. Last, but not least, a special thanks to
my wife for her typing skills. If I have forgotten anyone who helped,
it is unintentional.
Contents

Introduction .................................................................................... 8

Model Truck Kits of the Past and Present.............................. 1 1

1 Model Truck Kits, Past — Present Day Model Truck Kits— The
American Industrial Model Story — Sources of Model Truck Kits,
Parts and Accessories

Basics of Model Truck Building.............................................. 25

2 Tools, Cement and Accessories — Cements — Putty or Fillers —
Painting Tools — Paints — Preparation for painting — Painting —
Rubbing and Waxing — Assembly — Scale Dimensions

Autocar ......................................................................................... 49
3 War Breaks Out — Autocar Model Trucks

Brockway . ................................................................................. 59
4 Brockway Acquires ATC — Golden Anniversary — Brockway Mode!
Trucks

Chevrolet ...................................................................................... 7 3
5 Bow Tie — Chevrolet Today — Chevrolet Model Trucks

Crane Carrier Corporation ..................................................... 83

6 Centurion, Century, and Centaur — Crane Carrier Model Trucks

7 Diamond Reo....................................
Diamond T and Reo — Hand-made Truck — Diamond Reo Truck
87
Models

8 Dodge............................................................................................. 97
Dodge Automobiles — Dodge Model Trucks
 Q Ford 1 07
A Low-priced Car—Into the Truck Business — Great Depression—
Ford Model Trucks

•jl
1
Q Freightliner 125
First and Foremost Truck—Freightliner Model Trucks

1 1 General Motors Corporation.. 133

“ Big Three— G.M.C. Model Trucks

11 O Hayes 145
““ Produced Variety of Equipment— Hayes Model Trucks

11 O International 155
From Reapers to Trucks — First to Pike’s Peak—International
Model Trucks

11 A Kenworth 173
■ Many Firsts— Kenworth Model Trucks

*| R Mack 189
Built Like a Mack Truck —Highway Tractors —The F series— A
New President —Mack Model Trucks

11 g Marmon 225
Marmon-Hemngton — Marmon Model Trucks

■J "7 Peterbilt 229

Talked with Drivers— Peterbilt Model Trucks

1 Q White ................................. .
Gas Power— White Model Trucks

1 9 Trailers, Bodies, and Loads 249

** Trailers and Bodies— Loads

2 Qw Special Interest Trucks and Equipment 263

Models
Fire Trucks—Specialty

Index 285
Introduction

The purpose of tliis book i s to extend ideas to truck modelers and

collectors via photos and give a history of trucks available in model
kit form. I also include a list of all model truck manufacturers, parts
and accessories. Although tliis book features a chapter on the basics
of model truck building, painting, e t c . , i t i s not intended to be a
how-to-book. This book i s a look-what-you-can -build book.
America’s needs move by truck. If you received it, a truck
probably brought it. When you are done with it, a truck will probably
take it away.
Trucking can be divided into two categories, the large com
pany fleets and the owner operators. The large fleets purchase their
trucks in large quantities. Although some fleets have attractive
color schemes and logos, most fleet trucks tend to be on the plain
side.
Some large fleets order the extras, air-ride seats, air condi
tioning, some chrome and polished aluminum accessories, others
do not. However, most fleet trucks tend to give a neat, trim, clean
appearance.
The owner operator is often referred to as the last American
cowboy. He usually owns one truck and is leased to one of the large
fleets. He may own his own trailer, or he may pull a company owned
trailer.
His truck is usually a high powered rig with fancy multi-colored
paint, often of his own design, lots of chrome and polished aluminum

8
items, bumper, wheels, exhaust stacks, mirrors, and more. His rig
may cost $40,000 to $85,000 plus and he is proud of it!
The interior is usually done in a color design of the owner’s
choice, with air-ride seats, air conditioning and much more. His
truck almost always is a sleeper cab type. Sleepers come in single
and double versions. The double version is used for two driver team
operations, or it may be used by the ever growing husband and wife
driver teams. Women are also becoming accomplished truck driv
ers in both fleet operations and as owner operators.
Double sleepers are usually equipped with air conditioning,
TV, clothes racks and more. Some even feature refrigerators, and
portable toilets. Truly a home away from home on wheels! Three
items that are a must in most trucks are tape decks, AM and FM and
CB radios. The driver listens to his favorite country music tunes on
the AM and FM radio and tape deck. The CB is his line of communi
cation with his fellow truckers. He receives and reports weather
and road conditions and he might even keep tabs on “Smokey”! The
trucker’s CB channel is 19. Channel 9, the emergency channel, is
constantly monitored to aid in emergency situations.
The owner operator’s role is important to the nation’s
economy. Not only does he haul a large portion of our nations goods,
freight, etc., he also sets a trend with the truck manufacturers.
Until about ten years ago, most owner operator trucks were Ken-
worths, Peterbilts, or Freightliners. Other makes just were not of
the quality that he desired. Today Chevrolet, Ford, G.M.C., Inter
national and Mack all offer owner operator oriented trucks, or
“owner operator specials.”
Today’s highly sophisticated truck model kits afford you, the
model truck builder and collector an opportunity to build and own
replicas of the big rigs or “18 wheelers”! You can let your imagina
tion run wild and create your own design of truck, color schemes,
etc. You can build a model of a fleet or over the road trucks,
construction type trucks, dumps, mixers, and tankers.
The first step is to go get several kits, paint, and cement and
start your own collection of scale model trucks. Welcome to my
wonderful world of model trucks.

Lou Kroack

9
 Chapter 1
Model Truck Kits
of the Past and Present
Today’s highly sophisticated model kits are not the first. Several
plastic kit manufacturers offered model truck kits in the mid-to-late
1950’s. They were lacking in detail by today’s standards and did not
appear to be in great demand by model builders.

Model Truck Kits, Past

Aurora entered the model truck field in the mid 1950's with
several trucks in the model railroad “S” scale, 3/16 inch = 1 foot.
Two tankers, a reefer van and a lowboy flatbed with a power shovel
for the load were offered. The tractors or powers units for the
trailers were White 3000 series tilt cab, cab-overs and twinscrew
Ford conventionals. I have one of the Aurora Fords pulling a milk
tanker in my collection. It appears to be a 1955 Ford F-800 tandem
axle tractor (Fig. 1-1). These kits were fairly detailed, equipped
with an opening hood, engine, and a fairly well detailed drive train,
with semi vinyl tires. They lacked “glass” windows.
Revell offered two Kenworths. They were series 825 “narrow
nose” conventionals. They were powered by Cummins 220 diesels,
with hoods which opened to reveal the engines. Cab interior was
above average in detail for the era. Despite the fact that they lacked
windows and chrome, these models were very accurate in appear
ance. Two sculptured figures of the driver and a checker were
included. The trailer was a 35 foot Fruehauf tandem axle version.
Decals in the kit were Bekins Van Lines logo. The completed model
 was 13 inches overall in length in 1/ 48 scale, inch 1 foot. This
model in unbuilt or built form is a much sought aftei item with
collectors (Fig. 1-2).
The second Revell was the same Kenwo rth pulling a Fruehauf
35 foot outside frame flatbed tandem axle trailer. The load was an
Honest John missile packed in three separa te crates (Fig. 1-3). I
j.ave both of these models in my collection and one of the later in
unbuilt form, the comple te original kit.
Revell also offered a White 3022 Pay Load tractor and tanker
trailer. The tractor feature d a tilt cab with a detaile d gasolin e
powered engine and detaile d chassis . The trailer was a 6,000-gallon
Fruehauf, comple te with hinged cross cabine t with gate valve air
eliminator and meter, fire extingu isher, spare wheel, and ladder.
Mobil decals and two men figures were include d.
Other Revell truck model kits were 1955/56 Chevro let 2-ton
stake body truck, (Fig. 1-4), and a 1956 Ford Vz-ton pick-up truck.
The Chevy was 5%-inches in length with an openin g hood that
reveals a six-cylinder gasoline engine . It feature d a detailed drive
train and removable stack body racks. Figure s of a driver and helper
were included along with crates, barrels , and a sack of grain that
made up the load. The Ford pick-up truck was 4 inches in length
with a detailed V-8 engine , chassis and cab. A scale-e nginee red
motorcycle plus figures of a police officer and truck driver were
included. Despit e the lack of “windows” and chrom e plating these
1/48 scale Revell trucks were well detaile d. I have often wonde red
why Revell did not update these little kits and release them.
Revell also offered two C series Ford tilt cab C.O.E . tractor s
and trailers in model railroad H. O. scale, 3. 5 mm = 1 foot. These
were plastic kits requiring assemb ly. They offered loads of detail,
considering their small scale. One trailer was a Global Van Lines
Furnitu re Van, (Fig. 1-5), and the other was an automo bile carrier.
Revell, Renwal, and Monogram produc ed a variety of military
type trucks during this period in approx imately 1/32 and 1/35
scales. These were ideal models when built stock. They also served
as a basis for “scratch-built”, civilian type trucks. I have constru cted
three 1/32 scale trucks, two Autoca rs and a Diamond-Reo, based
on the Renwal chassis (Figs. 1-6, 1-7, and 1-8).
A numbe r of years ago Premie r Plastic s produc ed a 1907 Mack
7-ton truck in approx imate 1/32 scale (Fig. 1-9). Although some
what short on detail, it could be built into a very nice model. I do not
have a built up one in my collection, but I have a complete original
unbuilt kit.

12
 Ulrich produces a line of H.O. scale die-cast metal truck kits
which are assembled by pressing, snapping and screws. Tractors
are Kenworth conventional and Mack II series cab-over with a
variety of trailers. Still available, their detail is reasonably accurate
considering the small H.O. scale.
The Ideal Toy Company produced some Motorific motorized
trucks in the late 1960’s and early 1970’s. They were powered by
battery operated motors. Several different models were available:
G.M.C., Mack, (Figs. 1-10 and 1-11) and Internationals (Fig. 1-12).
By removing the motors and fitting them in the Revell Military
Truck frame and suspension you could build a suitable 1/35 scale
truck model. All of these early model truck kits seemed to fade from
the market in a short time, even though plastic car model kits were
in full swing.
Present Day Model Truck Kits
The present day model truck craze started approximately 11
years ago when Industro-Mo tive Corporation (I.M.C.) released a
1/25 scale Dodge L-700 cab-over tractor and several trailers. Right
on the heels of the I.M.C. came A.M.T’s Peterbilt 359 Conven
tional “California” hauler. An immediate success, some modelers
consider it to be the finest plastic model kit ever produces. A.M.T.
soon followed the “Pete” with more tractors, trailers, fire trucks,
dump trucks, tow trucks, and even a Caterpillar bulldozer, all in
1/25 scale.
In mid 1978, certain assets of the A.M.T Corporation were
acquired by Lesney Products Corporation. Under terms of the
agreement Lesney acquired A.M.T.’s name, hobby kit business,
and related assets but not the factory in Troy, Michigan. The Troy
factory was closed and all manufacturing was moved to a Baltimore,
Maryland, plant. A small creative group, model shop, and engineer
ing department remains in Warren, Michigan. Lesney/A.M .T.
Corporation, a subsidiary of Lesney Products Corporation, con
tinues to produce a full line of 1/43 and 1/25 scale model truck kits.
Their latest catalog lists approximately three dozen truck items.
Model Products Corporation (M.P.C.) also entered the model
truck field with 1/25 scale kits of two Macks, the D.M.-600 and
D.M.-800 tractors. These were followed by a gravel dump trailer.
Several years later M.P. C. sold all rights, dies and molds to the Ertl
Company, Dyersville, Iowa.
The Ertl Company, a leading manufacturer of die-cast metal
toy vehicles and farm equipment for nearly 30 years, entered the
plastic kit field in 1972. Their plastic kits are called Blueprint
13
 Replicas, and include Internatio nal trucks, I . H . , John Deere, and
Massey Ferguson farm and construct ion equipmen t. Three Great
Dane trailers are offered: extendab le flatbed, dry freight and
“reefer” vans. Ertl acquired all rights and tooling from M . P . C . for
their Mack D.M.-600 and D . M . - 8 0 0 trucks and a gravel dump
trailer.
Ertl has been cited by model experts for exact detailing and
precise quality in its kits. The kits are reproduce d from the original
manufactu rers blueprint s. Features include key tabs for easy parts
location and assembly , check list instructio ns, and parts numbered
in sequence on individua lly bagged trees. These features and lack of
warpage make Ertl kits easy to build.
Monogram Models, Inc. , released a model of the famous Mack
1926 A. C. “Bulldog” in late 1973. I t was the stake body version and
was followed by a tank truck and flatbed logger truck. I am sorry to
report that these items are no longer in Monogram’s line.
Monogram’s next truck items were modem day Class 8 trucks,
released in July 1978. They were a G . M . C. General and a Chevrole t
3
Bison in 1/32 scale, /« inch = 1 foot. Monogram calls them Snap-
Tite trucks, because they snap together and require no gluing.
They are molded in appropria te colors and may b e assemble d with
no painting. They are 10-wheel over-the- road tractors. Detail i s
good, wheels turn, 5th wheel pivots, the dual exhausts are plated,
and sleeper boxes are included. I have built three of these kits — one
G . M . C . , one Chevy with sleeper and one Chevy without sleeper. I
elected to paint and u s e glue in the assembly . The frame was
shortened on the non-sleep er version. Air hoses and other details
were added. With a little extra detailing, these build into superb
models.
Monogram announce d the release of two more Snap-Tite
trucks for 1979. Schedule d for October is a Freightlin er conven
tional followed by a Freightlin er cab-over. Both are 10-wheel over-
the-road tractors with the same details as the G. M. C. and Chevy.
Entex Industrie s, Inc. , offer a line of 1/16 scale antique trucks,
1913 Ford Model “T” Delivery Van, and a 1915 Ford Model T
D/z-ton stake truck. They also offer one, 1/32 scale C-800 straight
chassis van body truck. It’s the truck that i s used to transport the Elf
Tyrrell race team and features Elf Tyrrell decals. A C-900 Ford with
27 foot van trailer i s offered. This features Martini Porche decals
and is the transporte r for that famous team. Another C-900 Ford
and 4 0 foot trailer features Ferrari Racing decals and i s the team
transporte r vehicle. These assemble with glue and feature many

14
parts, just like the larger 1/25 scale truck kits. Along with the
superb decals are chrome plated parts, opening rear doors, sleeper
boxes, and real rubber tires. Dealing i s very good, superb for the
smaller 1/32 scale.
The American Industrial Model Story
Who builds trucks? Children, adults, male and female. In the
past 12 years I have had contact from about a dozen lady truck
modelers. Ages for all truck modelers that I have contact with runs
from 8 years to 7 1 years. Age and sex do not appear to be a barrier
for the model trucker.
James A. Etter’s American Industrial Model (A.I.M.) Com
pany i s the latest concern to enter the model truck field with some
superb model kits and parts. Jim started building truck models back
in 1950, using cardboard, wood, and metal for materials. H i s first
scratch-built trucks were Macks. Jim has had a fascination for
trucks, especially Mack trucks all his life.
When Jim was 10 years old his family moved next door to the
local Mack dealer in Chambersburg, Pennsylvania. He would hang
around the garage after school, on weekends, or whenever he could.
The mechanic taught him about trucks, how to drive them, repair
them, and to love them.
This fascination with and love of trucks led Jim to build models
of them. “The other kids would be out playing ball or swimming,”
Jim recalls, “but I would be at home in my bedroom building model
trucks. ”
Jim worked part time’at the dealership until his graduation from
high school when he went to work for the company full time. After a
few years Jim met a Mack representative who admired his models
and helped pave the way for Jim to start a model making business on
a full time basis.
In 1967, Jim’s representative friend was promoted to vice-
president of fleet sales for Mack. He asked Jim to make him an exact
scale model of a new Mack tractor trailer rig. He wanted to present
the model to Roadway, Inc., the big transport company that had just
ordered 400 of the new rigs.
Jim agreed to build the model. “That was the model that got me
started, ” Jim said. This model opened the right doors for Jim. He
met Zenon Hansen, Mack President, and Keith Smykal, head of the
specialty products company that produces the Mack trademark
“Bulldog” souvenirs and sales promotion gifts.
Prior to meeting these gentlemen, Jim’s models were painstak
ingly produced, not from a kit, but from scratch, out of wood, metal,

15
 and cardboard. Average building time for each model was 200 to 300
hours. Hansen and Smykal originated the concept of producing on
a semi-assembly line basis — durable, custom made trucks for sales
promotions.
Smykal taught Jim the finer points of working with fiberglass, a
material more versatile than wood or metal and stronger than
cardboard or plastic. Jim learned the tricks of designing, pattern
making, and molding. He also met the best of the decal-making
printers and metal-casting jewelers who would supply him with the
parts and accessories he could not make himself.
Hansen and Smykal had set up a workshop for Jim by De
cember 1968. It was filled with all the required materials. Few
plastic kits were available for making model trucks at that time; Jim
had to design all his patterns himself. He made his own molds,
creating new processes to form shapes that had never been made
before and improving techniques already in use.
At the start, Jim created the patterns and molds for an entire
line, 17 models of Mack trucks. Since then he has branched out,
doing custom work for many other companies. But Mack is still his
favorite.
The custom model making business tends to be volatile. Sales
promotion models generally are the first budget items to go when
the economy is in a slump. Due to these slumps, Jim has been forced
at times to return to his old job at the Mack dealership doing custom
work, special paint jobs, etc.
When I first met Jim in 1975, his model business was in a slump
and orders for custom work were slow. After watching Jim mold
highly detailed model truck parts, cabs, hoods, fenders, and in
teriors, I was convinced that modelers would purchase these parts
and adopt them to plastic kit chassis (Figs. 1-13 and 1-14). This
would enable the modeler to build models not available in kit form. I
was also convinced that modelers would buy his cast metal parts,
which literally ranged from A to Z.
Jim furnished me with a sample Mack R-600 cab unit which I
adopted to an M.P.C. Mack chassis. It was easy and the end result
was a superb model. I kept on experimenting with various A.I.M.
cabs, each conversion becoming easier and better. I now have ten of
these conversions in my collection, ranging from the L to B series
Mack, to the last Mack Superliner, plus a Dodge and Brockway.
I started featuring these A.I.M. conversions in my regular
bi-monthly “Table Top Trucking” column in Owner Operator, a
Chilton Publication. At first, orders were slow at coming in. After

16
about a year the idea caught-on so much that Jim printed a complete
mail order catalog. He now reports that parts and accessories count
for a large portion of his yearly income. Jim also sees the day when
the parts and accessories could become his main business. He tells
of receiving orders for 100 gear shifts levers, 50 or more rear
springs, etc.
Jim, his wife, and four children reside in a large mobile home
located in McConnellsburg, Pennsylvania. His small but very effi
cient workshop is located in his side yard.
I sometimes refer to Jim’s business as a one man operation. He
is always quick to correct me. “It’s a one-family operation,” says
Jim. His wife and daughter do routine work on the larger jobs plus
filling parts orders, answering mail, and sending out catalogs, etc.
Each time I visit or talk with Jim on the phone, I an always
amazed at the new items released and more so with his future plans.
A.I.M. is truly the story of one man’s dreams and ambitions
starting to come true. A.I.M. continues to have the courage and
foresight to produce new and innovative model truck items that the
larger concerns overlook.

Sources of Model Truck Kits, Parts and Accessories

American Industrial Models, (A.I.M.), James A. Etter, Box
165, McConnellsburg, Pa. 17233, custom built models, parts, and
accessories. Catalog is available.
Lesney/A .M.T. Corporation, complete line of 1/43 and 1/25
scale plastic truck model kits. Catalog is available. Lesney/A .M.T.
Corporation, P.O. Box 7338, Baltimore, Md. 21227.
Auto World, Inc., 701 N. Keyser Ave., Scranton, Pa. 18508,
mail order source for model trucks, paint, tape, model tools and
accessories. Catalog is available.
Bare-Metal Company, El. Mason, 19419 Ingram, Livonia, Mi.
48152, supplier of Bare-Metal Foil, ideal for adding chrome to a
model or repairing damaged and marred chrome. No catalog.
Brookstone Company, 123 Vose Farm Road, Peterborough,
N.H. 03458, offers a complete line of top quality tools that are hard
to find and ideal for model work. Catalog is available.
Entex Industries, Inc., 1100 W. Walnut St., Compton, Ca.
90220, manufacturer of 1/16 scale antique Model T Ford truck kits.
Catalog is available.
Htibley Division Gabriel Industries, Inc., Lancaster, Pa.
17601, manufacturer of 1/20 scale metal and plastic antique Ford
Model T truck kits. Catalog is available.

17
 J.M.C./Con-Cor , 1025 Industrial Drive, Bensenville, Ill.
60104, offers a line of H.O. scale Mack Bulldog and 1931 Ford AA
trucks in various body styles. Catalog is available.
Krasel Industries, Inc., 1821 E. Newport Circle, Santa Ana,
Ca. 92705., Micro Scale Decals for model trains can be used on
some model trucks. Catalog may be available.
Miniature Vehicle Manufacturing and Miniature Toys, Inc.,
P.O. Drawer “E”, Westboro, Mass. 01581, offersaline of die-cast
metal trucks in various scales. Catalog is available.
Model Shipways, Sam Milone, 39 W. Fort Lee Road, Bogota,
N.J. 07603, supplier of chain, working turnbuckles and many other
items useful to the model trucker. Catalog is available.
Revell, Inc., 4223 Glencoe Ave., Venice, Ca. 90291, manufac
turer of 1/25 and other scale cars and pickup truck kits. Catalog is
available.
Model Parts, Inc., 212 Murray Road, P.O. Box 7497, Newark,
Del. 19711, offers a complete line of plastic structural components,
tools, and etc. Catalog is available.
Monogram Models, Inc., 8601 Waukegan Road, Morton
Grove, III. 60053, manufacturers of 1/32 scale Snap-Tite model
truck kits. Catalog is available.
Plastruct, Inc., 1161 Monterey Pass Road, Monterey, Ca.
91754, suppliers of plastic structural shapes useful to the model
trucker. A “must” for the scratch-builder. Catalog is available.
Sangray Corporation, P.O. Box 2388, 2318 Lake view, Pueblo,
Co. 81004, manufacturers of Decalon decal making kit for making
your own decals. Catalog is available.
Sinclair's Auto Miniatures, Inc., P.O. Box 8410, 3831 W. 12th
St., Erie, Pa. 16505, excellent source of die-cast metal trucks.
They offer prompt and reliable mail order service. Catalog is avail
able.
The Testor Corporation, 620 Buckbee St., Rockford, Ill.
61101, manufacturers of 1/25 scale model truck kits, (former
I.M. C.), Dodge L-700 and various trailers. Catalog is available.
Walthers, Inc., N. 34th St., P.O. Box 16626, Milwaukee, Wi.
53216, offer H.O. scale model train and truck decals. Catalog is
available.
Most of the above concerns have catalogs or brochures avail
able for a small fee. When writing please send a self-addressed,
stamped envelope.
I also suggest that model truck builders visit their local hobby
shops. Most are well stocked with model truck kits and accessories.

18
Fig. 1-1. Aurora S scale 1955 Ford F-800 tractor and milk tanker, with aqua
tractor and silver trailer. Radiator grille is light yellow. This model is reasonably
accurate, but does not have "glass” windows.

Most toy departments of department stores and some truck stops

also stock model truck kits.

i
I.
:
■

* - ■ • ; •<
I . ‘

Fig. 1-2. Revell Kenworth 825 tractor and 35-foot Freuhauf tandem-axle trailer in
exact 1/4 inch scale. Note Bekins logo. This is a rare, much sought after model
among collectors.
Fig. 1-3. Revell Kenwor th 825 tractor and 35-foot Frueha uf tandem -axle flatbed
trailer in exact A inch scale. The load i s an ‘Hones t J o h n Missile' in crates. This
1

is rare also.

Fig. 1-4. Revell 2-ton Chevro let Stake B o d y Truck in 1Z» inch scale.

' a . <

* - -.

Fig. 1-5. Revell C series Ford COE tractor and Global Van Lines Furniture Van in
HO scale.

20
Fig. 1-6. Authors semi-scratch built A-64 Autocar tractor and flatbed trailer in
1/32-scale. This is based on a Renwal Military truck kit. The trailer is constructed
of model railroad spruce wood and Plastruct.

I
■
II
I

-'i
------ T

Fig. 1-7. Author’s semi-scratch built Autocar DC-7564T tri-axle dump truck in
1 /32-scale, based on a Renwal Military truck kit. The front rear axle, or the pusher
axle raises and lowers.
a
i
I

Fig. 1-8. Author’s Diamond-Reo C-9264-D and Rogers “spread” tandem-axle

flatbed trailer i n 1/32-scale. Based on a Renwal Military truck kit, the trailer is
constructed of balsa wood and brass. Load is empty thread spools held i n place
with smalL chains.

21
Fig. 1 - 9 . A Premier 1 907 Mack 7-ton dump truck i n 1 /32-scale. This is very rare.

Fig. 1-10. Author’s Motorific G.M.C. wrecker towing a Motorific F-series Mack
cab-over. Both were adapted to Revell Military Truck kit chassis.

22
Fig. 1-11. Author’s Motorific Mack F series COE pulling an exterior post van
trailer.

Fig. 1-12. Author’s Motorific M-series International tri-axle dump truck. Body and
hoist are scratch-built.

23
Fig. 1-13. American Industrial Models, Brockway 761 cab, hood, fender, and
interior as it appears after being removed from the molding machine.

Fig. 1-14. America n Industrial Models B-73/B-75 Mack cab, h o o d , and interior
units. Left cab B-73/B-75 Mack with L series cab. Right B-73/B-75 Mack with the
flagship B series cab.

24
[ Chapter 2
Basics of Model Truck Building

The first step is to select a model truck kit from your local hobby
shop or favorite mail order house. You may want a certain make of
truck to duplicate one of the big trucking company rigs. It could be a
model of an owner operator rig, a friend's, relative's or perhaps your
own rig.
After you purchase your kit and bring it home, open it, even if
you are not going to build it until later. Check for missing parts, if
chrome is not bagged, wrap it in tissues or paper towels to prevent
marring. It’s delicate and mars easily. Remove the decal sheet and
store it in an envelope. Decals are very delicate. Should the vinyl
tires in the kit come in contact with the decals, a chemical reaction
occurs and ruins the decals. Always do this, when storing a kit for
any length of time.
When you are ready to start building the model of your favorite
big rig, you will need information, photos, and data. It's best to try
to photograph the prototype rig, take measurements, etc. Most
trucking companies and owner operators will agree to let you
photograph and measure their rigs, but always ask for permission.
I prefer to use sales brochures as a guide when building a model
truck. Most truck and trailer manufacturers and dealers will supply
brochures and literature on request. Tell them what you want it for.
Tools, Cement and Accessories
A few basic tools are all that is required by the average
modeler. You'll need various saws, razor and jeweler's type, along
with at least one X-acto or similar brand knife with a number 11

25
blade. X-acto also make s othe r sizes of kniv es (Fig s. 2-1 and 2-2).
Also get seve ral pairs of twee zers of the type that tape r to a slim
point (Fig. 2-3). Small jeweler’s files can be purc hase d individually
or in sets. The most common ones need ed are: flat jewe ler’s file
(number 4, fine cut), roun d (nee dle), round (num ber 4, fine cut),
squa re, (num ber 4, fine cut), triangular, (num ber 4, fine cut, flat).
Various clamps are need ed. Broo kston e sells vario us smal l hobby
clamps (Fig. 2-4). Sprin g type cloth es pins and rubb er band s mak e
handy clamps (Fig. 2-5). Various pliers, side cutte rs and need le
nose type s, are useful for bending wire , cutting plastic, etc. (Fig.
2-6). Small ruler s and scale s are useful for figuring scale mea sure
men ts (Fig. 2-7). I use a small calculator for ease in figuring scale
meas urem ents (Fig. 2-7). I use a small calculator for ease in figuring
scale meas urem ents. Othe r useful tools are pin-vises, hand-held
drills for small pin-size drill bits. The most need ed drill bit sizes are
num bers 30 throu gh 80, plus 1/16, Vs, 1/16, and Vs inch sizes . A
small benc h-mo unte d vise is handy for holding parts for sawing, etc.
The serio us builder may want to add Drem el or othe r high
spee d moto r tools with acce ssori es and bits. An X-acto brand or
othe r hot-knife is useful in slicing throu gh plastic. I use a hot-knife
and a Drem el grind er for cleaning up A.I.M .’s casti ngs. The reall y
advanced scrat ch-b uilde r may elec t to purc hase a pow er saw. I
rece ived a Drem el No. 580 table saw for Chri stma s last year . It rips,
cross cuts, mite rs, strai ght cuts, and more. It is useful for scrat ch
building truck bodi es and trail ers. Some mod elers prefe r an artist’s
airbr ush for painting. I have one but seldo m use it. I achi eve good
resu lts with spray cans.
Cements
The choice of the correct glue is very impo rtant . I neve r use
tube type plast ic ceme nt. It tend s to be stringy. I prefe r one of the
liquid ceme nts — Plast ic-Weld, Testers, or Micro-Scale. The parts
mus t be fitted toge ther tightly when liquid ceme nt is used . This
adds a little more work for the mod eler beca use mos t kits requ ire
more trimming and filing of the joining surfa ces, so they reall y fit,
befo re applying the ceme nt. Finger-nail emer y boards are perfe ct
for this oper ation . I use abou t one-half liquid ceme nt and one-half
epox y. One of the 5 minute epox y ceme nts, Duro , Devc on, or
Foxy-Poxy are ideal. They requ ire mixing, thus more time is in
volved. The extra time is well spen t, as the end resu lt is a sturd y,
durable model, one that parts do not fall off. Epoxy cem ents are a
must when working with A.I.M.’s fiberglass and metal parts . Vari
ous ceme nts are available for model work (Fig. 2-8).

26
Putty or Fillers
Testers makes a putty for plastic that's ideal for filling small
cracks and seams. For larger cracks, seams, and pits, and a must on
A.I.M.’s parts, I prefer Green Automobile Spot Putty. It is a glazing
putty used on automobiles and is available at most auto parts stores.
When allowed to dry at least 8 hours on larger seams, it produces a
smooth seam or joint after sanding and prime painting.

Painting Tools
Tools used for painting model trucks are similar to those used
on a full size truck. The only real difference is the size. The model
truck tools are smaller, but used in a similar fashion. Tools required
are wet or dry sandpaper in the following grits, 300, 400, and 600.
For masking the following tapes are ideal. Scotch Brand Magic Tape
and regular automobile masking tape in various widths (Fig. 2-9).
For touch-up, engine and interior detailing several good quality
sable hair paint brushes are necessary. The most used sizes are
Number 00 with a round tip, Number 1 with a round tip, and Number
3 with a flat tip. Other sizes are also available. It pays to buy good
quality brushes. They will last for years, if cleaned and stored
properly. Coat hangers can be bent into various shapes to grip
inside the cab and fender units to serve as a handle for holding the
model (Fig. 2-10). Small parts are best left on the plastic runners,
trees (Fig. 2-11), or sprues while painting. Should you desire to
paint over chrome parts, it’s best to remove the chrome. I use
muriatic acid. Soak parts for about 15 minutes and the chrome
plating disappears. Instead of this, you can sand the part to rough up
the surface, or use liquid rubbing compound to remove the chrome.

Paints
Pactra and Testers make enamel paints for plastic in spray cans
and bottles. It does not require a primer coat, but I always prime a
model, even when using these paints. A primer coat gives the finish
coat something to adhere to and adds depth. It also shows up any
flaws, pits, etc. in the plastic. When these appear, apply putty,
sand, and spray the area with primer until the desired effect is
achieved (Fig. 2-12).
I prefer automotive type lacquer paint and use it on 99 percent
of my model trucks. The two most popular brands are Dupli-Color
and Tempo (Fig. 2-13). Both brands offer hundreds of colors in
spray cans and bottles, including metafiles. Never spray the color

27
(finish coat) directly on the bare plastic. It will craze or etch. You
must first spray the plastic with Tempo 6-11-A platinum gray
primer. Tempo No. 7-4000 platinum gray sandable primer also
works well. Dupli-Color makes a primer that is suitable. Why does
this primer work and not etch the plastic? It contains a non
penetrating lacquer thinner. Always check and make sure that your
primer contains this type of thinner. I am sure brands other than
Dupli-Color and Tempo can be used. Always check on scrap plastic
to assure that the primer will not craze the plastic. Once this is
ascertained, you are ready to spray on one of the many colors
available.
Dupli-Color’s address is, Dupli-Color Company, Inc., Elk
Grove, Ill. 60007. Tempo’s is Tempo Products Company, Cleve
land, Ohio 44139.

Preparation for Painting

Now that you have selecte d your color of paint and primer, the
next step is preparation. It is a very important step and can make or
break your paint job.
Dust, dirt, oil, and grease are your foes! Lubrication is used
during the kit manufacturing process, to allow the plastic to release
from the steel dies that mold them. This plus oil from your finger
tips can cause problems. Paint will not adhere to oil or grease. You
must scrub the surfaces of the parts. You can use a toothbrush and a
mild deterge nt. You then sand the surfaces with 600 wet or dry
sandpaper. This roughing up of the surfaces gives the paint a better
grip on the plastic. Another alternative and the one I use is to scrub
the model with a toothbrush and a mild abrasive household type
• cleaner. This removes the oil and grease and roughs the surface.
You should not handle the model from this point on with your
bare hands. Rubber gloves should be used to handle the model. Do
not dry with a cloth or lint will result. Let the parts dry in the air. If
you are in a hurry, you can use a hand-held blow type hair dryer.
The heat and air dry the model in a hurry. I prefer this method.

Painting
You now have your model clean and mounted on a bent clothes
hanger handle (Fig. 2-14). You have to select your spray painting
area carefully for several important reasons. Always spray in a well
ventilated area away from flame. It is well to select an area where
spray dust will not do any harm.

28
 You may want to construct a simple spray painting booth and
add an exhaust fan. You can also spray into a large cardboard carton.
I constructed a large spray booth using scrap plywood and installed a
low cost exhaust fan, connected to a clothes dryer vent. It is located
in my basement away from the fumance and hot water tank flames.
This is probably the best bet for the avid truck modeler. Each kit
contains 250 to 300 or more parts, most of which require painting.
That's a lot of fumes in any area, so I always open several basement
windows.
It is best to try to do your spraying when the humidity is low,
with a room temperature of about 70 degrees. Heat the spray can
under running water. The best finish is obtained by applying warm
paint to a warm plastic surface. If the paint or plastic is cool, you can
expect a rough orange peel effect. High humidity causes “hazing."
Always practice on scrap plastic first. Start the spray off the model,
so more of the paint hits it. Gently swing the spray pattern across
the model and off the other side before stopping the spray. This will
avoid paint build up on one spot. Do not hold the spray pattern still
when it is pointed at the model and do not change directions while
the spray pattern is directed at the model. You must maintain a
smooth and even stroke with the spray pattern to apply an even coat
of paint over the entire surface. If you pause the paint will collect
and run.
It’s best to experiment with each brand of color to determine
how far to hold the spray can from the model. Try to cover with a
thin coat. Hold the can too far away and you get a pattern of paint
dots, or a “pepper" effect. Too close results in paint build up and
runs. A general rule is to hold the can about 9 to 18 inches away from
the model. You can move in closer if you move the spray faster
across the model’s surface. I always move in to about 6 inches for
the final coat. Good paint jobs are no accident (Fig. 2-15), they
require experimenting, practice and patience. Never try to con
serve paint and risk a poor paint job or a ruined model. The above
methods work well for me. You may, by experimenting, develop
slightly different techniques. In this case follow the methods that
give you the desired results (Figs. 2-16 to 2-19).

Rubbing and Waxing

Some modelers spray the entire painted surface of a model
with clear paint. I do not care for this, but use 99% lacquer paint. I
rub out the model with liquid rubbing compound to bring out the
gloss and depth (Fig. 2-20). I then apply a coat of Armor-All and buff

29
with a soft cloth. Armor-All provides a protective , high gloss shine.
It is ideal for restoring dull finishes, etc. It’s available at most auto
supply stores or write to Very Important Products, Inc., Newport
Beach, Ca. 92660. You can also use any liquid or paste wax on your
models for protection . Do not apply wax to the chrome areas. I have
cleaned and restored the luster to chrome parts with Armor-All and
a very light buffing with a cotton swab. Be careful and test on scrap
first. It is always best to display your model in a dust free case, to
really preserve it.
Assembly
1 always paint the cab/hood unit first. While this is drying, I
start the assembly (Figs. 2-21 to 2-32).
Read the instruction s carefully and thoroughly and become
familiar with the various parts, the locations, etc. Make a dry or test
fit of each part to assure accuracy before cementing . Use cement
sparingly and let each part dry thoroughly. Try to plan ahead and
work on another step while the previous one is drying. Parts may
require sanding and filing to ensure a proper fit. You may also
encounter some slight or even severe warpage of parts. Minor
warpage can be corrected by holding the part under warm or hot
water or soaking. I heat the part with a hand held blow type hair
dryer and then clamp or weight the part. This operation may require
several heatings.
Always proceed slowly and carefully. I spend an average of 150
to 300 plus hours on each truck model, depending on the detailing,
etc. Never rush a model! If you encounter problems, set the model
aside for a while, Chances are when you start to build, things will go
together better.

Scale Dimensions
Most of today’s truck model kits are in 1/32 scale, % inch = 1
foot, or 1/25 scale, .48 or V2 inch = 1272 inches. A few like
Monogram’s 1926 Bulldog Macks are in 1/24 scale, 72 inch = 1 foot.
Strombeck er Corporation makes a ruler that features both 1/32 and
1/24 scale measurem ents. These scales are easy to figure out.
A.M.T. and Ertl kits are in 1/25 scale, as are A.I.M.’s parts.
For the average modeler, this is the scale that most of their model
work will encompass . Surprisingly, an accurate ruler does not exist
for this scale, at least not to my knowledge.
Architect’s triangular scales have a V2 inch = 1 foot graduation
that is the same as 1/24 scale. This can be reduced to 1/25 scale by
30
 a photostat shop. Most modelers, except the most critical purists
use the 1/24 scale for 1/25 models. The difference is negligible to
the naked eye. On critical dimensions, they take 1/25 of the real
truck’s dimension. A battery powered pocket calculator makes
figuring scale dimensions easy. A 6 inch wheelbase on a model truck
equals 150 inches on the real truck: 6!4 inches = 162 2 inches, 7
inches = 175 inches, 714 inches = 1871/2 inches, etc. I have com
piled a list of the most popular 1/25 scale dimensions and measure
ments that I use: 1 inch = 25 inches, V2 inch = 12 1/* inches, 14 inch =
614 inches, 14 inch = 314 inches, 1/16 inch = 1 9/16 inches. These
dimensions, a calculator, 1/25 scale ruler or architect’s scale will
enable most truck modelers to make conversions, build truck
bodies, trailers, and scratch-build.
Model truck building for most people is a hobby and should be
treated as such. It’s pastime for relaxation and enjoyment. I have
attempted to relate just the basics of model truck building in this
chapter. It is based on the most asked questions that I have received
over the past 12 years. Painting seems to be a big problem with
most modelers. I have tried to relate the most important steps to
follow for a suitable paint scheme.
The next step is to visit your local hobby shop, or order by
mail, your choice of a model truck kit.

|r j
F -..fl
" fl

Fig. 2-1. Left to right: X-acto razor saw, blade, and handle; Brookstone jeweler’s
saw and blade assortment; X-acto knife fitted with one of the many saw blades
available.

31
 ■ -

. . . . - . * '
-

w;-V

■
_________________________________________ _________

Fig. 2-2. X-acto knife handles fitted with number 11 blade, left, and an angle cut
blade, right.

Fig. 2-3. Brookstone tools: top, jeweler’s saw; under top, shears for cutting metal,
plastic, etc. Left to right on bottom: small square, pin vise, collets for holding
various size drills, and long angle tweezers.

32
Fig. 2-4. Various Brookstone hobby clamps: top, nylon clamps; bottom, left to
right, large spring type clamp, mini C clamps, small spring type clamp.

I-
f
•■ -
Mfs.
I
J
l|
j
a $

Fig. 2-5. Top, various C clamps: bottom, rubber bands, spring type clothes pins,
small bench vise. All are ideal for clamping and holding small parts for drilling,
sawing, cementing, etc.

33
 V/
I
■

""1a?
' C > ' - "•

$ < ! < $
/V'
'V'
' -

Fig. 2-6. Various pliers, different style needle nose and side-cutters.
s
-

rtk
<

■
_
'

-..... —

Fig. 2-7. Various rulers and scales are a must for accurate measurements. Left to
right: architect’s triangular scale, 12-inch steel ruler (serves as an ideal straight
edge) various other rulers and scales are also useful.
4

34
 f:

■
Fig. 2-8. Top to bottom: liquid plastic weld cement, tube type contact cement,
Revell tube plastic cement, Notox tube plastic cement, and ‘’5-minute” epoxy.

3
Iht.

Fig. 2-9. Top left to right: Scotch Brand Magic Tape, regular masking tape, Liquid
Magic Masker. Bottom left to right: 300 grit wet or dry sandpaper, Model Body
Putty, 600 grit wet or dry sandpaper.

35
 VV

Fig. 2-10. Left, coat hanger bent to hold a Kenworth cab for painting: right, wire
paint stand holds a Kenworth hood.

Fig. 2-11. Monogram Mack Bulldog kit in 1/24 scale, before assembly. Note
several hundred parts are on “trees” or “runners.”

36
Fig. 2-12. Kenworth 925 Conventional cab prime painted and ready for finish
coats of paint.

F ' $

Ar. .’-.4S

5 i .
; Jp&. ' ; :<-
--

-• * ■ " S '

?*#?.**'

f
i XL.

Fig. 2-13. Left, Tempo 6-11-A platinum gray primer; right, Ford truck Turquoise
paint.

37
 I£
W,.7>

? ..f- >•

■
d? V'v’--

-
A.

MH
■Kb

Fig. 2-14. 1975 Ford F-350 pick-up truck prime painted and ready for finish coat
of paint.

Fig. 2-1 5. 1975 Ford F-350 chassis and cab unit painted medium white and blue,
with black chassis and white wheels.

38
 i 1i
1
0

Fig. 2-16. Ertl I.H. Paystar dump truck with the hood removed to reveal the V-800
diesel engine detail. Engine color is a medium metallic blue.

Sts I

Fig. 2-17. Old style Peterbilt 359 wrecker hood removed, engine color is white.
This has K&S nickel plated tubing exhaust stacks and A.I.M. slotted muffler heat
shields. Cable o n wrecker boom is cut from heavy black sewing thread.

39
 Fig. 2-18. Autocar tractor with hood removed. The Cummins engine is painted
Cummins ‘Old-Gold,’ the proper color for a Cummins engine.

/*

Fig. 2-19. Entex 1/16-scale 1915 Ford Model T Stake truck with the hood
removed. Engine color is Tester’s Steel Gray. Note, white spark plugs and black
wires.

40
Fig. 2-20. Mack Cruise-Liner; finish coats of paint have been applied, rubbed out,
and waxed. Colors are Dupli-Color medium metallic blue and silver with 1/16
inch red stripe separating the blue and silver.

Fig. 2-21. Kenworth cab-over frame assembled and aligned for painting.

41
Fig. 2-22. Kenworth wheels and tires assembled. Tires are borrowed from an Ertl
kit.

Fig. 2-23. Underside of Kenworth cab-over chassis showing rear suspension.

42
43
 Fig. 2-25. Two different types of steerable front axles. Left is an I.M.C. Dodge axle with Ertl International ends and tie rods made from
1/16 inch diameter aluminum tubing. Right is a complete Ertl International axle assembled.
 i-Z . ■- -

Fig. 2-26. Underside of Kenworth cab-over chassis showing completed steera

ble front axle in proper location.

. 2;:

Fig. 2-27. Cummins engine assembled ready to install in chassis. Color is white
with black fan and orange transmission.

45
 -y.

Fig. 2-28. Underside of completed Kenworth cab-over chassis, engine, bumper,

battery box, wheels, and tires in proper locations.

1; *

Fig. 2-29. Completed Kenworth cab-over chassis prior to mounting the cab unit.
Note bumper, radiator, shift lever, tower, air cleaner, fuel tanks, and engine all in
proper locations. Exhaust stacks are cut from K&S nickel plated tubing. Muffler
heat shields are cut and formed using A.I.M.’s slotted heat shield screen.

46
Fig. 2-30. Completed Kenworth cab-over interior ready to install into the cab unit.
Steering wheel is white with aflat dark brown dash panel. Engine "doghouse” is
red. Seats are white with red stripes to similate Kenworth’s "splendor-interior"
decor. Dark brown cloth serves as the sleeper bunk blanket, with white cloth for
the pillow. Cloth is contact cemented in place.

Fig. 2-31. Completed Kenworth cab-over, cab in proper location. Note, A.I.M.
fine mesh screen in the grille. Various license plates are located on the plate
board under the bumper between the road lights. Colors are dark metallic blue
and white with a gold stripe separating the colors. Logo is Watkin’s Motor Lines,
Inc.
 cab air conditioner, coiled color
Fig. 2-32. Rear view of Kenworth cab-over. Note
coded air lines, and CB antennas.

48
 Chapter 3
Autocar

Autocar history dates back to Septem ber 23, 1897, when Louis S.
Clarke organized the Pittsburgh Motor Vehicle Company. Mr.
Clarke soon discovered that the name Pittsburgh localized the
firm’s scope of operation and, for that reason, he incorporated as
The Autocar Company on August 28, 1899. These changes were of a
corporate nature only and did not involve company ownership nor
cessation in production activity.
Louis S. Clarke and his brother John S. Clarke, moved the
Autocar plant from Pittsburgh to Ardmore, a suburb of Philadelphia,
in 1900. For the first ten years of its existence, the company
produced passenger cars exclusively.
In 1907, after previous experimentation, Autocar began pro
duction of commercial motor vehicles. The company gradually con
centrat ed its efforts in this direction and the manufacture of
passenger cars was completely discontinued in 1908.
From 1908 through 1920, the Autocar Company’s exclusive
product was a commercial vehicle rated to carry P/2 tons , having a
wheelbase of only 97 inches and propelled by a two-cylinder engine
located under the driver’s seat. This vehicle was undoubtedly the
most efficient motor truck of that period. It was highly maneuvera
ble, lightweight but rugged, economical, and required a minimum of
maintenance. Total sales of this model were over 30,000 units.
Beginning with the year 1919, Autocar produced a series of
four-cylinder engine -under -the-se at models. These ranged in
capacity from two to five tons and were also sold in large volume.
49
 During the 1920’s, many new roads were built and trucking
spread to intercity commerce. The Autocar Company grew with the
trucking industry and in 1925, developed an entire new line of
engine-out-in-front models. The depression years, beginning in
■ 1929, brought acute stagnation many manufacturers, but did not
interrupt the forward progress of Autocar. Each year brought the
development of new models and components. In 1933, legal restric
tions regarding maximum overall lengths and weights of motor
trucks became more severe. Autocar drew upon their 20 years
experience with engine-under-the-seat design and produced a com
pletely modernized line of short wheelbase cab-over-engine type
models.

War Breaks Out

Autocar was among the first to receive government orders
when the National Defense Emergency was declared in the summer
of 1940. Thousands of armored halftrack vehicles rolled off Au
tocar’s assembly line during the next four years. In 1944, the
company was conmissioned to build heavy duty civilian type trucks
for military purposes. This last contract greatly facilitated Au
tocar’s reconversion to civilian production at war’s end.
Post war demand for Autocar trucks exceeded all forecasts.
Although the flow of raw materials was seriously retarded by
strikes in allied industries, Autocar sales and production figures
soared.
The economy returned to normal in the late 40’s. Like many
other manufacturers, The Autocar Company increased its number
of sales and service outlets. New models were developed and
expenses were reduced. Autocar went through a period of recovery
from the problems of war and post war years.
In 1953, The White Motor Company purchased Autocar, thus
strengthening the manufacturing and marketing operations of both
organizations. The Ardmore plant was sold and Autocar moved to a
new modem factory in Exton, Pennsylvania. With these new
facilities Autocar began it’s practice of Custom Engineering. There
is no such thing as a regular production Autocar. According to
company officials each Autocar is custom built and “tailored” to the
customer’s specific hauling operation. This technique, combined
with the extraordinary quality of the product, has resulted in Au
tocar’s reputation as the World’s finest motor trucks.
Today Autocar ranks among the leading manufacturers of
heavy duty trucks. They are designed for rugged and demanding

50
types of service. Present day Autocars are particularly suited to the
construction industry, mining, logging, oil field service, heavy
quarrying equipment hauling, and specialized highway operations.
I visited the Autocar plant in 1967 to see firsthand, how Au
tocars are manufactured. I saw how experience, craftmanship, and
engineering skill are added to every step of modem production,
methods to produce the world’s finest custom engineered Autocars.

Autocar Model Trucks

A.M.T. Corporation once offered two Autocar 1/25 scale

plastic truck kits, an Autocar A-64-B tractor and a D. C.-9964 dump
truck with a Montone “Ultra-Strength” aluminum dump body.
These two kits were carried in A.M.T.’s line for about six years.
They have been dropped from A.M.T. Lesney’s 1979 line.
Most model truck builders have one or more Autocar truck
models in their collection and perhaps have unbuilt kits on hand for
future use. The twelve superb Autocar models featured in this
chapter are built by Mark Savage, Dick Menosky, Frank Gortsema,
and me (Figs. 3-1 to 3-12).

3T;

Fig. 3-1 . Author’s 1/25-scale Autocar tractor pulling an Ertl Fruehauf “tub” type
dump tailer. Tractor colors are copper with beige trim and black chassis. Trailer
color is Tempo silver lacquer with a black frame. Both tractor and trailer units are
painted with Tempo automotive lacquer.

51
 I

I
ft*’

Fig. 3*2. Author’s copper and beige Autocar A-64-B pulling a red semi-sc ratch
built Fruehauf flatbed trailer. Load i s coils of steel formed from Plastruc t sheet
stock. Coils are held in place with Model Shipway’s chain. The tractor’s exhaus t
stack is K&S Metal tubing. Note C B antennas, fog lights under the bumper , and
round ’spot’ mirrors under the large mirror.

j TH

52
 BBBSSEj

V
| V

1
■>'
7 .
■

•■ .. •
1
■

red’’ A.M.T. Caterpillar D-8-H Bulldozer. The

Fig. 3-4. Mark Savag e’s A.M.T. Autocar tri axle tractor and Loadcr aft lowboy trailer hauling a ’’weathe
deck plating, tool box, modified fuel tanks, air
Autoca r frame was lengthened to accommodate the third air spring axle. Other feature s are
with plastic, oil paint, acrylic paint, and flat black
conditioner, spotlig hts, logos, and spare tire. T railer is stock from the kit. The Bulldozer is weathe red

53
enamel. Colors are school -bus yellow and black for the entire rig.
F i g . 3 - 5 . Author’s Autocar D C - 9 9 6 4 with M o n t o n e dump body i n raised position.

?
••

• 7 ' ' ■ ■■?■’

Fig. 3-6. Dick Menosky’s Autocar A-64-B tractor. Colors are red and gold with
black trim. Chrome items are radiator shell, muffler and exhaust stack, air horns,
lights, bumper, front w h e e l s , luberfiner, and air cleaner.
Fig. 3-7. Frank Gortsema’s Autocar tractor pulling a 11 -axle Michigan gravel
train. Colors are red with gold trim. Frank added a larger radiator and a large
Donaldson air cleaner. The radiator shell was chrome plated by Frank. The Ertl
gravel trailers are painted silver.

Fig. 3-8. Frank Gortsema’s custom built Autocar logger. Colors are red and gold.
The hood design was changed to accommodate the larger radiator. Radiator
shroud was also changed. The radiato r brush-g uard was formed from
diagonalized aluminum screen. The air cleaner is custom built. Power is a
Cummins V-8 Diesel. This has no real prototype. It is Frank’s idea of what a really
large engine Autocar should look like.

55
56
w
.w t
<t'.'. '• -a?
feW £
■.™ W
*
"
-f* 1,
: ■’

* ■ ;C"WS
s
S 'Uv *<•81
Ljw v *<R *Jr
4
0
I ei-' 4&> "

9
?■ ' ’ ' : >

x'5

Fig. 3-9. Frank Gortsema’s model of an Autocar owned by Gerosa, Inc. It pulls a dolly and low-boy trailer. The prototype Gerosa rig can haul up to
350 tons. This has 50 wheels and is huge in 1/25-scale! Colors are red, green, and white. Tire size is 18x25. Power is a V-12 Cummins 576 H P
Diesel.
 >r.w —>*

L
k
..

3
*
’‘7
It

”•
!
- ■ .- ,

;%:■■■
>

J*
:43b' ■ '

'
■
3&3T
&&•*

i
\
'1
■

Fig. 3-10. Frank Gortsema’s 1/25-scale Gerosa Autocar parked beside a 1/25-scale International F-4270. Both are in 1/25-scale and

57
were photographed to show size comparison.
Fig. 3-1 1 . Actual Gerosa Autocar that served as the Prototype for Frank Gortse-
ma’s model.

xv’»v

Fig. 3-12. Another view of t h e Gerosa prototype.

58
 Chapter 4
Brockway

For over a century, the name Brockway has been associated with
the finest transportation equipment of the times.
William N. Brockway founded the Brockway Carriage Factory
in Homer, New York, in 1851. The business was incorporated in
1875. In 1889, fourteen years later, the founder’s son, George A.
Brockway, assumed full charge of the factory and business.
As a possessor of one of the early “horseless carriages”,
George Brockway could see that this machine would be the even
tual doom of the carriage industry. He realized the need for faster
transportation was approaching rapidly.
With this foresight Brockway, organized and incorporated the
Brockway Motor Truck Company in 1912, with himself as president
and general manager. At that time, all of the stock holders were
members of the Brockway family. The wheels of production were
put into motion by the acquisition of factory buildings in the
neighboring city of Cortland, New York. This location at 106 Cen
tral Ave. in Cortland was the nucleus of the ever expanding factory
facilities, until Brockway’s demise in mid 1977.
The United States was engaged in World War I by 1917, when
Brockway was well established as an outstanding builder of fine
motor trucks. Manufacturing turned 100% to building the class B
military truck so famous in that conflict. The Navy Department,
Ordnance Department, Quartermaster Corps, Aviation Corps, Sig
nal Corps, and the Post Office Department were all large users of

59
Brock way trucks . Army camps and posts and govern ment explos ive
plants throug hout the United States were all being protec ted from
fire loss by Brock way fire truck appara tus.
After 1918, with a splend id war time record behind the com
pany, Brock way again turned to produ cing custom heavy duty'
civilian trucks . Sales gains were made, especi ally on the Easter n
Seabo ard of the United States and in some sixty-five countries
throug hout the world.
Brockway Acquires ATC
To further produc tion and sales, Brock way acquir ed the prin
cipal assets of the Indian a Truck Corpo ration , Mario n, Indian a, in
1928. Under this arrang ement , two separa te factor ies were main
tained , one in Cortla nd, New York and one in Mario n, Indian a. The
close parall el in standa rds and philos ophy betwe en the two com
panies , plus the outsta nding reputa tion of Indian Truck s, accele r
ated Brockway’s distrib ution into mid-w estern and new overse as
marke ts.
By 1932, the great depres sion was hard felt by all indust ries.
This caused the Brock way manag ement to revers e its polici es. For
years, much of Brockway’s produ ction had been absorb ed by foreign
marke ts. A slowin g of world trade and a decrea se in heavy duty
truck sales in the domes tic marke t led Brock way to make a great
decisi on. It was decide d that the Cortla nd plant could provid e
manuf acturin g facilit ies suffici ent to handle curren t needs . Accord
ingly, the Indian a Truck plant was dispos ed of, being acquir ed by
the White Motor Comp any. Brock way manag ement decide d to
develo p a closel y knit, concen trated operat ion in the easter n United
States . They would also handle as much foreign busine ss as was
possib le with the Cortla nd plant.
In Decem ber 1941, the United States was plunge d into World
War II. Brockway’s solid reputa tion led the Army Corps of En
gineer s to assist in the develo pment of a six ton, 6 x 6 chassi s for
transp orting rubber pontoo ns and steel treadw ays, used in the
buildi ng of comba t bridges. The chassis was specia lly equipp ed with
pontoo n inflati on equipm ent and a hydrau lic unload ing device.
Brock way develo ped the chassi s and sent a pilot model to the Corps
of Engin eers. The pontoo n truck was readil y accept ed and produc
tion started at the Brock way plant in April 1942. The truck proved
so succes sful that the Engin eer Board used the design as a basis for
a simila r chassi s with a mount ing for a heavy duty crane. Again
Brock way was called upon to assist in the design and buildi ng of

60
these trucks at Cortland. Highly successful, the crane truck was
further adapted for use as a fire crash chassis.
From April 1, 1942, to March 19, 1944, Brockway turned
100% of it’s manufacturing to the production of these 6 *6 ton
chassis. They also supplied spare units and parts for maintenance
and replacement.
Brockway emerged from this war with an overwhelming repu
tation for building first quality trucks. They developed the now
famous line of civilian heavy duty trucks known as the 260 series.
The outstanding performance of this vehicle was unparalled. This
created a phenomenal acceptance and was a major contribution to
the company’s extensive post-war growth and production.
Brockway was again commissioned to build heavy duty mili
tary vehicles during the Korean War. They had proven their ability
to meet and exceed the rigid specifications set down by the United
States Government.
On October 1, 1956, Brockway Motor Trucks became an au
tonomous division of Mack Trucks, Inc. The joining of two of the
nation’s leading truck producers, both with different concepts, was
a natural and propelled Brockway to new horizons.
Being autonomous meant that Brockway would continue to
manufacture the same fine truck with the same fine name in the
same time-proven method, but in direct competition with the parent
company. This method of using veteran skilled craftsmen, many
with decades of experience, building eaclf and every Brockway by
hand has been the policy. This combination of experienced
craftsman and custom building cannot and never will be equalled by
mass producers.
In 1958, the now famous, Huskie line was introduced. This
all-new series with it’s bold rugged styling established new con
cepts in truck design. To symbolize the rugged appearance and built
in stamina, a chrome Huskie emblem was designed to stand atop the
radiator of each brawny new Brockway from that time on.

Golden Anniversary
The year 1962 was Brockway’s golden anniversary as a man
ufacturer of trucks. In keeping with the golden anniversary celebra
tion, the famous chrome Huskie hood ornament was changed to real
gold. Gold trim on a heavy duty truck at that time was considered a
little bold. However in following years, other manufacturers fol
lowed suit.

61
 The introdu ction of gold to the Huskie ’s emblem not only
helped celebra te Brockw ay’s 50th anniver sary but also introdu ced
an intangi ble ingredi ent; The Brockw ay Huskie was comple te,
represe nting strengt h, stamin a, reliabi lity, and the gold standar d of
quality .
To meet the growin g and ever changin g needs of the truckin g
industr y, Brockw ay introdu ced it’s first cab-ov er-engi ne series in
1963. This new cab has proven to be one of the finest C. O . E . cabs on
the market . It i s a light, tight utilized cab, contou r constru cted of die
stresse d steel with double skin design for greater strengt h, yet
providi ng a substan tial savings in weight . The interio r offered real
V . I . P . accomm odation s and comfor t for the driver. It was another
step in the ever expand ing Brockw ay line, accoun ting for a consid
erable percent age of Brockw ays produc tion.
The C . O . E . cab was a perfect exampl e of Brockw ay’s inde
penden ce from Mack. In appeara nce, except for the grille, i t resem
bles the Mack F series C . O . E . It is about the only thing that
Brockw ay bought from Mack. This new cab was tested not only by
Mack, but by Brockw ay as well. Brockw ay was not content with
buying a basic cab already tested by the parent corpora tion, Mack.
They obtaine d a test cab, sprayed it with white paint and went over
it careful ly for wrinkle s or other faults. White will show up any
blemis h, no matter how small. After this test cab was put through
it’s paces Brockw ay then ordered more, after necessa ry engine er
ing change s.
In the mid sixties, Brockw ay introdu ced a comple te series of
conven tional trucks and tractors . This new 300 series pionee red a
new concep t in truck buildin g. It provide d a premiu m quality vehicle
in a road-re ady packag e as standar d equipm ent at a compet itive
price. Specia l emphas is was placed on quality with unprece dented
attentio n to details . The series was enginee red to mainta in continu
ing in appeara nce and design, providi ng interch angeab ility of parts
through out. This new approac h to quality was later offered by other
manufa cturers as a separate premiu m package at an additio nal price.
The Brockw ay 300 series met with overwh elming succes s in
all market s. The simplif ied model designa tions made availab le to
the purcha ser one of the widest choices of compon ents ever offered
in a single model line.
The 300 series was replace d by the new 700 series in early
1974. It was Brockw ay’s entry into the high horsepo wer market . It
featured a 2 , 0 0 0 square inch radiato r necessa ry to cool the 450 to
600 horsep ower Cummi ns K, Detroit Diesel 92 series, and Cater-

62
pillar 340 series engines. The conventional featured steel swing-
away fenders for easy access to the engine and a butterfly hood. The
new cab was made by Superior and was similar to the conventional
cab used on the Mack R and U models.
In 1968 Brockway introduced an exclusive new power concept
called Huskiedrive. It utilized a combination of high torque rise
diesel engine, five-speed transmission and two-speed rear axle.
This unique concept meant less shifting, less driver fatigue, less
engine wear, less downtime and more profit for the trucker.
Huskiedriv e served to show that Brockway was even more
independe nt of the parent Mack Company. It has been said that
Brockway people were fiercely proud of their independence from
Mack. So independe nt, that they did not even offer a Mack engine in
their line of power plants which included Detroit Diesel, Cummins
and Caterpillar .
Brockway even spumed the Maxidyne and offered it’s own
Huskiedriv e which is a Cummins engine that turns out torque and
horsepowe r almost identical to Mack’s, using the same concept.
They also spumed the Mack made Maxitorque transmissio n.
You would have thought that the larger Mack Company would
have complete domination over the smaller Brockway Company,
yet Brockway was as independe nt and separate from Mack as was
possible.
To meet the ever growing market of early 1969, Brockway
launched a campaign called P.E.P. (Progressive Expansion Pro
gram). It involved purchasing some property surrounding the fac
tory and starting construction of new buildings to facilitate greater
production. On January 23, 1970, the first new building was offi
cially opened. Many new outlets and distributor s joined the Brock
way family. An aggressive export department was organized. With
plans for even greater expansion, Brockway looked to continue to
make history as the Living Legend of the Highway.
This was not to be the case; Brockway ceased production and
closed down in 1977. Negotation s for the sale of Brockway failed
and Brockway died.
As I write this, I can not help but wonder why Mack did not
rescue Brockway or why it was not purchased, as was the case with
Diamond-Reo. Brockway Motor Trucks, Cortland, N.Y. U.S.A.,
13045, is no more.
Brockway Model Trucks
The plastic kit manufacturers did not produce scale model kits
of Brockway trucks. James A. Etter, owner of American Industrial
63
Mod els, (A.I .M.) has been cust om build ing Broc kway mod el truck s
for year s for the form er Broc kway Moto r Truc k Com pany and othe r
cust ome rs. A.I. M. now offer s all serie s of Broc kway conv entio nals
and cab- over s for adap tion to plas tic kit chas sis. A.I. M. can also
supp ly all the parts nece ssary to build Broc kway mod els usin g all
A.I. M. parts and omit ting plas tic kit parts .
The only othe r alter nativ e i s to scra tch-b uild your Broc kway
mod els. The Broc kway truck mod els featu red in this chap ter are
built by Jame s Etter , Fran k Gort sema and me (Fig s. 4 - 1 to 4-18).
Jame s Ette r’s Broc kway s are stric tly cust om-b uilt whil e Fran k and
mine are (A.I .M.) cab unit s adap ted to plas tic kit chas sis.

-’T-- > ,-A ■

rS
•s

IiKSBds‘ .?J
Fig. 4-1. Author’s Brockway 761 tri-axle dump truck. The American Industrial
Model cab/hood unit is adapted to an Ertl I.H. Paystar 5000 chassis.
Fig. 4-2. Right side view of author’s Brockway 761 tri-axle dump truck. Note
A.I.M. muffler heat shield screen and short curved exhaust stack. Fuel tanks and
battery boxes are borrowed from an Ertl Mack DM-600 kit. The Farr dry type air
c l e a n e r and radiator grille shell are covered with Bare-Metal foil.

Fig. 4-3. Left side view of author’s Brockway 761 tri-axle dump truck. Note two
small luberfiner lines made from small diameter wire. The ladder on the dump
body is a section of Plastruct ladder. Colors are light blue and gold with red trim.
The load is model railroad Styra foam “rocks."

65
 F
r

Fig. 4-4. Rear view of t h e Brockway 7 6 1 dump truck. Note H e i l l o g o o n the

tail-gate a n d m u d f l a p s . M o d e l S h i p w a y ’ s c h a i n serves as t h e " t a i l - g a t e
spreaders" c h a i n s .

Fig. 4 - 5 . American Industrial M o d e l s cab/hood/fender u n i t with a l l accessories,

mirrors, lights, h o r n s , air c l e a n e r , a n d wipers in proper locations ready to install
on the plastic kit chassis.

66
 -
J .
■

• >
.

•
• < ■■ e "
■ •

■
■
■>’
'
I..
;
**

I
Fig. 4-6. Brockway 761 tractor. This was custom built by the author for Gary L.
Reynolds.

. :-*y

■ .

Fig. 4-7. Left side of Gary Reynold’s Brockway 761 tractor. Note the K&S nickel
tubing exhaust stacks and A.I.M. round perforated muffler heat shield material.

67
 ‘ .7; ■**$'• 75?
; ‘ >~"r' >' * "*
■ - - •.
g - 1. ■

I
$

F i g . 4 - 8 . R i g h t % v i e w of Gary's Brockway 7 6 1 . Note Farr dry type c l e a n e r , right

fuel t a n k , air t a n k , a n d battery box.

H*

Fig. 4-9. Right side view of Brockway 761 tractor. The A.I.M. cab unit is mounted
on an Ertl I.H. Eagle 4300 chassis. Battery boxes, fuel, and air tanks are A.I.M.
accessories.

68
 .1

/'V

'C

f» / ....... *
I
■\ 1 it >
F*—- - ■ *

>

-
22’ • ,

Fig. 4-10. Front view of Brockway 761 tractor. The mirrors and wipers are A.I.M.
accessories.

■f.*x

Fig. 4-11. Rear view of Brockway 761 tractor. Note rear view of exhaust mufflers,
stacks and coiled air hoses. Colors are yellow and metallic brown cab/hood/
fender unit with a metallic brown chassis.

69
 'J
■J
1
..
■' - ’ ‘
.

■
■ 4- y
’ '.Gif

F i g . 4 - 1 2 . Frank Gortsema’s Brockway 7 6 1 tractor. The A . I . M . cab/hood/fender

u n i t i s a d a p t e d to 1 / 2 5 s c a l e D i a m o n d R e o c h a s s i s with M a c k battern boxes and
f u e l t a n k s . O t h e r parts were borrowed from v a r i o u s p l a s t i c k i t s . Colors are
I m r o n red o n t h e c a b , a n d g o l d o n t h e c h a s s i s .

Fig. 4-13. James Etter, owner of American Industrial M o d e l s (AJ.M.), custom

b u i l t t h i s 759 Brockway tractor for P e n n Yan Express, I n c . , P e n n Y a n , N.Y.
(courtesy Andrew P h o t o g r a p h y S t u d i o s )

70
 -
YA*

Fig. 4-14. Another James Etter, A.I.M., custom built 759 Brockway tractor/trailer
Penn Yan Express rig. The trailer i s a scale 45-foot fiberglass/plywood Ohio
Body Company trailer (courtesy Andrews Photography Studios).

YA*

Fig. 4-1 5. Same 759 Brockway Penn Yan Express rig, right side view (courtesy
Andrews Photography Studios).

i
I

Fig. 4-16. 760 Brockway Roadmaster, built by James Etter of A.LM. (courtesy of
Andrews Photography Studios).

71
Fig, 4-17. 776 Brockway single-axle dump truck equipped with a 12-yard dump
body and a Valk 1 2-foot power angling snow plow, built by James Etter of A.I.M.
for the former Brockway Motor Truck Company (courtesy Andrews Photography
Studios).

. 4 - 1 8 , Left side view of 776 Brockway snow plow dump truck (courtesy Andrews
Photography Studios).

72
 Chapter 5
Chevrolet

The Chev rolet Company was incorporated on November 3, 1911, to

manufacture an automobile desig ned by and named for Louis Chev
rolet.
In 1909, William C. Duran t, forme r head of General Motors,
had hired Chev rolet, a colorful race driver , to desig n the engine for
the first Chev rolet automobile. Exper iment s and tests were con
ducted for two years before production began in a small shop on
Detroit’s Grand River Avenue during March 1911.
Two other companies, the Little Moto r Company and the
Mason Company, also starte d production that year. A four-cylinder
Road ster and a six-cylinder tourin g car were manufactured by Lit
tle, while Mason produced engines. Later both companies became a
part of Chev rolet.

Bow Tie
* %
The familiar “bow-tie” emblem was first used on the 1914
models. It was first seen as a wallpaper design by Durant when he
visited Paris in 1908. Duran t, thinking of a future name plate for an
automobile, tore a piece of the paper off the wall and took it with
him. The name Chev rolet was decided upon for sever al reaso ns.
Race car drive rs were heroe s of the day and Durant thought the
name had a musical sound and romance of foreign origin.
Chev rolet Moto r Company becam e a division of Gene ral
Moto rs in 1918 and enter ed the truck field for the first time. In
73
 addition to the light delivery chassis, a passenger car chassis with
heavier springs, a medium duty one ton truck, the T series, was
announced. Few changes were made to the T series during the five
year period that it was available.
From 1918 through 1928 all Chevrolets were powered by
four-cylinder engines. The first six-cylinder engine was introduced
in both Chevrolet cars and trucks in 1929. With the exception of
minor changes, horsepower increases, etc. the six-cylinder was the
only engine available by Chevrolet until 1955, when a V-8 engine
was introduced.

Chevrolet Today
Today, Chevrolet offers a variety of truck models to challenge
any company in the heavy duty hauling field. Available are cab-
over-engine models as well as conventionals. Heavy trucks are
offered for long distance hauling and medium trucks are made by
Chevrolet for lighter loads and shorter hauls.
The Bison is Chevrolet’s latest offering. It is offered in both
108 and 116 inch B . B . C . s . The two basic Bisons are offered for
specialized straight truck and highway tractor- trailer applications.
The Bison is offered with a choice of three modem interiors:
custom, standard, and light-weights.
Engines for the Bison range from 219 to 412 horsepower
diesels and are available in either turbocharged or naturally aspi
rated models. The Bison is the running mate of Chevy’s cab-over-
. engine model, the Titan.
The Titan is a long distance hauler and can be termed as a
lightweight C . O . E . . It i s available in a choice of 17 different diesel
engines. The cab i s designed with all the comfort and convenience
important to the cross-country trucker. Available with both the
Titan and Bison is an optional Dragfoiler. It is a molded fiberglass
foil that aerodynamically designed to fit the top of the cab and cut
down wind resistance. Both the Titan and Bison offer one of the
largest packages of optional accessories presently available, fea
tures that are desired by the owner operator and should help
Chevrolet capture a share of that important market.
Fuel economy is a prime concern with Chevy trucks. Power
trains incorporate what Chevy calls fuel squeezer engines along
with appropriate six, seven, and nine-speed manual and automatic
transmissions.
The Chevy Bruin, is a series 90 newcomer to the line of heavy
duty trucks. The Briun i s a conventional model. It is short,

74
r
93 B. B. C, bumper to back of cab dimensions in inches, but powerful.
The exceptionally wide windshield affords good visibility. The
Bruin is also offered in the 70 or 80 series conventional medium
duty trucks. A complete line is available for city, construction,
tanker, and farm hauling. Turbocharged diesel engines are available
for the medium and the various styles and models serve practically
all needs in this area of truck transportation.
The Bruin features a bold, massive new grille and a large
molded hood. It has the impressive look of top of the line Chevy
heavies. The hood tilts to a full 90 degrees to give more accessibil
ity to the engine for service. The standard 70 and 80 series trucks
feature the butterfly, side opening hood and traditional grille.
Chevy has a large network of dealers and service facilities
throughout the United States. Like Louis Chevrolet's cars, the
trucks that bear his name have come to play a major role in American
transportation.
Chevrolet Model Trucks
A.M.T. Corporation offered a 1/25 scale plastic Chevrolet
Tital cab-over for a number of years. Lesney/A.M.T. has dropped
it from their 1979 line and added a Chevrolet Bison in it’s place.
Monogram Models, Inc. offers a 1/32 scale Snap-Tite Chev
rolet Bison in their present model truck line.
The fourteen Chevrolet truck models featured in this chapter
are built by Tommy E . Hall, Bob Goodhart, and me (Figs. 5-1 to
5-14).

<

-■

5-1- Author’s Monogram 1/32 scale Snap-Tite Chevrolet Bison tractor.

Rubber tires replace the plastic kit tires. Model is cemented together and fea
tures air hoses. Colors are Dupli-Color dark metallic blue with red chassis.

75
Fig. 5-2. Author’s M o n o g r a m 1 / 3 2 - s c a l e S n a p - T i t e Chevrolet B i s o n . S l e e p e r box
was sawed off to m a k e a non s l e e p e r version. A s i n g l e e x h a u s t system replaces
t h e d u a l system i n t h e kit. R u b b e r tires replace t h e plastic kit tires. Colors are
D u p l i - r e d with w h i t e stripes a n d b l a c k c h a s s i s .

I I
Fig. 5-3. Rear view of n o n - s l e e p e r Bison. Note air hoses, single exhaust stack,
and rear mud flaps.

76
Fig. 5-4. Non-sleeper Bison hooked to an Entex 1/32-scale 40-foot van trailer.
U.S. Mail decals are from a 1/25-scale truck kit. Tractor colors are red for the cab,
white stripes and white wheels. Trailer color is silver with white wheels.

I
i
Fig. 5-5. Author’s Chevrolet Titan 90 tractor and livestock trailer. With the
exception of metal tubing exhaust stacks and air hoses, the tractor is stock from
the kit box. The Wilson straight frame line stock trailer is semi-scratch built. It is
based o n a Fruehauf van trailer. The sides are cut from various Plastruct strips.
The cab i s orange with blact trim, orange chassis, a n d black running gear. T railer
colors are orange and white. All wheels are white.
 ...............................

I
K '

Fig. 5 - 6 . Author’s Monogram 1 9 3 9 Chevrolet Panel truck. Monogram did not

offer this as a stock ‘ 3 9 , but as a custom. Parts from a 1 937 Chevy c o u p e , e n g i n e
and w h e e l s , were used along with t h e wheels and tires to create a stock *39 panel
truck. Colors are copper with b l a c k trim.

I
’’ ’V‘ ‘PC

Fig. 5-7. Stock Monogram Chevy Bison 1/32-scale Snap-Tite tractor.

78
 r/23 SCAIE TRUCK KIT

Fig- 5 - 8 . A . M . T . 1/25-scale C h e v y B i s o n tractor.

Fig. 5-9. Tommy E. Hall’s Chevy Titan 90 wrecker truck. It’s based on a Titan 90
plastic kit with parts taken from two Peterbilt wrecker kits put together to resem
ble a Holmes 750 unit, but with a much larger capacity.

79
Fig. 5-10. Rear view of Hall’s wrecker, s h o w i n g the movable and extendable
b o o m s and “ h e a d a c h e " rack with hooks to carry extra l e n g t h s of c h a i n a n d a
shovel to c l e a n u p at a c c i d e n t sites.
I

Fig. 5-11. Rear view of Hall’s wrecker showing the outriggers that connect to the
frame to provide stability. Outriggers are in down position.

80
 ■

E
r

Fig. 5-12. Right side view of Hall’s wreck er. Note boom cable s, "headache” rack,
exha ust stack s, and fuel tank. Colors are orang e and white . Hall drives a 1972
G.M.C. steel hauli ng rig for a living .
*' * *
.
R.
■ J.

K .*■.. "■ ' <v' .<.>s\ .. ..’•<*• *’

-m.- •<>

■ ." "'•'

Fig. 5-1 3. Bob Goodhart’s Chevy Titan 90 tracto r straight from the kit box with a
single exhaust stack. Color s are burgundy and white with black chass is.

81
 ■

MS
Jw.
Fig. 5-14. Bob Goodhart’s Chevy Titan 90 tractor straight from the kit box with
dual exhaust stacks. Colors are light blue and white with black chassis.

82
 (Chsiipteir 8
Crane Carr ier Corp orat ion

Crane Carrier Corporation (C.C.C .) started , as its name implies,

with a line of trucks designe d to carry cranes. In 1946 the single aim
of the company’s founder was rebuilding surplus military vehicles to
transpo rt cranes and drilling rigs. That activity was successful until
the supply of surplus trucks began to dwindle. Company managers
realize d that to survive and remain in busines s, C. C. C. would have
to stop searchi ng for surplus trucks and start manufacturing its own.
A close look at the company today makes it difficult to believe
that it did not gear up for truck manufacturing until 1953. C.C.C.
still special izes in the production of heavy duty mobile cranes and
carriers for drilling equipm ent. It has also branched out into building
of trucks for a wide range of other functions. C. C. C. now offers an
entire line of models . These include vehicles used by logging,
mining, petrole um explora tion and intersta te shipping companies.
With original investment of $5, 000 their annual sales today top $77
million.

Centurion, Century, and Centaur

One of the newest models of the Crane Carrier line is the
Centur ion. It’s rugged , efficient refuse hauler, that incorporates
many advanc ed features. One of the truck’s innovations is its ability
to accommodate all types of refuse hauling bodies without any
chassis modifications. It offered a variety of models to fit individual
needs. It is a cab-over-engine truck, powered by a six-cylinder
diese l engin e. Inside the cab, a wrap- aroun d conso le puts all con
trols within easy reach of the driver . The large winds hield provid es
excell ent visibi lity.
C . C . C . also offers the Centu ry series . These are cab-o ver-
engin e mode ls desig ned to serve the needs of concr ete suppl iers.
These power ful trucks featur e a one man offset cab. The large wrap
aroun d winds hield provid es excel lent visibi lity.
The Centu ry is both power ful and versa tile. It can carry con
crete over the highw ay or across the rugge d terrai n of constr uction
jobs. It can be custom ized to handl e a variet y of mater ials and can be
used as a dump truck.
C . C . C . also offers the Centa ur series , named for the famou s
mytho logica l creatu res that were half man and half horse . It’s a line
of conve ntiona l workh orses engin eered for both on and off-hi ghway
haulin g. The new Centa ur line has prove n itself in the oil fields , as
well a s at constr uction sites and loggin g camps where it was first
tested . Centa urs are widel y used overs eas. They are extra strong
and are power ed by six-cy linder turboc harge d diesel engin es. The
Centa ur can accom modat e both van and dump trailer s.
Crane Carrie r Corpo ration i s headq uarter ed in Tulsa , Okla
homa . It maint ains 16 parts and compo nents depot s in 10 states and
Canad a. The main C . C . C . assem bly plant i s in Tulsa and i s a mode m
giant, with 500,0 00 square feet in area. In just 25 years, C . C . C . has
establ ished itself as one of the very impor tant names in the field of
heavy truck manuf acturi ng.

Fig. 6-1. James Etter, American Industrial Models, built this Crane Carrier
Centurion with front loader refuse body for the Crane Carrier Corporation,
(courtesy Andrews Photography Studios).

84
Crane Carrier Model Trucks
Few scale models of Crane Carriers exist. The first to my
knowledge were built for C.C.C. by James Etter, owner of Ameri
can Industrial Models, (A.I.M.). A.LM. offers the cab units, to
allow the modeler to build his own Crane Carrier. At present A. I. M.
just offers the Centurian cab unit.
Crane-Carri er Model truck kits are not produced by any of the
plastic kit manufacture rs. C.C.C. model trucks are, naturally, ex
tremely rare (Fig. 6-1).
A.LM. can supply C.C.C. cabs for adapting to plastic kits
chassis or entire fiber-glass C.C.C. parts in kit form.

85
 ©oaimoodl Reo

The Diamond Reo story is interestin g, but tends to be confusing and

complex. The name is derived from combining the former Diamond
T and Reo truck names.
In 1905 Charles Authur Tilt formed the Diamond T Company
and started production of automobiles. Six years later in 1911, a
customer asked C. A. Tilt to build a truck. It was so successful that
Tilt stopped making passenger cars entirely.
Tilt’s father was a shoe manufacturer who used as a trademark
a diamond for quality and a T for Tilt. The symbol was later adopted
for Tilt’s autos and trucks. The name was changed to Diamond T.
Motor Truck Company in 1956.
Ransom E. Olds, designer of the Oldsmobile car, also gave his
initials to the Reo car and truck. In 1904 with sales steadily climb
ing, Ransom E. Olds sold out his interest in the Olds Motor Works
and helped organize the Reo Company. He was paid handsomely for
the use of his initials. Still in his prime, Olds was now a rich man
with few worries.

Diamond T and Reo

During the following years Diamond T and Reo both produced
quality motor trucks. Diamond T trucks were always handsome in
appearance. From the mid 1930’s on they could be recognized by the
bold chrome grille.
Reo also produced top quality motor trucks during this same
period. Their very popular Reo Speed-Wagon was a favorite in the
1930’s.
87
 In 1959, White Motor Company purchased Diamond T, and by
1960 had combined operations with Reo Motor Trucks of Lansing,
Michigan. Both Diamond T and Reo were manufactu red by White in
Lansing until 1965. This created the Diamond Reo Division of the
White Motor Company and brought about the e n d of two old-line
names, Diamond T and Reo. The last Diamond T and Reo trucks
were almost identical in appearanc e. The difference was minor
except for the name plates.
In 1972, White Motor Company sold the Diamond Reo Division
and the name was changed to Diamond Reo Trucks, Inc. In 1975
Diamond Reo Trucks, Inc., ceased production . But, unlike Brock
way, Diamond Reo did not die. It survived and i s thriving today in
Harrisburg , Pa.
In 1976, Loyal Osterlund, a long time Diamond T, Reo and
Later Diamond Reo dealer, bought the production and marketing
rights to seven models of the once popular vehicle. Osterlund , of
Harrisburg , Pa. , became a franchise distributor for the Diamond T
Motor Truck Company in 1958. Through their marketing activities,
Osterlund, Inc. became extremely well recognized with the name
Diamond Reo. After the purchase, Osterlund initialed the prototype
and finalized design and production of the new Diamond Reo Giant.
By early 1977, the Giant prototype program had been com
pleted. Osterlund had finalized the purchase of the world wide
manufactur ing and marketing rights for all models including all
production rights, engineerin g, and tooling. Late in 1977 he began
production and manufactu ring of the Giant and by the end of the
year, production was proceeding on a scheduled basis and continues
today.
Osterlund decided to produce only one model, the Giant. He
feels that making one model i s the only way a small manufactur er
can make it today. “For a business our size, too many models means
we are sunk before we start”, Osterlund said.
The Giant i s similar in many ways to the old Diamond Reo
constructio n vehicle. The only major changes made are fiberglass
hoods and fenders. The Giant i s essentially a one purpose vehicle,
the basic truck frame can be used for many application s. Giants are
now in service as refuse haulers, cement mixers, and milk transpor
ters.
The Giant features a Cummins N . T . C . - 2 9 0 h . p . and 2100
r . p . m . The radiator is double stud, cushion mounted with a 1200
square inch frontal area. It comes with a Hendricks on R . T . 440 rear
suspension with center bushings and steel walking beams. Standard

88
transmission is a Fuller RTOF958LL with overdrive, an 18,0001b.
capacity Rockwell front axle and a Rockwell SSHD hypoid single
reduction tandem rear axle. The Giant rides on 11:00 x 20 G load
rated on/off highway type tires. The wheelbase is 212 inches. The
only options are a Cummins NTC230 engines and a front PTO
adapter.

Hand-Made Truck
How does a small manufacturer compete with the large man
ufacturers? They really are not competing. Diamond Reo offers the
only hand-made truck in America, according to Osterlund.
Osterlund has 30 dealers handling Giant sales, mostly in the
east. He has recently acquired outlets in Oregon, Washington, and
Florida. Osterlund is rapidly developing a large overseas market.
He feels that their overseas sales may have a greater potential than
their domestic sales.
■

' <■ '■ i t ’

$ 1

■! ■

Fig. 7-1 . Author’s Diamond Reo C-11 64-DFL conventional with Mercury sleeper
box. It features steerable front wheels and air hoses. K&S nickel tubing is used
for the exhaust stack along with an A.I.M. muffler heat shield screen. Colors are
Tempo Ford truck Caribbean turquoise with yellow trim stripe design. The
chassis and running gear are semi-gloss black.

89
 Thanks to Loyal Osterlun d’s small operation s, the Diamond
Reo Giant name i s still alive and in the form of a top quality heavy
duty truck.

Diamond Reo Model Truck

A model of the Giant does not exist to my knowledg e. A. M . T. ’s
Diamond Reo kit could be modified for an acceptab le version.
A . M . T . Corporat ion offered the first and only Diamond Reo
model truck kit. It was a 1 / 2 5 scale Diamond Reo C-11664 D.F.L.
conventi onal tractor. It was available for several years and has been
dropped from the Lesney A . M . T . line. American Industria l Models,
( A . I . M . ) offers an early Diamond Reo fiber-gla ss hood that can be
adapted to any A . M . T . White Corporat ion conventio nal cab, White
Road Boss, White Western Star, Autocar or Diamond Reo. A . I . M .
offers Diamond Reo fenders in two styles, fiberglas s standard or pit
type. Thus you can still semi scratch-b uild your own Diamond Reo
model truck.
The sixteen Diamond Reo model trucks featured in this chap
ter are built by Frank Gortsema , J i m Etter, and myself. The photo of
the real Diamond Reo dump truck was furnished by Osterlund , Inc. ,
Harrisbur g, Pa.

Fig. 7-2. Author’s Diamond Reo pulling an Ertl Great Dane extendable 40-foot
flat-bed trailer. The l o a d of " p i p e ” is actually various diameters of Plastruct
tubing.

90
 . 4

Fig. 7-3. Author's Diamond Reo pulling a Fruehauf grain trailer complete with
tarp. The trailer was made by cutting down the sides of a Fruehauf beaded panel
van. The “tarp” is cut from gray cloth a n d laced in place with elastic thread and
dressmake rs hooks and eyes.

Fig. 7-4. Author’s 1/32-scale semi-scratch built Diamond Reo C-9264D pulling a
scratch-bui lt Rogers “spread” tandem-axTe flat b e d trailer.

Fig. 7-5. Author’s Diamond Reo C-9264D, right side view. Cab/hood unit is
scratch-bu ilt and mounted o n a Renewal military truck chassis. Trailer is
scratch-built using balsa wood and square brass tubing. Tractor colors are
T ester’s light blue with dark blue trim. Chassis is semi-gloss black. T railer color is
Tester’s red. Load is two empty thread spools held in place with small chain.

91
I

Fig. 7-6. Frank Gorts ema’ s Diamond Reo Raide r C - 11 9DF axle forwa rd version.
This i s base d o n a plast ic 1/25- scale Diam ond R e o kit with modi ficati ons.

Fig. 7-7. Anoth er view of Frank Gortsema’s Diamond Reo Raider C-119DF
showing t h e scratch-built removable grille unit. The Raider grille is made from
aluminum strips epoxied to back cross pieces. The front surfa ce of the grille was
1
polis hed to a mirror finish on a buffin g whee l with Linde /4 micron alumia. The
entire grille can be remo ved with four "L" pins. The color s are medium dark blue
with the Raide r multi-color design i n a lighter blue, white and grayish-blue.

92
 - *v
Fig. 7-8. Frank Gortsem a’s Diamond Reo Raider C-119DB axle-back version
pulling a Flow-Boy trailer. The trailer is modeled from a Flow-Boy trailer seen in
Grand Rapids, Michigan, where 1 1-axle combinations are permitted. Flow-Boys
are m a d e with as many as 7 axles. They are used for hauling aggregat e, asphalt,
etc. The large conveyor built into the bottom can discharge a full load in 90
seconds. Frank’s model features the conveyor in the bottom and operating rear
door. The wheels and axles are Ertl kit parts. Frank’s model is a 6-axle version,
the first 2 and the rear axle are air-lift. Overall trailer length is a scale 40 feet.
Plastruct was used for most of the construction. Tractor colors are dark blue with
the Raider multi-color scheme. This is a perfect example of scratch-built and
combining various kit parts.
YmCA ■

Fig. 7-9. Frank Gortsema’s set-back-axle Diamond Reo pulling a "Michigan

Special" flatbed trailer. The tractor is a modified 1/25-sca le plastic Diamond Reo.
The 6-axle flatbed trailer was made from an Ertl Great D a n e extendab le flatbed
kit. Colors are green with gold trim.

93
 9

F i g . 7 * 1 0 . Frank Gortsema's green and g o l d D i a m o n d Reo set-back axle tractor

hooked to an Ertl modified 4-axle dump trailer.

Fig. 7 - 1 1 . J i m Etter, American Industrial M o d e l s c u s t o m built this Diamond Reo

C - 1 1 664-T set-back-a xle tractor and K e n o s h a boat trailer for Denlinger Building
Materials, Inc., Paradise, PA. T h e tractor is equipped with an unloading crane.
The load is 50-foot scale wood barn trusses a n d plywood sheeting material
(courtesy Andrews Photograp hy Studios).

Fig. 7 - 1 2 . Front view showing t h e crane and close up of t h e Etter built Delinger
Diamond Reo (courtesy Andrews Photography Studios).

94
 I

• •

Fig. 7-13. Another view of the Denlinger Diamond Reo. Note close-up of crane
a n d out-rigg er. N o t e plywood sheetin g and t h e c h a i n "tying” it down (courtes y
A n d r e w s Photogr aphy Studios ).

F i g . 7 - 1 4 . J a m e s Etter (A.I.M.) c u s t o m b u i l t D i a m o n d R e o C - 1 1 6 6 4 - D B
tandem-axle dump truck. T h i s unit was built for Charles E. Brake Company, Inc.,
St. Thomas , Pa. The cab is gray and dump body is red. Note load of stone in the
dump body (courtes y Andrews Photography Studios).

. '•

Fig. 7-1 5. Right side view of the Etter built Charles E. Brake Diamond Reo dump
truck. Note e x h a u s t stack and round "can" type muffler (courtes y Andrew s
Photogr aphy Studios ).

95
 • X* -t <« 'X;
*

Fig. 7-16. Real Diamond Reo Giant tandem axle dump truck. The Diamond Reo
Giant is now built by Osterlund, Inc., manufactur ers of Diamond Reo Trucks,
Harrisburg, Pa. (courtesy Osterlund, Inc.).

96
 Chapter 8
Dodge
■ . = gzz—

The Dodge brothers, John and Horace, were famous in the automo
tive industry long before they decided to build cars and trucks on
their own. Both brothers displayed from their early youth an un
usual mechanical aptitude and an inclination to work with their
hands. In 1899, they decided to move to Windsor, Ontario, where
they opened a bicycle shop and not only sold but built their own
bicycles.
As a sideline, they began producing a small quantity of parts for
some of the pioneer automobile manufacturers. They accepted
contract parts orders from Henry Ford, for example.
In 1903, they decided to discontinue making bicycles and
devote their entire efforts to producing axles, transmissions, steer
ing parts, and crankcases. The Dodge Brothers firm was now in
business to stay.

Dodge Automobiles
In 1914, the Dodge Brothers started their own automobile
business in Michigan. It was an immediate success. They operated
a body assembly line that was similar to Henry Ford's original
assembly line idea.
For many years the word dependability appeared in almost
every Dodge advertisement. The brothers set up one of the first
automobile test tracks in the United States to test each car before it
was shipped from the factory. The test consisted of climbing and
97
descend ing 3 steep incline to test engine and brake perform ance.
The slightly banked circular wooden track was also used for speed
testing.

All-Steel Bodies
Dodge Brothe rs were pioneer s in the manufa cturing of auto
mobiles with all-stee l bodies. In 1917, Dodge Brothe rs started
building trucks. It was a screen- side deliver y unit built on a
passeng er car chassis and was one of the earlies t trucks built in
quantity by any American manufa cturer.
John Dodge died of pneumonia in 1920 and Horace followe d him
the same year. The Dodge Brothe rs were very fond of each other
and insepar able. Their close friends contend ed that Horace died of
grief following his brother s death.
In 1924, the Dodge interes ts decided to sell the busines s to
Dillon, Read, and Company. The Graham brother s were put in
charge of Dodge Company’s comme rcial vehicle develop ment. The
Graham s by their associa tion with Dodge dealers had built up a
flourishing truck busines s. As a result of this, most Dodge trucks
sold during the years 1922-1928 were sold under the Graham
brother s name.
In 1928, Chrysle r Corpora tion purchas ed Dodge from Dillon,
Read, and Company. All Dodge models from 1929 on were designe d
and produced by the Dodge Division of Chrysle r Corpor ation. Some
trucks and commercial vehicle s were also sold under the name of
Fargo, mostly for export. As late as 1930, the Chrysle r Corpor ation
continued to use the name of the Dodge Brother s in their adverti s
ing.
Dodge continued to manufacture a variety of depend able trucks
in all sizes and models in the 1930’s, and into the mid 70’s. When
Dodge ceased production of big trucks in the mid 70’s, they offered a
line of heavy duty cab-ove r-engin e and conven tional models .

Dodge Model Trucks

Several Dodge scale models are availab le. Testors offers a
L-700 medium duty gasoline powere d tractor. A. I. M. offers custom
built C.N.T. 900 short conventional, plus a cab/hoo d unit for adapt
ing to a plastic kit chassis . The Testors Compa ny and A.I.M.
models are the only Dodge models at present . The twenty Dodge
model trucks feature d in this chapter are built by Jim Etter, Dick
Hatch and me (Figs. 8-1 to 8-20).

98
Fig, 8*1. Author’s I.M.C. Dodge L-700 tilt-cab tractor. Doors open, front wheels
steer, and cab tilts. Power is a 3 6 1 Dodge V-8 gasoline engine. Cab colors are
dark metallic blue with semi-gloss black chassis and running gear. Testers
Corporation now manufactures the L-700 Dodge and several trailers.
0
- w ' ■; 1M
■

«
k%
■\

1
i

Fig. 8-2. Tester’s milk tank trailer and A.I.M. Dodge cab/hood/fender unit and
interior serve as the basis for my Dodge CNT-900 series bulk farm milk hauler.

99
r

Fig. 8-4. Underside of the D o d g e milk hauler chassis. Note the Cummins 250
diesel engine. The front rear o r "pusher" axle r i d e s o n air b a g s from the Ertl I.H.
cab-over kit.

-■ ..s:

' . '■ ■ ' . • .'■ ■- •:

• < * ’ *

>1 .'

-> <
--

Fig. 8-5. A.I.M. Dodge CNT-900 cab unit ready to mount on the chassis. Note
Tester’s Dodge L-700 mirrors. Air cleaner is made from spare parts. Colors are
Dupli-Color Ford truck red with white mirrors, air cleaner, luberfiner, and grille
unit.

100
 ■

-
■

•.
A
• V
MM

IJ ,

.............................
■
Fig. 8 - 6 . A.I.M. D o d g e CNT cab unit test-fitted to t h e I.H. cab-over chassis.

. -

1
t

, -
i

. i.

Fig. 8-7. Cab unit installed permanently to the chassis. I use epoxy cement for
this operation. Note A.I.M. “rain-cap" exhaust stack and round perforated muf
fler heat shield screen. The b u m p e r is made from Plastruct channel and painted
white. C B antennas are made from common pins. The Borden “ E l s i e ” decal is
from an old LM.C. milk tanker truck.

101
Fig. 8-8. Left side view of the Dodge CNT-900 cab and chassis unit. Fuel tanks
and front mud flaps are from an Ertl I.H. Payster 5000 kit. Chassis and fuel tanks
are painted semi-gloss black with white striping tape for the fuel tank bands.
Wheels are white with red hubs.

Fig. 8-9. Front half of the Testor milk tanker trailer assembled, prime painted, and
test-fitted to the Dodge chassis.

102
Fig. 8-10. Front view of the Dodge CNT-900 cab and chassis unit. Note mirrors,
air horn, air cleaner, luberfiner, exhaust stack, and CB antennas, all in proper
position.
■
■
•

Fig. 8-11 . Milk tanker installed on the Dodge CNT-900 chassis permanently with
epoxy cement.

103
Fig. 8 ’ 1 2. Right side view of my d o d g e CNT-90 0 tri-axle bulk milk tanker. Colors
are Dupli-C olor Ford truck red for cab/ho od/fend ers with white grille, b u m p e r ,
fuel tank b a n d s and wheels . Tanker body is p a i n t e d with J . C . P e n n e y c h r o m e
silver enamel.

Fig. 8-13. Left side of my Dodge CNT-900 tri-axle bulk tanker. Note the Borden
Elsie decal on t h e tanker. Clark Bros, logo on cab door is borrow ed from an
Autocar dump truck kit.

Fig. 8-14. Jim Etter’s, American Industrial Models, custom built this Dodge CNT-
900 tandem axle dump truck for a custom er. Note tarp coverin g the load and the
rubber tarp tie-downs (courtesy Andrew s Photog raphy Studios).

104
Fig. 8-15. Another Jim Etter custom built CNT-900 Dodge pulling a dump trailer.
Note tractor to trailer air hoses, tarp, tie-downs , and even a shovel o n the left front
corner of the trailer (courtesy Andrews Photography Studios).

Fig. 8-1 6. Right side view of Jim Etter’s custom built Dodge CNT-900 and dump
trailer (courtesy Andrews Photography Studios).

Fig. 8-17. Another Jim Etter custom built CNT-900 Dodge tandem-axle dump
truck complete with a tarp covering the load (courtesy Andrews Photogra phy
Studios).

105
Fig. 8-18. Author’s CNT-900 Dodge based on a Motorific cab unit a n d Revell
military truck chassis. Colors are red and gray.

Fig. 8-1 9. Dick Hatch’s Tester L-700 Dodge converted to a road-oiling truck. Dick
modeled this after an actual White 3000 Bleeke Oil truck in his area. Dick
substituted the Dodge due to the lack of a White 3000 model (courtesy Bob
Roskuski).

Fig. 8-20. Left view of Dick Hatch’s Dodge L-700 road-oiling truck. Dick added
custom rear fenders, oil spreading system, spare tire, and "Bleeke Oil” letters as
seen on the real truck. Cab color i s fire engine red cab with flat black oil tank
(courtesy Bob Roskuski).

106
 Chapter 9
Ford

Decem ber 29, 1893, a thrity year-old engine er employed by Edison

Illuminating Company started construction of a new type of two-
cylinder gasoline engine. He worked in a small shop at 59 Bagley
Avenue, Detroi t, Michigan, where he lived. His name was Henry
Ford and he was destine d to revolutionize the automobile industry
by building a vast empire that would bring personal transportation
within the means of literally millions.
Three years later, after countl ess hours of research, labor and
experi mentat ion carried out in his spare time, Ford completed his
firts auto buggy. It was built from plumbing pipe, bicycle wheels,
carriage cushions, and bits of scrap metal machined on a lathe. The
first Ford car ever built had a two-cylinder, 10-horsepower engine
with a crankshaft forged by hand.
The car ran moodily with it’s noisy engine. It attained speeds of
10 mph in low and 20 mph in high. The car was steere d by means of a
tiller handle instead of a steerin g wheel. The two speed chain and
belt transmission did not have a reverse gear.
Henry’s second car, dating from 1898, was a definite improve
ment over his original. It feature d a varnished buggy-type body with
patent leathe r fender s. A further refinement were the two buggy
headlamps. Its rear wheels were mounted on ball bearings. Rear
tire size was 40 inch by 2Vz inch, while the front tires were 30 inch
by 2V2 inch. The vehicle was initially equipped with a belt and pulley
speed change device with a geared transmission installed on later
107
models. This car also featured a new type carbure tor which was
designed and patented by Ford.
In 1899, Ford gave up his job at the Edison plant to help
organize the Detroit Automobile Company. He took one-sixth of the
new company’s stock in exchange for becoming its chief enginee r.
A Low-Pric ed Car
Ford’s dream was to produce a low priced car that would be
within the reach of most people. His associat es thought in opposit e
terms, preferring to cater to a small and exclusive clientel e. As a
result, in 1903, Ford broke off with the Detroit Automobile Com
pany, which was later to become the Cadillac Automobile Company.
Ford’s influence was evident in the design of the first Cadillac.
Before leaving the Detroit Automobile Company, Ford de
signed his first commercial vehicle. Completed on January 12,
1900, it was a Delivery Van and weighed about 1,250 pounds, light
for that era. This was due to the extensiv e use of aluminum in its
construction. It featured a transverse full elliptic front spring.
Steering was by a tiller in lieu of a steering wheel. The intended
selling price was $1,000. This Delivery Van has often been mis
labelled as “The First Ford Truck”. It was actually the first truck
that Ford had designed.
On June, 1903, Henry Ford organized the Ford Motor Com
pany with a cash capitalization of $28,000. Ford held 251/2% of the
stock, provided the company name and was titled Chief Engineer
and Vice Presiden t.
The First Ford Motor Company commercial vehicle was of
fered in 1905. It was advertised as either the “Ford Delivery Car”
or the “Model C fitted with our Delivery Top.’’The production
schedule called for ten units to be built, using many components as
possible from the Model C passeng er car. Even though it was
advertised as the Model C, it was designated Model E within the
company. It was steered by means of a steering wheel located on
the right side. The Models E and C shared the chassis, powertrain,
and body parts except for the Delivery Top. Ford had now intro
duced the steering wheel of all its vehicles.
Other Delivery Cars and commercial vehicles were offered in
the following years. Some were factory produced and others were
conversions, “after market” body installations.
Ford introduced his famous Model T on October 1, 1908.
Called “The Universal Car" by Ford, it was undoubtedly his
greatest inspiration. The Model T was powered by a 20 horse-

108
power, four-cylinder engine. The transmission was a two speed
planetary type and was pedal opearat ed. From Octobe r 1, 1908 until
May 26, 1927, there flowed an almost unbroken flood of Ford’s
Model T’s. The number reached fifteen million, all of a mold, but not
identical. Ford innovated many mass production methods to speed
up the T’s production.
For the first nine years, Ford did not factory mass produce
trucks. The custom er would purchase a Model T chassis and adapt
his own conversion, or have one of many conversion companies do
the job. By 1913, several conversion companies appeared on the
scene. Foremo st of these was A. D. Smith. They produced a one
ton, chain driven attachm ent called the Smith Form-A-Truck.
Another comparable unit was manufactured by the Convertible
Equipment Company. It transformed the Ford car into a truck. This
was accomplished by adding a hefty, extende d full length steel
frame and a heavy two-piece driveshaft. Free shackled longitudinal
rear leaf springs and other strengt hening feature s were also
utilized. These conversions were used frequently and allowed the T
owner to literally design his own truck.
Into The Truck Business
The Ford Motor Company went into the truck busines s on a
perman ent basis on July 27, 1917 when a one-ton chassis model was
offered to commercial buyers. This was in addition to, but not in
place of, the passenger car chassis . The new Ford truck resemb led
the various after-market Model T convers ions which had been
available for several years. It was basically a beefed up passeng er
car chassis . It feature d a longer and stronger frame, two foot longer
wheelbase, stiffer rear suspens ion and artiller y type rear wheels,
with solid rubber tires. Also featured was a worm drive rear axle.
Tested for a number of years prior to public introduction, these
special heavy duty models were called Model TT, while lighter
trucks based on the car chassis were still called Model T.
The year 1927 was the most significant model year in nearly
twenty, for the Ford Motor Company. All Ford production had
ceased for five months while tooling up for the new car proceeded
with haste.
Ford ceased production of all Model T’s on May 26, 1927. The
Model TT truck was still selling well and it continued to be built
during the summe r of 1927. Eventually truck production was also
termina ted. It was logical to assume that the arrival of a new Ford
car would herald the coming of a new truck.
109
 The new Ford cars and trucks were introduce d to the public on
Decembe r 2, 1027. So different was the new car that Ford called it
the Model A in honor of the company’ s first car. The new truck was
called the Model AA.
Initially the Model A and Model AA used the same engine. It
was an in-line water-coo led, four-cylin der L-head design. Unlike
the Model T powerpla nt, the new engine incorpora ted pump as
sisted, splash type lubricatio n and pump circulated thermo-sy phon
cooling. The 3.875 inch bore and 4.25 inch stroke provided a 2 0 0 . 5
cubic inch displacem ent. A forged s t e e l , three main bearing
crankshaf t and aluminum pistons were used. Ignition current was
supplied by a six volt battery and a conventio nal coil and breaker
distributo r with a manual advance. Fuel was fed by gravity from a 10
gallon cowl-mou nted tank to a single throat zenith updraft car
buretor. The engine had a 4.22 to 1 compress ion ratio and devel
oped 40 brake horsepow er at 2.200 r . p . m .
Along with the engine transmiss ion and steering wheel, the
Model AA truck used the passenger car cowl, hood, and radiator,
front fenders, and headlamp tie bar. The truck headlamp s and
radiator were painted and not nickel plated like the cars.
The AA truck driveline was stronger, with a two piece
driveshaft . Larger radius rods and a heftier worm gear rear axle
were used on the truck. Another interestin g feature was the op
tional Dual-High suppleme ntal transmiss ion. It was pedal operated
and consisted of a two speed planetary gear set mounted behind the
three-spee d main transmiss ion. This unit provided six forward and
two reverse speeds.
Changes too numerous to mention here were found on the 1929
Model AA truck. The Dual-High was deleted and a four speed
transmiss ion became standard equipmen t. Wheels, tires, axles, and
other items were changed. Dual rear wheels with balloon tires were
made available as an option.
Model AA’s were now being used as tractors to pull trailers.
They were also equipped with six wheel tandem rear axles by such
outside firms as Warford Sexette and Twin-Flex.
Styling changes and refinemen ts were made on the new Ford
cars introduce d in January 1930. Advertisin g of the time described ,
the new beauty of the new Ford.
Initially the new beauty was not extended to trucks and light
commerci al cars. Declining sales had forced the company to use up
excess stocks of carry-over front fenders, hoods, cowls, radiator
trim and associate d items. Although the improved AA chassis intro-

110
duced in late 1929 was used, the first 1930 AA trucks looked just
like the 1929 mode ls.
Ford trucks adver tising was conce ntrate d on chass is and
powe r train featur es. Only casual refere nce was made to appear
ance items . Ford finally exhau sted the supply of carry over parts,
and on June 9, 1930, a new line of commercial vehicles were
introduced. The new line offere d three chass is instead of the previ
1
ous two. Ford offered the 103 /? inch wheelbase Model A, the 131’/2
inch Model AA, and a new longer AA with a wheelbase of 157
inches. The new 157 inch wheelbase model was the result of
custo mer demands for a chassis capable of accommodating eleven
to twelve foot bodies without the use of frame extensions. The
offering rate at IVfe tons was well receiv ed.
All the new Ford trucks adopted the fender, hood, cowl, and
radiator styling of the 1930 cars. The exception being the stainl ess
steel headlamps and radiator shell were confined to deluxe models.
All other s used black enamelled comp onent s.
Great Depression
The Great Depre ssion had an adver se effect on Ford sales in
1931. Both car and truck sales declined considerably, falling to their
lowes t point since 1928 Ford continued to lead all other producers,
but did so with a greatl y reduc ed profit margin.
The 1931 Ford trucks did not change in appearance from the
1930 models. Instead, Ford continued to offer new body styles over
the cours e of the year. This result ed in the introduction of nearly
twent y new models in 1931.
Ford’s last triumph was announced by Ford Motor Company
during March 1932. It was the new V-8 engine. Ford offered the
industry’s first low price car powe red by a V-8 engine. It was a 221
cubic 65 horse powe r L-head V-8 engin e. Henry, nearly 69 years of
age had another winner! As with his 1909 Model T and 1928 A, Ford
once again produced a machine which was destin ed to become a
legend in its own time. Ford anticipated some reluctance on the part
of some custo mers to purch ase the untrie d V-8 engine. Thus an
improved four-cylinder engine would also be available in 1932
vehicles. The new up grade d Model A engine developed 50 horse
power and was named the Model B. Ford’s original plan was to use
the V-8 only in passenger cars, thus the Model B powerplant was
the only engin e installed initially in light truck.
Ford’s 1932 offerings included a completely updated truck, the
Model BB, clinging to the alphabetic tradition as much as was
 possible ! The new IVfc-ton vehicle featuied the same styling as the
light truck with which it shared front end sheet metal and a choice of
c*ibs
The 13172 inch and 157 inch wheelba se were retained along
with a heftier new frame design, seven inches deep. New 50 inch-
long semi-ell iptic rear springs replaced the AA’s rear cantilev er
springs. A new 17 gallon underse at fuel tank replaced the previou s
cowl-mo unted eleven gallon tank.
As with the lighter truck, the company ’s original plans called
for the four-cyl inder in the l¥ 2 -ton trucks. Due to public demand s
for the high speed cruising capabili ty of the V-8, Ford started
offering it in the 13172 inch or 157 inch chassis. These vehicles
were the first V-8 powered , mass produce d trucks made anywher e.
The Ford Model BB 172-ton truck chassis was carried over
into 1933 with only minor improve ments. It continue d to be offered
with either the four-cyl inder or V-8 powerpl ant. Changes were
made to the Model BB trucks for 1934, the greatest affecting the
V-8 engine. It was significa ntly improve d, resulting in substant ial
increase in horsepo wer and smoothe r running . That year was the
last for the four-cyl inder engine in domesti c Fords. They were
being installed in cars for export and BB trucks, but not in cars sold
in the United States.
The year 1935 was the best year between 1930 and the end of
World War II. For the first time in five years, more Ford cars were
sold than any other make. Ford again was the leader of sales in the
truck segment of the market, bumping Chevrol et from the top
seller’s spot which it held during 1933 and 1934.
For 1935, the commer cial car and its 17 2 -ton counterp art, the
Model 51 shared an all new cab, front-en d sheet metal, and panel
body styling. The Model A/1932 look was gone. In appeara nce, it
was somewh at reminisc ent of the 1933/34 passeng er cars, espe
cially in the front grille area. The V-8 engine was standard and the
four-cyl inder was gone, except in the foreign market. 1935 was
truly a significant and prospero us year for the Ford Motor Com
pany.
The Ford truck story is much too long to relate fully on these
pages. Many changes were made from 1935 until the present day.
New cabs evolved, and new engines too; six-cylin der, V-8 overhead
valve engines and deisels. Ford trucks grew larger and offered
more value and service for truckers .
During World War II, from 1941 to 1945, Ford redirecte d its
operatio ns. Ford turned out a great array of trucks and four-whe el

112
drive vehicles. They also produced Sherman tanks, armore d per
sonnel carrier s, amphibious landing craft, B-24 bombers, airplane
engine s, and other military equipment. Ford Jeeps were common in
World War II.
After the war, Ford returne d to the manufacture of cars and
trucks. The Company concentrated on introducing line after line of
new trucks. As a result, Ford has become the largest manfacturer of
combined heavy-duty and medium-size trucks in the United States.
Ford controlled about 28 % of the entire market for heavie s and
mediums in recent years, with G.M.C . and International running
close behind.
Today, Ford offers six series of trucks in the heavy/medium
classification. Sales total more than 87,000 units each year.
Ford bills it’s CL-9000 as the biggest, boldes t cab-over-engine
diesel truck ever developed by the Ford Motor Company. The
aluminum cab feature s nearly all the comforts of home. It is de
signed for the long-distance driver who will spend many hours
behind the wheel and a number of days and nights in the truck. The
CL-9000 can be adapted to haul a variety of payloads.
Ford also offers the W series, anothe r group of rugged line
haul cab-over-engine tractor s. They are geared for the open road.
The W-9000 is available in 118 inch and 134 inch wheelb ases. The
WT-9000 is offered in wheelb ases of 142, 152, and 164 inches.
The Louisville or L series conventional Ford trucks were
introduced in 1970. There are two sub series. Series 600 through
800 models are medium duty trucks for construction work, farming,
and inter-city hauling. The L-900, L-8000, and L-9000 make up a
group of larger trucks. These are ideal for logging, refuse hauling,
and for concre te mixers.
Ford’s best seller is the F series, a medium duty truck. Seven
models are offered in this series, with nine different wheelb ases.
They are light, but rugged and can be adapted to a variety of jobs.
Ford Model Trucks
A.M.T . Corporation offered a variety of 1/25 scale plastic
L.N.T.-8000 and C-series model truck kits over the past seven or
eight years. All have disappeared from the presen t Lesney A.M.T .
line except the Ford L.N.-8000 Budweiser Race Team.
Entex offers three 1/32 scale C-series Ford trucks in their
present line. Also offered by Entex are the 1913 Ford Model T
Delivery Van and a 1915 Ford Model T Stake Truck in the larger
1/16 scale. A 1931 Ford Model A Pick-up Truck and a Delivery Van
in 1/16 scale are also available from Entex.
113
 Gabriel (C.B.S. Toys) offers three 1/20 scale Model T Ford
commercial vehicles: a 1912 Depot Hack, 1912 Delivery Truck , and
a 1914 Chemical Hose Fire Truck all in die-cast metal.
The twenty four Ford truck models featur ed in this chapt er are
built by Tom Manning, Bob Goodhart, Dick Menosky, Fred Yokel,
and me (Figs. 9-1 to 9-24).

Fig. 9-1. Author’s A.M.T. Ford LNT-8000 tractor. Front w h e e l s are steerab le.
Exhaust stacks are sections of K&S metal tubing. Rear quarter fenders are
model railroad corrugated sheet metal cut and bent to proper s h a p e . Colors are
medium metallic g r e e n for the cab/hood/fender unit, black for the chassi s, fuel
tanks, and wheels with white fuel tank bands.

v ■ w

114
Fig. 9-3. Author’s Ford LNT-8000 tandem axle dump truck with Heil dump body.
A full cab protector and side boards were made from Plastruct. Colors are bright
red with black chassis, fuel tanks and wheels.

I
- ■■

£ ...

Fig. 9-4. Ford LNT-8000dump truck with the Heil dump body in raised position.
Note the hinged tilting hood unit. Spoke wheels are from an I.M.C. Dodge.

115
Fig. 9-5. Author’s Ford C-900 tractor, straight from the kit box with the exception
of air hoses. Colors are burgundy for the cab with black chassis and wheels.
Mirrors, bumper, and grille are white.

Fig. 9-6. Author's 1/32-scale Entex C-900 Ford tractor with s l e e p e r box. Front
wheels are steerable. Note C B antennas made from c o m m o n p i n s . Colors are
Tempo Caribbean turquoise for the cab, semi-gloss black for the chassis and
fuel tanks. Bumper, grille, belt stripe, and fuel tank bands are white. W h e e l s are
white with silver rims.

Fig. 9-7. Entex 1/32-scale Ford C-900 tractor hooked to an Entex 40-foot van
trailer. Trailer color is J.C. Penney chrome silver with white w h e e l s . The “U.S.
Mail” logo is borrowed from an A.M.T. kit.

116
Fig. 9-8. Author’s Revell HO scale C-series Ford tractor and auto transport
trailer. Colors are red and white.

Fig. 9-9. Another Revell HO scale C-series Ford and Auto transport trailer loaded
with N scale automobiles. Colors are red and silver.

Fig. 9-10. Author’s 1975, F-350 Ford pickup truck. Bare-Metal foil is used to
simulate chrome trim around windshield, body side moldings, and w h e e l cut
outs. Chrome cab “marker lights” are optional as are t h e "West Coast, Jr.”
mirrors. Colors are T e m p o Ford ginger metallic with b l u e chassis.

117
 \ *
L\ < I

Fig. 9-1 1. Author’s A.M.T. 1923 Ford Model T express w a g o n . This was a typical
accessory body offered for t h e model T chassis. The color is black for the hood,
fenders, wheels, and top. Cab sides and body are natural wood color. Wheel rims
are silver.

i
i

S-
•fei

Fig. 9-12. The express wagon shown in Fig. 9-1 1 is based on a 1 923 Ford Model
T depot hack kit.

118
Fig. 9-13. Author’s A.M.T. 1 925 Ford Model T pickup truck. As was the case with
the real car, the pickup body attaches to the chassis in place of standard
" r u n a b o u t ” deck. Color is all black with silver w h e e l rims.

Fig. 9-14. Close up view of author’s 125 Ford Model T truck engine. Note the
spark plug wires leading to t h e coilbox connectors.

119
*....

Fig. 9-15. Author’s Gabriel 1 9 1 2 Model T Ford deliver y truck in 1 / 2 0 scale,

assembled from over 120 parts in die-cast metal with some plastic parts. Many
parts are brass-c olored to simulate the brass parts used on early Fords. Front
wheels are steerab le and the hood lifts off to reveal the detailed 4-cylin der
engine. Colors are light beige for the body with black fenders.

Fig. 9-16. Author’s M.P.C. 1929 Ford Model A open cab pickup truck. Front
wheels are steerable and hood lifts off to reveal the A 4 cylinder engine. Colors
are Pactra leaf green with Tester's light green body molding and wheels . No
longer available this kit could have been built as either a pickup truck or station
wagon.

120
 • / «
A

Fig. 9-17. 1custom built this Entex -1/16 scale 1931 Ford Model A delivery van for
Mr. Robert C o n g d o n , V.P. Truck Sales, Automo tive Rentals , Inc. (A.R.I.),
Pennsauken, N.J. Front wheels steer and hood removes to reveal the 4-cylinder
engine. Model is mounted on a wood base. Colors are light tan with brown trim
and black fenders. A.R.I. logo was lifted off a business card using Sangray
“Decalo n" decal m a k i n g material.

Ml
I
i

Fig. 9-18. Author’s Revell 1/25-sca!e 1931 Ford Model A sedan delivery. Parts
were taken from other Ford kits to make a stock model. Colors are light tan with
brown trim, black fenders and cream wheels.

121
 7 if a
£7.
*■*
** -

Fig. 9-19. Tom Manning’s A.M.T. Ford Louisville LNT-8000 automobile carrier
rig. The rig is scratch-built except for the A.M.T. kit. Measuremen ts were taken
from a real truck and the Ford frame was lengthened 2Vz inches. The trailer and
other frame work are constructed from 1 / 1 6 i n c h square Plastruct. All ramps are
built from thin aluminum and are workable. The non-skid surfaces of the ramps
were inscribed with a coarse file. All hydraulic pistons telescope and were m a d e
from two sizes of brass tubing. The hydraulic controls are m o u n t e d on the side,
as o n t h e real truck. F u e l tanks a n d wheels are borrowed from a G.M.C. cab-over
kit. Colors are burnt o r a n g e with black chassis a n d white wheels. Building t i m e
was about five weeks (courtesy Rusty Manning).

Fig. 9-20. Another style of A.M.T. Ford Louisville LNT-8000 by Tom Manning.
Building technics are similar to the model shown in Fig. 9-19. Colors are yellow
with black chassis, chrome wheels a n d bumper. Note t h e load or eight 1/25-scale
cars (courtesy Rusty Manning).
 ■fe A

Fia. 9-21 . Bob Goodhart’s single axle Ford dump truck. This i s based o n a A. . .
Ford LNT-8000 tandem- axle dump truck. Bob converte d it to a sing e-ax e
model. It’s an exact model of an actual truck owned by Bob s father.

D ,c k Menosky’s A.M.T. Ford Louisville truck with Trailmobile city

ver body Body features
" ydecals. * Colors opening door, operating tail-gate, and authentic
R
yoer are yellow with black chassis.

123
Fig. 9-23. Fred Yokel’s 1953 Ford F-800 dump truck. The Heil dump body was
mostly scratch-built except for the hoist unit. Frame is from an A.M.T. C-series
Ford flatbed, shortened in the front and rear. Wheels and tires are from an
I .M.C. /Tester's D o d g e . The cab was construct ed using a 1/25 scale 1 9 5 3 Ford
pickup truck kit. The basic *53 cab was modified with scratch-b uilt fenders,
extended and widened running boards, and front b u m p e r . Power is a flathead
V-8 from the pickup kit. Color i s Testors No. 1214 yellow with Letra-Set lettering.

.*

Fig. 9-24. Fred Yokel’s semi-scratch built C-600 flat bed truck. I do not have a
complete description for this model, but it sure looks great!

124
 CBisifter 10
Freightliner

The company was originally formed to make a special type of

light-weight freight truck for Consolidated Freightways. Experi
mental work began in Salt Lake City in 1939 and some production
was achieved before World War II forced closure.
The plant was reopene d in Portland, Oregon in 1947 and began
producing light weight diesel trucks. The original concept and the
use of light weight aluminum proved successful.
The first Freightl iner truck was actually built in early 1940 in a
small section of the Consolidated Freightw ays shop. The new
vehicle weighed 2, 000 pounds less than any comparable truck on the
road that year.
In 1949 with its production stabilized at three trucks a weeks,
Freightl iner made its first outside sale to a custome r other than
Consolidated Freightways.
A giant step forward was taken by Freightl iner Corporation in
May 1951. An agreeme nt between Freightl iner and White Motor
Company made White the exclusive sales and service represen ta
tive for the Portland manufacturer. With this agreement, the name
Freightl iner as applied to trucks and tractors built by the company
was changed to White-F reightlin er. The agreeme nt lasted until
Freightl iner decided to market and service its own vehicles. The
White name was dropped and the name became Freightliner again.
In the early 1950’s, Freightl iner pioneered the building of
trucks to meet the requirem ents of individual operator s. By May of
125
1952, the comp any that had long been too big for its manu factur ing
opera tions move d into a new factor y build ing on a five acre tract on
Swan Island . Freig htline r score d anoth er first in 1958 by introd uc
ing a truck with a cab that would tilt to a full 90 degre es. This
reduc ed maint enanc e time consi derab ly.

First and Foremost Truck

The first, and perha ps still forem ost, truck in the Freig htline r
line is the cab-o ver-e ngine , which has been prove n over billio ns of
highw ay miles . This mode m truck is offere d with a speci al four
spring suspe nsion system , luxury interi ors in both cab and sleep er
and an almos t endle ss list of optio ns and color s. The comp any
introd uced a half cab mode l in 1960. It was desig ned for the con
struct ion indus try, for concr ete mixer s, dump bodie s and simil ar
purpo ses.
Freig htline r curren tly build s a line of three basic mode ls, but
there are actua lly nine differ ent truck types availa ble becau se each
mode l i s offered as a single drive tracto r, dual drive tracto r and dual
drive truck .
The Powe rline C.O.E . i s a comb inatio n of brute powe r and
plush interi ors and exteri ors. It is powe red by a 600 horse powe r
diese l engin e. The interi or is elega nt, with wood grain panel ing.
Freig htline r i s one of the young er comp anies and it has come a
long way since 1939, and is now a multi -milli on dolla r corpo ration .
It has put more than 80, 000 heavy duty trucks on the roads in the last
decad e. The comp any i s still based in Portla nd, Orego n and is still
owne d by Cons olida ted Freig htway s.
Freig htline r manu factur ers many of its own parts and comp o
nents , items such as fuel tanks , electr ical harne sses, and air con
dition ers. Plant locati ons are in Portla nd, Orego n; Chino , Califo r
nia; India napol is, Indian a, and Burnaby, Britis h Colum bia.
The Freig htline r Conv ention al is the newe st additi on to the
company’s line. It is their first conve ntion al mode l and offers an
alumi num cab and other strong but light mater ials. The plush cab
interi or featur es a command post delux e dashb oard unit with many
custo m optio ns.
Freightliner Mode l Truck s
A . M . T . Corpo ration offered a 1/25 scale plasti c mode l truck kit
of a White -Freig htline r in both the single and dual drive versio ns.
Lesne y A . M . T / s latest catalo g lists only the dual drive versio n
availa ble with Pabst , Coor s, or Trans con logo decal s.

126
 Monog ram Models , Inc., catalog for 1979 lists both a
Freight liner conventional and a cab-over in their 1/32 scale Snap-
Tite model truck line. The conventional was scheduled for release
in Octobe r 1979 and the cab-over for November 1979. Both should
be readily available by the time that you read this.
The 14 White-Freightliners and Freight liners featured in this
chapter are built by Dick Menosky, Stan Snyder, and me and
Monogram Models, Inc. (Figs. 10-1 to 10-14).

t
♦

Fig. 10-1. Author’s A.M.T. White-Freightliner S D (single drive). It’s straight from
the kit box except for K&S tall metal exhaust stacks, A.I.M. muffler heat shields,
and air hoses. Colors are Allied Van Lines’ orange and gray with white stripe and
black chassis and fuel tanks.

Fig. 1 0-2. Author’s White-Freightliner SD, (side view). Note air hoses and muffler
heat shields.

127
 I 21
- ,
a> •
■
* k• J

Fig. 10-3. Author's White-Freight liner hooked to a Trailmobile/A llied M o v i n g Van

trailer. Rear and s i d e doors o p e n on this scale 40-foot furniture v a n . Colors are
Allied orange and gray with a while stripe. Allied d e c a l l o g o i s supplied in t h e kit.

Fig. 10-4. Dick Menosky’s A.M.T. White-Freightliner D D (dual drive). Note C B

antennas made from No. 60 chrome wire. Colors are Tempo Ford ginger metallic
over Tempo 61 1 -A primer. The cab trim is Tempo G.M. light orange along with
fuel tanks and battery boxes. Cummins engine is painted gold. Interior is Pactra
flat tan with dash board panel painted Pactra chromate green.

Fig. 10-5. Dick Menosky’s White-Freightliner DD hooked to an A.M.T. Wilson

livestock van. The van is a scale 40-foot drop-center design, roll up rear door.

128
 ■

Fig. 10-6. Dick Menosky’s White-Freightliner Consolidated Freightways

"Pennsylvania D o u b l e s . " Pennsylvania does not p e r m i t operation of "doubles,"
but allows units like the C.F. rigs. The "fifth w h e e l " i s slid forward, a trailer i s
connected to it and latched i n place to form a straight truck. The rear trailer and
dolly are connected thus forming a straight truck and trailer unit conforming to
state laws.
Z. •

■Sr*®'
I!

i
a
i!
-
• :

Fig. 10-7. Dick Menosky started with an A.M.T. White-Freightliner SD kit and
lengthened the frame, along with numerous other alterations. The trailers are
A.M.T. 27-foot-double Trailmobiles. Dick used C.F.’s old paint scheme, green
a n d red, for t h e truck and silver for the trailer. H e talked with C.F. drivers and
made notes for accuracy.

129
Fig. 1 0-8. Stan Snyde r's White- Freigh tliner pulling a scratc h-built low-bo y trailer
compl ete with dolly. Dolly trailer and load were built from blueprints. The l o a d i s a
Hydro -carbo n Proce ssing Skid manuf acture d by Delta- Engin eering Corpo ra
tion, Houst on, Texas . T h e tractor i s equipp ed with a “head ache" rack a n d air
lines. Colors are green and white. The trailer i s a modifi ed Schwa rtz Manuf actur
1
i n g Co. low-bo y machi nery trailer with a beave r tail. T h e d e c k i n g i s /a inch s q u a r e
b a l s a w o o d . All scratc h-built parts were fabricated from E.M.A . plastic parts.

Fig. 10-9. Another view of Stan Snyder’s White-Freightliner showing the front of

130
i*

Fig. 10-10. S t a n Snyder s White-Freightliner with c a b tilted to reveal t h e C u m

m i n s Diesel engine. N o t e ’’headache" rack and trailer dolly.

Fig. 10-11. Top view of Stan Snyder's White-Freightliner showing air hoses and
trailer and dolly hook up.

Fig. 10-12. Close up of Stan Snyder’s model showing the dolly and trailer
hookups.

131
 1
1

Fig. 10-13 . Monogram’s 1/32-s cale Snap-Tite Freigh tliner conventional tracto r.

Fig. 10-14 . Monogram’s 1/32-scale Snap-Tite Freightliner cab-o ver tracto r. The
two Freightliners are the latest additions to Monogram’s 1 /32-scale truck kit line.

132
 Chapter 1 1
General Motors Corporation

The forerunner of today’s G.M.C. trucks were built by two

brothers, Max and Morris Grabowsky, in 1900. They sold their first
truck two years later under the name Grabowsky Power Wagon.
One of the unusual features of this vehicle was its so-called remova
ble engine. The entire engine pulled out like a bureau drawer and
eliminated the need to “get out and get under.” According to the
company’s advertising this innovation made repairs and adjust
ments a simple standup task.
Max Grabowsky boasted mechanical perfection in his trucks
back in 1902 when the industry was in its infancy. His firm fought
hard for business and kept alive while other pioneer manufacturers
came and went. Ultimately Grabowsky re-named the company
Rapid Motor Vehicle Company. The truck was called Rapid Truck.
In 1911, General Motors purchased a majority of Rapid’s stock.
Rapid and another Michigan truck firm, Reliance Motor Truck
Company, were combined to form the General Motors Truck Com
pany. The result was a line of G.M.C. trucks and the Rapid name
faded into historical oblivion. Two years later the operations were
moved to Pontiac, Michigan, and that city has been the home of
G.M.’s truck plant ever since.
G.M.C. trucks, like those of other manufacturers, played a
vital role in World War I. At this time the Chevrolet Car Company
owned and controlled the General Motors Truck Company. In 1918,
the General Motors Corporation was organized as the over all
133
parent compan y. This rectifie d the unusua l situatio n in which the
whole (G.M.C .) was owned by one of its parts (Chevr olet). Both
G.M.C . and Chevro let continu ed their line of produc ts.

Big Three
Today, the Truck and Coach Divisio n of Genera l Motors i s one
of the Big-Th ree manufa cturers in the field of heavy- duty and
medium -size trucks, along with Ford and Interna tional Harves tor.
The three control approx imately 75% of the large truck market
today.
Present ly, G.M.C . makes almost every type of truck imagin
able, ranging from the smalle st pick-up , camper s, and vans to the
giant tractor/ trail er units that haul loads across the country . In the
area of large trucks, the various G.M.C . lines offer trucks to fill the
require ments of nearly all channe ls of industr y and comme rce.

New Models
The latest entry to the G . M . C . truck line is the Genera l
conven tional. Introdu ced in 1977, this conven tional i s aimed at the
owner operato r market . It i s G.M. C.’s entry into the elite market of
luxury heavy duty trucks. The Genera l offers many luxurie s and
conven iences as standar d equipm ent and others as optiona l acces
sories. The welded aluminu m cab is offered in two B. B. C. , bumper s
to back of cab lengths , 108 inch regular , and 116 inch long.
G.M. C.’s Astro 95 is the company’s cab-ove r-engin e model.
Introdu ced approx imately eleven years ago, i t is a plush intersta te
hauler offered with a variety of appoint ments, includi ng high back
seats and wood grain wrap around instrum ent panel console s. Three
styles are availab le: a tandem axle, 86 inch cab; a single axle, 86 inch
cab; and single axle, 54 inch cab, withou t sleeper .
In 1977, a new Astro S.S. was added to the line. Like the
Genera l it was especia lly develop ed for the owner operato r. It
feature s a wide assortm ent of comfort and appeara nce items, and is
easily disting uished by its massiv e and bold new grille, somew hat
different from the standar d Astro 95 grille.
G. M. C. now offers a new Dragfo iler, an aerodyn amic mounti ng
for the cab roof of most G.M.C . heavy trucks. This device reduces
wind resistan ce and therefo re improv es fuel econom y. It was de
veloped in the G.M.C . labs and tested in wind tunnels and on the
highwa y before being introdu ced in the mid 1970’s. G . M . C. officials

134
 say it produces some rather dramatic results , more than 20% fuel
savings when used on a standard G.M.C . Astro.
G.M.C . employs more than 14,000 people directly in the
production and marketing of its heavy and medium trucks. A net
work of 2,700 sales and service outlets are maintained by G.M.C .
G.M.C. Model Trucks
Lesney /A.M.T .’s latest catalog lists a 1/25 scale plastic
G.M.C . Asto 95 cab-over and a G.M.C . conventional kit.
Monogram Models, Inc. offers a 1/32 scale Snap-Tite General
. conventional.
American Industrial Models, (A.I.M.) offers a G.M.C . 9500
series short hood unit, that can be adapted to any flat-faced cowl— a
school bus, armore d truck, delivery truck, etc.
The presen t G.M.C . offerings allow you to build many differ
ent version s for your collection.
The G.M.C . model trucks featured in this chapte r are built by
Tommy E. Hall, John Dovak, Jim Etter, Mark Savage, and me (Figs.
11-1 to 11-18).

- '-S-.

Fig. 1 1-1. Author’s A.M.T. 1/25-sca le G.M.C. Genera l. Note the tall K&S metal
tubing exhaust stacks and A.I.M. muffler heat sheilds. Colors are Dupli-Color
G.M. silver with the striping decals included in the kit. Chassis is is semi-glo ss
black, wheel hubs, red.

135
Fig. 11-2. Author’s A.M.T. 1/25-scale G . M . C . G e n e r a l w i t h t h e hood tilted to
reveal the Detroit Diesel engine. I added a Rudkin-Wiley Airshield w i n d deflector
instead of t h e G.M. Dragfoiler.

Fig. 11-3. R e a r v i e w of author’s G.M.C. General. Note coiled, color coded air
h o s e s , electrical connector, a n d white mud flaps with G . M . C . lettering, borrowed
from a n Astro kit.
<Y
4

Fig. 11-4. Author’s G.M.C. General hooked to a Fruehauf flat-bed trailer. The
load of “steel coils" is cash register detail tape p a i n t e d flat gray. Model Shipways
c h a i n ties the load down.

136
 1
1
J
>

Fig. 11-5. Author’s G.M.C. Astro 95 tractor. It is loaded with detailing. Front
wheels steer, engine h a s all t h e ’’plumbing,” and complete air lines to each air
brake c h a m b e r and to the trailer are included. Exhaust stacks are K&S metal
tubing with A.1.M. muffler heat shields on each muffler. Peterbilt round fuel tanks
replace the square tanks.

I
I
K
i.

JR? 1 ’
1 *
■i

5*

Fig. 11-6. Author’s G.M.C. Astro 95 hooked to a Wilson Livestock van trailer.
Colors are Tempo G.M. medium blue and white lacquer with gold striping
separating the blue and white. Wheels are gold with silver rims and red hubs.

137
 fcE • ' I

Fig. 11-7. Author 's G.M.C. Astro 9 5 and W i l s o n Livesto ck v a n . Note spare tire o n
front of the van with cable and small pulley to raise and lower the tire. R e a r trailer
door also raises and lowers v i a cable and pulley. Cable is heavy s e w i n g thread .
The load of hogs are Ertl S c a l e farm anima ls. I call this rig, ‘‘Pig-P en”!

Fig. 11-8. Author ’s M o n o g r a m 1/32-s cale Snap-Tite G . M . C . G e n e r a l tractor . I

added air hoses and adapte d Entex rubber tires instea d of the plastic wheels and
tires from the kit. Colors are G.M. Dupli-Color silver with red chassis. Gener al
trim stripes are includ ed in the kit. Note the owner operat or decal o n t h e air
cleaner.

Fig. 1 1-9. Author ’s 1/35-s cale 1965/6 6 G.M.C. wrecke r. A Motori ficcab unit was
adapte d to a Revell militar y truck chassi s. Thread cable and small c h a i n were
a d d e d to the wrecke r b o o m . Colors are burgun dy with b l a c k c h a s s i s and w h e e l s .

138
 i
• T z

F i g . 11-10. Tommy Hall’s G . M . C . "Crackerb ox" cab-over tractor. The “Cracker

b o x " or D H - 9 5 0 0 series was the predecess or of t h e present Astro 95 series.
Tommy scratch-bu ilt the cab u s i n g Plastruct sheet stock and Tester’s model
putty. T h e frame i s constructe d using the front half of a n Astro 95 frame and the
rear half of a Freightliner frame with a Hendricks on rear suspension. Fuel tanks
are taken from a Peterbilt kit a n d an Ertl kit supplied t h e "fifth wheel." Cab tilts,
d o o r s o p e n , a n d front wheels are steerable.

Fig. 11-11. Note the opening doors revealing the detailed interior of Tommy
Hall’s 1/25-scale G.M.C. "Crackerb ox" cab-over. Note t h e exhaust system and
air intake.

139
Fig. 11-12. Left s i d e v i e w of Tommy Hall’s G.M.C. “ C r a c k e r b o x . ” The fenders
were fabricate d using “Pete” conventional fenders. Note the “Pete” fuel tanks
and air h o s e s . Colors are b l u e and white with a black chassis, black w h e e l
s p o k e s , and silver rims. Tommy grew impatien t waiting for t h e m o d e l manufac
turers to produce kits of older truck models and decided to do it on h i s own. H e
states that he was surprised at how easy the “Cracke rbox” was to build. H e i s
now planning other scratch- built trucks.

Fig. 1 1-13. John Dovak's G.M.C. Astro 95 tri-axle dump truck with a 19Vz-foot
Fruehauf dump body. The front rear axle, or the “ p u s h e r - a x l e , ” is operable and
actually raises and lowers.

140
 *

Fig. 11-14. Right side view of John Dovak ’s G.M.C. Astro 95 tri-axl e dump truck.
5
T h e Astro frame was length ened 2 /b-inches to accom moda te t h e cut-do wn
Frueh auf ’ bath-tub” type dump b o d y . The rear fende rs are borrow ed from a n Ertl
c e m e n t mixer kit. This was m o d e l e d from an actual truck that hauls coal in
Weste rn Penns ylvani a and Ohio. Colors are Tempo h o n e y g o l d and ginger
metal lic lacque r.

5 -

Fig. 1 1 - 1 5 . James Etter, American Industrial Mode ls, custom-built Purola tor
Security Company armor ed car. Colors are Purola tor blue and white. Model was
built to the actual specs of the real vehicle. The hood/ fende r unit was custom
molded by M r . Etter (court esy Andre ws Photography Studio s).

141
Fig. 1 1 - 1 6 . M o n o g r a m 1/32-sc ale Snap-Tite G . M . C . G e n e r a l in stock form from
t h e kit box.

201

Fig. 11-17. Mark Savage’s A.M.T., G.M.C. Astro 95 and Peerless logging trailer.
The Astro frame was lengthened and Ertl wheels and suspension replaces the kit
suspension and wheels. The headache rack mounts were modified. Other
features are opening doors, steerable front wheels, carpeted floor, and kick
panels. The rear crossmembers and frame rails are modified and reinforced.
Colors are white and yellow with a flat black chassis.

142
 I

» •

Fig. 11-18. Close up of Mark Savage's logging rig. Note opened door revealing
the highly detailed interior. Note headache rack, spare tire, frame step, logger
reach with air hoses, and caddies.

143
 Chapter 1 2
Hayes

The Hayes Manufacturing Company LTD was esta blish ed in Van

couver, B. C. in 1922. It was the olde st and larg est Canadian man
ufacturer of heavy-duty motor truc ks. Hayes pioneered truck build
ing over the Wes t Coast fifty years ago. The y have built heavy duty
custom built truc ks to haul ever y conceivable type of product in
Canada.
Hayes has also contributed a long list of “firsts” in the log
trucking equipment field, most of which are now standard equip
men t on all makes of logging trucks. Hay es always considered their
leadership position in the building of heavy duty logging truc ks to be
a vital part of their futu re. This was a specialized field in which
Hayes long year s of experience and know how combined to keep
them a lead er.

Produced Variety off Equipment

Ove r the years Hayes also produced fire trucks, buses, rail
cars and a variety of industrial equipment for a basically local trade.
In 1971, the corporate name was changed to Hayes Trucks, L.T. D.
The current Hayes included the off-highway HDX serie s, first
introduced about 1950, and othe r H model conventional trucks used
in both highway and off-highway serv ice.
During 1969, Mack Truc ks, Inc. purchased a two thirds inte r
est in the Hayes Manufacturing Company, LTD. Late in 1970, a new
Clipper 100 cab-over-engine highway truck similar in design to
West Coast F seri es Macks was introduced. It featured a modified
145
Mack cab.finished to meet Hayes specifications . Hayes also offered
a 200 series conventional for on-highway hauling. It was the on-
highway version of the off-highway H.D.X. units especially fitted
for operating in the tough Canadian winter season.
After its connection with Mack, Hayes embarked on an aggres
sive expansion program which was to eventually see its trucks
distributed in most parts of Canada and some foreign countries as
well.
Mack’s agreement with Hayes was similar to the Brockway
agreement. Although Mack Trucks, Inc., Allentown, Pennsylvania ,
has acquired approximatel y 60 per cent of the Hayes stock, it was an
unique association. Hayes could receive advice and assistance when
requested, but it was never imposed upon them. Hayes was allowed
to remain a Canadian company designing and building products
which were destinctly Canadian. These products were offered for
sale in both the Canadian and world markets in competition with
Mack and other truck manufacturer s.
The Hayes product line was broadened and an enlarged
dealership was established across Canada and the United States,
including Alaska and Hawaii. Hayes also built a complete line of
logging trailers with 20 to 60-ton payload capacity. Another product
in the Hayes line was a custom built heavy duty oil field rig for
British Columbia and Alberta.
I have described the Hayes Chapter in the past tense, as Hayes
discontinued all production several years ago. Like Brockway,
Hayes i s no more. Many Hayes trucks are still in service and will be
for years.

Hayes Model Trucks

Hayes scale model trucks are rare but available from American
Industrial Models, A.I.M. offers the H.D.X. and W. H.D.X. series
in custom ready built form or as cab/hood units and other parts for
adapting to plastic kit chassis.
The plastic kit manufacturer s did not produce kits of Hayes
model trucks, which makes Hayes model trucks rare. American
Industrial Models, (A. I. M. ) offers the only Hayes model truck kit, a
Hayes W.H.D.X.-10 00 logger. They also offer a Hayes H.D.-400
cab/hood/fen der unit for adapting to plastic kit chassis. The H . D . -
400 adapts nicely to Ertl’s Paystar logger chassis. A.I.M. offers a
Hayes cab-over for adapting to a plastic kit chassis. All A.I.M. units
are cast in fiberglass.

146
 I do not have a Hayes in my collect ion at presen t. I did manage
to locate sevent een Hayes model trucks for this chapte r. They were
built by Frank Gortse ma, Mark Savage , and Jim Etter (Figs. 12-1 to
12-17).

Fig. 12-1. Frank Gortsema'sAJ.M. Hayes WHDX- 1000 logger. A.I.M. lent Frank
photos of an actual Hayes to use as a guide.
i

'■
• <

Fig. 12-2. Right-side view of Frank Gortsema’s Hayes logger. The right-side
hood panel is removable to reveal the 576 hp V - 1 6 Detroit Diesel. Note t h e
ladder arrangement and wood plank cab protector. Colors are Testers yellow
with black trim. The lettering on the cab door is letraset lettering.

147
F i g . 1 2-3. M a r k S a v a g e ' s Hayes HD-400 logger with a self-load logging trailer. It
i s b a s e d o n an A.I.M. cab/hood/fender unit adapted to a n Ertl Paystar 5000
l o g g e r chassis. The “headache" rack, water tank, winch, rear fenders, grille
g u a r d , and parts of the self-load logging trailer were scratch-built.

■ • -'•I

Fig. 12-4. Right side view of Mark Savage’s Hayes logger. Wheels are borrowed
from a Paystar logger. Note exhaust stack, logger winch cable, and Plastruct
m a n figure. Colors are red, white, and yellow. This was Mark’s first attempt at
converting an A.I.M. cab unit to a kit chassis.

148
Fig. 12-5. M a r k Savage’ s Hayes logger with a load of logs. The logs are small
tree branche s h e l d in place with M o d e l Shipway s chain.

Fig. 12-6. Front view of Mark Savage’s Hayes logger. Note the b u m p e r and
brush-gu ard. Model is mounted on a baseboa rd.

iI ■

Fig. 1 2-7. Right-side view of Mark Savage's Hayes logger complete with a load of
logs and two plastruct man figures.

149
 1

Fig. 1 2-8. Left-side view of M a r k Savage’s Hayes logger. N o t e t h e water t a n k and

cab protector.

Fig. 12-9. Rear view of Mark Savage’s Hayes H D - 4 0 0 and self-loading logging
trailer. The trailer is empty. This is a s u p e r b model!

Fig. 12-10. James Etter, American Industrial Models, custom built Hayes HDX-
1000 logger. Note the dual exhausts, both on the right side. This is o n e of the
many Hayes models built by Jim for the former Hayes Manufacturing Company
(courtesy Andrews Photography Studios).

150
Fig. 12-11 . Anoth er Etter built Hayes H D X - 1 0 0 0 logger compl ete with load of
logs, built for the former Hayes Manufacturing Company (court esy Andre ws
Photo graph y Studio s).

I vf
ft
i
I*
1

Fig. 1 2-1 2. James Etter custom built W H D X - 1 000 logger. I t is a extra heavy-duty
custom export series complete with load of logs (courtesy Andre ws Photography
Studios).

■■ ■

Fig. 12-13. Mark Savage’s Hayes Clipper-100 Canadian grain hauling rig. The
A.I.M. Hayes cab is adapted to an Ertl I.H. Eagle chassis. The wheels and
suspension are Ertl. The truck body and trailer are modified A.M.T. 27-foo t
Trailmobile van kits. The tarp is cut from cloth and held in place with elastic
thread.

151
Fig. 1 2-1 4. Mark Savage’ s Hayes Clipper- 100 front view of truck and rear view of
trailer. Note M a r k ’ s s u p e r b detailing . Colors are g r e e n , white, and silver.

Fig. 12-15. Another Jim Etter, custom built Hayes W H D X - 1 0 0 0 logger, built for
the former Hayes Manufac turing Company.

Fig. 12-16. Jim Etter A.I.M. custom built Hayes HD-400 logger. This model was
built for a Hayes custome r (courtesy Andrews Photography Studios).

152
Fig. 12-17. Another Jim Etter A.LM. custom built HDX-1000 logger complete with
a load of logs (courtesy Andrews Photography Studios).

153
 Clhiapteir 1 3
International

Cyrus Hall McCormick was the son of a Virginia farmer who failed in
his efforts to invent a grain-cutting machine. Young Cyrus took up
where his father left off and, in 1831, at the age of 22 built and
successfully tested the first reaper. The invention won him an
honored niche in agricultural history. McCormick patented his
invention and opened a Chicago factory in 1847. His business grew
in the United States and went international in 1851, when McCor
mick introduced the reaper to England. The McCormick Harvesting
Machine Company ultimately became one of the nation’s leading
suppliers of farm equipment.
In 1902, 18 years after McCormick’s death, the firm merged
with its competitor Deering Harvester, and three smaller manufac
turers to form the International Harvester Company. Its goal was to
provide the machinery needed by farmers, not only in the United
States, but throughout the civilized world.
Cyrus H. McCormick, Jr. , son of the inventor, was elected the
company’s first president. International Harvester launched into
the production of a large assortment of farm equipment. The rest of
the story is history. Today, the company is world famous and has
total sales in excess of $5 billion a year.

From Reapers to Trucks

As early as 1898, E.A. Johnston of the McCormick firm’s
engineering department had installed a gas engine in a wagon type
155
chassis . He drove the vehicle betwee n his home and the factory for
severa l months . Johnsto n continu ed to improv e his crude car. By
1905, he had comple ted an Auto Buggy at I.H.C. ’s Rock Falls,
Illinois plant. It was design ed to look as much as possib le like the
traditio nal horse drawn vehicle it was named after. I t was powere d
by a two-cy linder air cooled engine . It produc ed enough power for a
farmer to haul modera te loads of produc e to market . On Sunday he
could use the vehicle to take his family to church .
In the spring of 1907, L H . put 100 of these Auto Buggie s into
produc tion in Chicag o. An Auto Wagon with a little more load
capacit y was introdu ced. Both vehicle s caught on and the compa ny
develo ped an assemb ly line at its Akron Plant to manufa cture them
in quantit y.
E . A . Johnst on’s drawin g board produc ed I . H . C . roadste rs and
touring cars in 1908. A decisio n was made to add them to the L H .
line. In 1910 and 1911, approx imately 1,500 passen ger autos were
produc ed before the compan y abando ned the idea in order to con
centrat e entirel y on trucks. L H . felt that trucks were more in
keepin g with its policy of helping the farmer with his transpo rtation
proble ms.
The origina l Auto Buggie s and Auto Wagon s had purpos ely
been made with high, narrow wheels . I.H. believe d that this design
was more practic al on the existin g muddy , deep-r utted rural roads.
The roads were improv ed and compa ny engine ers reduce d the
diamet er of the wheels , and I . H . trucks took on the appear ance of
the conven tional ones then on the market .

First to Pike’s Peak

The 1915 model feature d a unique snub-n osed hood which set it
apart from most of its compe titors. Only the Kelly-S pringfi eld truck
of that era was simila r. The new type I . H . truck proved its
capabi lities on June 14, 1916, when it became the first truck to scale
Pike’s Peak. The timing was perfect as the U.S. Army was starting
to place orders for more and more trucks.
World War I started and the warring nations of Europe were
placing orders for more and more American vehicle s. I . H . joined the
challen ging produc tion effort and deliver ed thousa nds of trucks for
war service . Most compa nies were nervou sly looking for buyers in
the post war period. I . H . was busy with new ideas to improv e their
trucks. A pneum atic-tir ed ‘‘speed -truck” was introdu ced and the
compa ny forged ahead. By 1925, the compa ny proudl y stated that it

156
was the nations largest manufact urer of a complete line of commer
cial vehicles.
In the 1950’s Internatio nal became the first company to mass
produce a cab-over- engine heavy duty diesel truck. Internatio nal
now produces 80,000 medium and heavy duty trucks each year in
seven principal lines and is the largest manufact urer of heavy duty
trucks. Internatio nal manufact urers its own diesel and gasoline
engines and many of its own transmiss ions and axles.
The Transtar line offered in both cab-over- engine and conven
tional models are long-dista nce heavy weights. They are some of
the most respected trucks on the road today. Transtar trucks offer
the modem convenie nces, power, and engineeri ng that are required
for long high-spee d hauls. The Transtar II Eagle was develope d
especiall y for owner operators and offers an almost endless array of
optional accessori es.
International’s latest new introduct ion is the S series. This
new series could be called a true all purpose truck. International
claims there are 61 different occupatio ns where S series trucks have
definite applicatio n. This new innovativ e line of trucks can accom
modate a variety of bodies from vans to ready mix units, tankers,
and dumps. It offers a comfortab le and functiona l conventio nal cab
with numerous options available .
Cargostar is another offering in the cab-over- engine line. It is
geared for medium to heavy jobs, in city, or inter-city service. The
line can be tailored to over-the- road hauling, refuse disposal,
flatbed and many more functions . It i s available with either gasoline
or diesel power.
The Paystar is another extremely versatile member of the I. H.
family. It is ideal for construct ion units, such as dump and ready mix
trucks. This rugged conventio nal can provide the power and trac
tion necessary on construct ion sites and in oil field work.
The Fleetstar, is a vehicle suited to construct ion work as well
as other type of hauling jobs. This low-cost truck is as much at home
in the field as it is on a city street or highway.
I. H.’s Loadstar is especiall y designed for a variety of city
hauling jobs and refuse disposal. The new C.O.F.-5 370 is a low
front entry model and is designed to accommo date front loading
refuse bodies. It is engineere d to serve both private and public
hauling needs in urban areas.
International trucks are sold and serviced throughou t the
world. To produce the large number of trucks I.H. maintains three
plants located at Fort Wayne, Indiana, Springfield, Ohio, and

157
Cha tham , Ont ario . I had the plea sure of tour ing the For t Wa yne ,
Ind iana plan t on Feb ruar y 2nd . and 3 r d . , 1975. My good frie nd, R.C .
Mo ulin form er Pro duc t Info rma tion Sup ervi sor, (no w reti red ) con
duc ted the tou r. Cyr us McC orm ick wou ld hav e bee n plea sed with
the com pan ies pro gres s.

International Model Trucks

In 1972, the Ertl Com pan y intr odu ced the very firs t Inte rna
tion al eve r to be pro duc ed in a mod el kit. It was the Tra nsta r
C.O .-40 70- A. Soo n to foll ow was the Inte rna tion al Tra nsta r
F-4270. The C.O .-40 70- A has bee n dro ppe d from the Ertl line and
rep lace d by the International II cab -ov er. Ertl now offe rs elev en
diff eren t Inte rna tional 1/2 5-sc ale plas tic truc k mod el kits , Tra nsta r,
Pay star and the new S-series.
Rec entl y, Am eric an Ind ustr ial Mo del s (A. I.M .) rele ase d an
Inte rna tion al F l e e t s t a r 207 0-A cab /ho od/ fen der uni t c a s t in
fiberglass. I t can b e ada pted to any plas tic kit cha ssis . It’s a natu ral
to ada pt to ErtT s I . H . Tra nsta r F-4270 cha ssis .
The 29 Inte rnat iona l mod el truc ks feat ured in this cha pter are
buil t by Dic k Men osk y, Stan Sny der, Mark Sav age , Jim Ette r, Dic k
Hat ch and me (Fig s. 13-1 to 13-29).

(■s

A.I.M. cab/hood
Fig. 13-1 . Auth or’s Inte rnat iona l Flee tsta r F-20 70-A trac tor. The
sis. W h e e l s , tires,
unit i s adap ted to an Ertl Inte rnat iona l Tran star F-4270 chas
also.
susp ensi on, and “fifth -whe el" are from the F-4270 chas sis

158
Fig. 13-2. Author’s International Fleetstar F-2070-A hooke d to a Tester 's milk
trailer. Note K&S metal tubing exhaus t stack and A.I.M. Muffle r heat shield. Other
feature s are air conditioner and C B antennas. Bumper is made from Plastruct
channel. Colors are Dupli-Color G.M. white over yellow with a red stripe separat
ing the colors. Wheels are white with silver rims. Tanker color is J.C. Penney
chrom e-silve r with black chassi s. Note Borden logo and "Elsie the Cow” decal.

13-3. Author’s Ertl International Transtar Eagle 4300 conventional. It features

K&S metal dual exhaust stacks with A.I.M. muffler heat shields. Sleeper vents
and cab sun visar are “chromed’’ with Bare-Metal foil. Colors are Dupli-Color
G.M. white over yellow. The trailer is Ertl’s Great Dane flatbed loaded with three
"coils of steel." Coils are Plastruct sheet stock rolled into coils. Trailer is red and
steel-c oils are flat gray.

Fig. 13-4. Author’s Ertl International Transtar CO-4070-A hooked to a scale

40-foo t grain trailer. An A.M.T. beade d panel van was cut-down and modified
into a grain trailer. The tarp is gray cloth sewn and held in place with elastic
thread.
159
 I
11

Fig. 1 3-5. Author’s Ertl International Transtar C. 0.-4700 cab-over. Extras are air
h o s e s , dual K&S metal exhaust, and muffler heat shields. Colors are Tempo
G . M . copper with white striping tape design. Wheels are white with silver rims.

Fig. 1 3-6. Author's Ertl International T ranstar II Eagle cab-over tractor. Extras are
air hoses, C B antennas and metal tubing exhaust stack. Colors are Dupli-Color
G.M. burgundy and white with red stripes separating the colors. Front wheels are
steerable.

160
Fig. 13-7. Left view of author’s I.H. Transtar II Eagle cab-over tractor.

* -x. — .
*

-e,

Fig. 13-8. Author’s I.H. Transtar II Eagle cab-over hooked to an Ertl Great Dane
reefer van trailer. Trailer colors are white and silver with a red and blue stripe near
the bottom along each side. Front of trailer and rear doors are chrome.

161
i

Fig. 13-9. Author’s Ertl International Pay star 500 tri-axle dump truck. The dump
r was inst alle d on t h e fron t
bod y was leng the ned % of an inch. Pla stru ct l a d d e
o n the rea r. The fron t rear
left side of the bod y along with tail gate spre ade r chains
i a s m a l l n u t s a n d bolt s and
axle or the “pu she r-ax le" actu ally r a i s e s a n d low ers v
er dump bod y.
springs. Colors are dark met allic gre en and whi te with a silv
W h e e l s are whi te with silv er rims.

Fig. 13-10. Author’s International Paystar 5000 logger. Bunk cables, lifting sling,
kit. Col ors are Krylon I.H.
and air hoses are added feat ures not included in the
orange, black chassis and white whe els.

162
Fig. 13-11. Author’s Ertl International Paystar 5000 logger with a load of logs.
Logs are cut from small tree limbs and held in place with Model Shipways chain
and working turnbuckles.
-
n

<2 ’
$

■’
■
I!!!!!!!!!!! 1
;»l-W

Fig. 13-12. Author’s Ertl International Transtar F-4270 Interstate System tractor.
The wheelbase was shortened and fuel tanks were changed. Colors are In
terstate orange with a black chassis.
163
 tlltH
Fig. 13-13. Auth or’s Ertl International Tran star F-4270 Inter state Syst em tract or
oran ge rear
and trailer. The trailer is an A.M.T. 40-foot van pain ted whit e with
door s. The black tape trim is Inter state ’s latest desi gn.

Fig. 13-14. Author's Ertl International Transtar F-4270 with a Merc ury sleeper
exhaust
box. The sleepea box is borro wed from an A.M.T. kit. Metal tubing
stack s and air hoses are added featu res.

164
 a

Fig. 13-15. Author’s I.H. F-4270 hooked to a semi-scr atch-bui lt Fruehauf flatbed
trailer. The trailer was cut-dow n and modified from an A.M.T. van trailer kit. The
load of "steel coils” are coiled Piastruc t sheet stock. Colors are Tempo dark blue
metallic a n d white with black chassis and red trim.and a silver sleeper box for the
tractor. Trailer colors are Tester’s red with silver w h e e l rims.

Fig. 13-16. Author’s International M-series tri-axle dump truck in 1/35-scale. The
Motorific I.H. cab was adapted to a Revell military truck chassis. Dump body is
scratch-built using wood and sheet plastic. Hoist is constructed from metal tubing
and actually raises and lowers the dump body. Colors are medium metallic blue
and black for the chassis, silver for t h e dump body, and black wheels with silver
rims.

165
Fig. 13-17. Dick Men osky ’s Ertl International Tran star II Eagle cab- over . Chassis
was shor tene d ¥2 i n c h . The scratch-built air defle ctor is made from thin pape r
r metallic and
board. Colo rs are Tem po G.M. gold metallic and Tempo Ford ginge
white. Interior color is flat tan.

I
• -*

Ertl International Transtar CO-4070-A cab-over.

Fig. 13-18. Dick Menosky’s
Chassis is shortened ¥2 inch. Chassis colors are red with flat black. Interior is
Pact ra chromate g r e e n ; engine color is Test er’s red.

166
 I

Fig. 13-19. Dick Menosky’s Ertl International Transtar CO-4070-A non-sleeper

cab-over. The cab and chassis were cut down and shortened to form a non
sleeper model. Coiled air hoses are included from the tractor to the trailer.
Chassis colors are Tempo Ford white and black. Wheel rims are Tester’s gray,
interior is black and engine is Tester's red.

Fig. 13-20. Stan Snyder’s Ertl International Transtar F-4270 hooked to an Ertl
Great Dane extendable flatbed trailer. Stan added a Kenworth sleeper box and a
scratch-built "drag-toiler” air detecto r.

167
 Inter natio nal
Fig. 13-2 1. J a m e s Etter , Ame rican Industrial Models, cust om built
Flee tstar F-2070-A and expandable Frue hauf flatb ed traile r. T h e load i s 50-fo ot
scal e c e m e n t roof tees (cou rtesy Andr ews Phot ogra phy Stud ios).

Fig. 13-22. Mark Sava ge’s International Paystar 5000 oil field truck base d on an
e extra s are
Ertl Pays tar 5000 kit. I t is base d on Wes t Coas t oil field spec s. Som
l.
long fram e, tarp, step s o n the frame, wate r tank , spare tire and shove

I
t
if

$
I

Fig. 13-23. Mark Sava ge’s International Transtar 4300 logg er, base d o n Ertl's
ied at the
4300 and A.M.T.’s log trailer kits. The frame was extended and modif
featu res
rear. Five-hole disc whe els are o n both the truck and traile r. The trailer
added to the
stake cables m a d e from wire. Scre enin g and licen se plate s are
chassis and
. l e a d a c h e ” rack. Cab colo rs are glos s white with a Test er's oran ge
trailer.

168
 ■ -. ---
••h.
. - K . . ■
sari
.../5 *- 'J
V '*

0
huu"'

* I r*

Fig. 13-24. Mark Savage's Ertl Paystar 5000 milk tank trailer. The third axle and
rear suspension are borrowed from a I.H. cab-over kit. Front wheels are from a
Chevy Titan kit, Dual exhausts and CB antennas are featured along with logo
made from Auto World lettering. Colors are navy blue with white striping. The
Tester’s milk tanker body is Pactra chrome silver.

,'R\

Fig. 13-25. Ertl's International S series F-2674 tractor. Color is brown with r~d
trim.
169
 nt
Fig. 13-26 . D i c k Hatch’s custo m built replic a of an Intern ation al oil field ceme
a
ing rig. The lower secti on of t h e cab is scrat ch-bu ilt. Top cab secti on i s
custo mize d Trans tar cab moun ted in a set-fo rward posit ion o n a reinfo rced
seve re servi ce chas sis with a long wheelbase. Dick’s model was inspi red by a full
oil
color rende ring or illust ration of a S H C O F - 5 4 7 0 oil field chas sis/ca b with full
w e l l c e m e n t i n g e q u i p m e n t . Purp ose of the illust ration was to show Bryon
Jacks on Comp any, maker and u s e r of the pump ers a n d e q u i p m e n t , what their
ign
set-u p w o u l d look like o n I .H.’s n e w chas sis. D i c k i s empl oyed i n the I.H. d e s
cente r at Fort Wayn e, Indiana (cour tesy Bob Rosk uski) .

Fig. 13-27. Rear side view of Dick Hatch’s I.H. oil field cementing rig. The chasis
featu res a cement tank made from a Hershey cocoa can with two engines driving
two high pressure pumps. The twin pumps were made from two inline engine
in
blocks laid on their sides with dry-mark bottle caps and clothing snaps glued
the appropriate places to resemble the real thing. The control station at the rear
with operator’s seat, plumbing, instrument cabinet, oversize radia tors for the
auxiliary engines, and custom-made fende rs are scratch-built. Colors are light
gray for the tank/cab and lower skirt and m e d i u m blue- gray for the chassis, cab,
tank trim and engine. All stack s and t h e twin B.J. pumps are silver . Whee ls and
letter ing are white . Truly a rema rkabl e model (cour tesy B o b Rosk uski) .

170
 ■i

. A

Fig. 13-28. Dick Hatch’s International CO-4070-A Transtar non-sle eper based
on United Parcel Service specs. Construction changes include cutting down the
cab to a 52 inch BBC. The frame was also shortened. Colors are d e e p brown for
the cab and most of the trim including the grille and bumper. Wheels and chassis
are black. The wheels also feature the usual UPS silver rims. UPS graphics
include pressure transfe r letters coated with translucent water color to appear
gold. Dick adds that UPS has not been known to use Transta rs (courtesy Bob
Roskuski).
*
wt

Fig. 13-29. For comparison left to right Dick Hatch’s Byron Jackson Company
International COF-5470 oil field cementing truck and United Parcel Service
International CO-4070-A non-sleeper tractor (courtesy Bob Roskuski).
 Chapter 14
Kenworth

In 1915, Gerlinger Manufacturing Company was established in

Portland, Oregon. In 1917, the company changed it’s name to
Gersix and moved from Portland to Tacoma to Seatt le. Then in 1923
the names of the two major Gersix stockholders, H.W. Kent and
E.K. Worthington, were combined to form the name Kenworth.
Articles of incorporation were filed with the Secre tary of State in
Olympia, Washington for the Kenworth Motor Truck Corporation.
Since this time Kenworth has continuously met or exceeded the
demands of the trucking industry through creative engineering,
exhaustive testing, and rigid quality control.
The use of the horse and wagon was still difficult to overcome
in the early 1920’s. Kenworth deale rs had to literally combine
salesmanship and horse trading to do buisness. When a truck was
sold, it was often on the basis of taking a team of horses, plus
harness, as a down payment. Quite often the cost of feeding and
keeping the down payment amounted to more than the trade-in
allowance.
Kenworth continued to grow and prosp er in spite of these early
business hazards. There were two other truck manufacturers in
Seatt le during this period, Vulcan and H.R.L. Both of these com
panies dropped out of busin ess and Kenworth bought up such parts
and patte rns from the two companies as the limited finances of the
company would allow.
H.W. Kent was elected president of the company in 1929.
Under his guidance Kenworth experienced a succession of moves to
173
new and larger plants. Kent served until his death in 1937, at which
time P.S. Johnson, former president of Boeing Airplane Company
became president of the company.
During World War II, Kenworth produced military vehicles,
the M-l and M-1A1 wreckers and bomber nose assemblies, for the
government. At this time, the company moved its commercial
production facilities to Yakima, Washington, 150 miles east of
Seattle. Upon the death of Johnson in 1944, Kenworth became a
subsidiary of Pacific Car and Foundry Company, with Paul Pigott as
president.
The company moved to its present plant in Seattle in 1940. The
plant i s a modem, well tooled, efficiently equipped production
facility, ideally suited to Kenworth’s system of precision manufac
turing and custom tailoring each truck to the customer’s specifica
tion and service. The main plant, in South Seattle i s situated on a 24
acre site, with 294,780 square feet of floor space under cover.

Many Firsts
Since 1945, the company has experienced its greatest growth,
market expansion and development. Altertness to new ideas, com
bined with creative engineering, exhaustive testing, and rigid con
trol have resulted in an imposing list of firsts. Among many to which
Kenworth can point with pride are:
• The first six-cylinder gasoline engine factory installations.
• The first gas turbine powered truck in scheduled freight
service.
• The first factory installed aluminum diesel engine in a
motor truck.
• The first extruded aluminum frame.
• The first cab, beside engine highway transport tractor.
• The first threaded spring pins and bushings in a truck.
• The first dual-drive torsion bar spring bogie.
• The first sleeper with an aerodynamic roofline that acts
a s a fuel saving wind deflector.
Over the years, Kenworth has turned this spirit of pioneering,
this agressive “can do” approach to the development of new ideas.
Early in 1972, they announced that they had developed two new
models to better meet the needs of the construction industry. These
new models are the Brute and the C-500 series trucks.
Kenworth has aimed exclusively at that market encompassing
trucks in the heavy duty classifications. Included are the maximum

174
size trucks permitted by state laws, and the off-highway classifica
tions for the logging, mining, oil field, and construction industries.
Trucks have been manufactured for these industries to transport the
heaviest off-highway loads, with gross combination weights above
400,000 pounds with multiple combinations to 1,200,000 pounds.
These are typical of the special problems solved by Kenworth
engineers for its customers.
Kenworth also is involved with the manufacturing of light
weight trucks that are engineered for stamina and long life. Ken
worth has contributed much to weight reduction and to the design
and development of light-weight components. Some of these items
are, patented dual-drive torsion bar and air suspension systems
(developed in 1944 and 1960 respectively), forged aluminum hubs
and the use of aluminum, fiberglass and other light metals and
materials.
Kenworth has expanded its market eastward. This has
brought Kenworth’s products, services, progressive thinking, en
gineering and custom building facilities to mid western and eastern
truckers.
Kenworth’s current line of trucks includes the luxurious cab-
over-engine Aerodyne, designed for over-the-road line hauls. It’s
aerodynamic roof houses a six foot nine inch sleeper. Its companion
is the VIT, a luxury conventional, with a walk-in sleeper. Also
offered is the standard cab-over with a double bed. The Brute and
C-500 series are especially designed for construction, logging,
mining, etc. The Kenworth 548 is a rugged 50-ton dump truck, a
tower of strength and durability.
The W-900 is a very popular over the road conventional, a
versatile tractor that can be customized for many different hauling
jobs.
Kenworth offers glider-kits for rebuilding wrecked or outdated
• • frame
trucks. Glider kits_ normally include a new cab and front axle,
and accessories. The buyer provides the engine, transmission, rear
axle, and suspension system. Presto, a like new truck at a much
lower cost than a factory built model.
Kenworth trucks are fully equipped and offer a large variey of
standard features and options. These include refrigerators, air
conditioners, color television, and plush interiors with walnut
dashboards. Other features are deluxe air ride seats, deep pile
nylon carpeting, double beds — or bunk beds on some models — wall
and ceiling tufted upholstery, stereo system, and other comforts of
home.
175
 Kenworth 's diversified heavy duty trucks roll off productio n
lines in Seattle, Washingto n; Kansas City, Missouri; Chillocoth e,
Ohio; Vancouve r, British Columbia; Montreal, Quebec; Mexacali,
Mexico, and Victoria, Australia. Kenworth maintains a strong ag
gressive distribution organizati on throughou t t h e United States,
Canada, Mexico and in many other countries throughou t t h e world.
A competen t field service group operates in cooperati on with this
widesprea d network of Kenworth distributors.

Kenworth Model Trucks

A . M . T . had offered both a Kenworth conventional and cab-

over for a number of years. Lesney/A .M.T. lists one Kenworth
cab-over and four versions of the conventio nal s , including Tyrone
Malone’s V-13 Super Boss billed a s the world’s fastest diesel truck.
The 2 7 Kenworth model trucks featured in this chapter are
built by Tom Manning, Jeff Roberts, Tommy Hall, Darrell Whitney,
R. Dennis Fleming, Jim Etter, Mark Savage, and me (Figs. 14-1 to
14-27).

I
I

Fig. 14-1 Author’s A.M.T. Kenworth cab-over pulling an A.M.T. Fruehauf reefer
van trailer. Model is loaded with super-detailing, air hoses, updated cab grab
handles, C B antennas, steerable front w h e e l s , A.I.M. fine mesh screen in the
grille, K&S metal tubing "tall" exhaust stacks, a n d A.I.M. Muffler heat shields.

176
 I

i I

Fig. 14-2. Another view of author’s Kenworth cab-over. All necessary lines and
hoses have been added to the reefer unit. Colors are Tempo G.M. dark metallic
blue over Tempo G M white with gold striping separating the colors. Chassis and
running gear are both dark metallic blue. Interior colors are flat brown for the dash
and K.W. “splendor” interior design i n red and white. Trailer color is silver with
blue wheels and silver rims. Reefer unit is dark metallic blue, tractor wheels
chrome with blue hubs.

* ?;&■- ■

Fig. 14-3. Author’s custom built (for Gary L. Reynolds) Kenworth cab-over and
Fruehauf flatbed trailer. Features are steerable wheels, air lines to all wheels,
fuel lines and other engine plumbing. The "headache" rack is custom built and
can b e removed. “Tall" K&S metal tubing exhaust stacks and A.I.M. muffler heat
shields add detail to the exhaust system. All lights (total 20, 10 on tractor and 1 0
on the trailer) light using small bulbs and batteries. Four pen-lite batteries are
concealed under the load and in the front of the trailer.

177
Fig . 1 4-4. Author's custom built Kenworth cab-over showing the trailer load. Load
of l u m b e r i s cut from b a l s a wood and tied-down with M o d e l Shipway’s c h a i n and
working turnbuckles. The trailer is semi-scratch-built from a cut-down and mod
ified A.M.T. van trailer. Colors are Tempo G.M. light blue, o v e r T e m p o G.M. white
separated with a g o l d stripe. Chassis and running g e a r are Tester’s bright red.
Interior i s K.W.’s red a n d w h i t e “splendor” d e s i g n . Tractor a n d trailer w h e e l s are
chrome with red hubs. Trailer is Tester’s bright r e d .

Fig. 14-5. Author’s Kenworth cab-over with "drom" box b e h i n d the cab. The
chassis was lengthened to accomodate the drom box. A fifth wheel was installed
to allow a trailer hook-up. The trailer is an A.M.T. Fruehauf beaded panel van.
Drom box was made from an A.M.T. Ford Short-Hauler body. Cab colors are
Tester's green with white trim, dark red for the chassis and running gear with red
wheels and silver rims. D r o m box a n d trailer are silver.

178
 I•
t u
<' a
i*

Fig. 14-6. Author’s A.M.T. Kenworth W-925 conventional pulling an Ertl extend
a b l e Great Dane flatbed trailer. Load of " p i p e ” is various sizes of Plastruct tubing
h e l d i n place with small c h a i n and springs. Tractor h a s steerable wheels, air
h o s e s , and K&S metal tubing exhaust stacks. Tractor is m e d i u m metallic green
with white "color splash". Colors are separated with gold stripes. Rear tractor
wheels are white and t h e front are polished aluminum. The two "working m e n "
figures are Plastruct figures.

< ■■

I
I ®

Fig. 14-7. Author’s green and white A.M.T. Kenworth W-925 pulling a Fruehauf
grain trailer. The trailer is a cut-down and modified van trailer. The tarp is cut from
gray cloth and laced in place with elastic thread.

179
 —

Fig. 14-8. Tom Manning’s A.M.T. Kenworth cab-over pulling a scratch-built

compressed gas tanker. T h e entire trailer except for the s u s p e n s i o n and wheels
is scratch-built. Colors are yellow and white with red trim, chrome w h e e l s and red
hubs (courtesy Rusty Manning).

Fig. 1 4-9. Jeff Robert’s Kenworth Aerodyne-1 08. The scratch-built Aerodyne cab
with VIT interior is based on an A.M.T. Kenworth cab-over model kit. The frame
was lengthened to a scale 21 0 i n c h wheelbase. Engine is a Cummins NTTA-400
tandem turbine, aftercooled. Other features are Kenworth gull-wing bumper with
running lights, quad air horns. CB antennas, custom taillight assembly, and white
front and rear mud flaps. Colors are light blue for the cab and chassis with a dark
b l u e stripe d e s i g n (courtesy Mark Penny).

180
Fig. 14-10. Rear view of Jeff Robert's K.W. Aerodyne-108. Note chrome plated
rear fenders and the “Truck-Mate” chrome plates on the rear mudflaps. Cab is
tilted to reveal the engine. The CB "handle" for Jeff’s K.W. is "Kool Blue". Jeff
credits John Walsh, a Kenworth salesman, for help and encouragement in
making this model authentic (courtesy Mark Penny).

Fig. 14-11. Tommy Hall’s Kenworth V.l.T. cab-over based on an A.M.T. Ken
worth cab-over kit. The scale 108-inch BBC cab sits on a 190-inch wheelbase.
The door on the driver’s side opens. The interior has a fuzz yellow blanket on the
bunk and two air ride seats. Tires are 1 1 .00-22 and the rear suspension comes
from a White-Freightlin kit. The engine is a Detroit Diesel 12V-71 and was made
by cutting the proper number of cylinders from two V-8’s and splicing them
together. The truck has the new-style pull-type door handles taken from an Ertl
kit. Other items are dual air cleaners and dual intake pipes made from flexible
soda straws painted silver. Colors are black and white with gold stripes separat
ing the colors. The frame is black and the wheels are chrome.

181
 FWI

Fig. 1 4 - 1 2 . Tommy Hall’s Kenworth Aerodyne 1 0 8 - i n c h BBC cab-over. Two

A.M.T. Kenworth kits form the basic cab. Plastruct was used to produce the
distinctive Aerodyne roof. The interior was constructed using the kit interior along
with Plastruct to produce t h e double deck bunks. O t h e r interior features are,
stereo, clothes cabinet, and a s m a l l ice box. High-back bucket seats were
borrowed from an Ertl I.H. Transtar conventional. The wheelbase is a scale 185
i n c h e s . Front w h e e l s are steerable. R e a r s u s p e n s i o n i s from a “ P e t e ” cab-over
kit, with Ertl w h e e l s . Tires are 1 0 . 0 0 x 20’s. Color i s T estor’s sapphire b l u e for the
cab and chassis.

> . . - • •-

Fig. 14-13. Tommy Hall’s " M o v i n O n " A.M.T. Kenworth’s conventional with
d o u b l e sleeper. T h e wheelbase is a scale 220 i n c h e s , with a 305-inch scale
overall length. An Ertl front axle provides the steerable front wheels. New style
K.W. pull-type door handles were added. Power is a 370 Cummins hooked to a
1 3-speed R o a d - R a n g e r transmission. Colors are dark metallic green with metal
lic g o l d panels separated with a white stripe.

182
 - ’J-?*
I.'
li

Fig. 14-14. Darrell G. Whitney’s Kenworth VIT cab-over. Two A.M.T. cab-over
kits were u s e d to produce the 108-inch cab necessary for the double sleeper.
The frame was lengthened to accommodate the larger cab. Changes were made
to the exhaust stacks, air intake stack, and fuel tanks. Front wheels are stock
from the kit a n d t h e rear wheels were borrowed from an A.M.T. Trailmobile van
kit. Colors are yellow with a green stripe around the front and a orange stripe over
t h e top. Exhaust mountings are orange, air pipe is yellow and the frame is red.
The engine is blue, air cleaner is orange, and the mud flaps yellow, orange and
black. The interior is yellow with orange upholstery.

Fig. 14-15. Close u p view of R . Dennis Fleming's Kenworth W-925 Sander

Train’’ showing “service room’’, engine and other details.

183
 >9 *•>.

184
■'.'if .

’V'J /
4.3* '

5 -

■ 'V®

IM*

Fig. 14-16. R. Dennis Fleming's A.M.T. Kenworth W-925 “Sander Train". The nine cubic yard single spinner sander body and “pup-trailer ” sander
are completely scratch-built from plastic, aluminum, brass, and other materials. The sleeper box was modified to serve as a “service room”. The
service platform behind the service room is scratch-built. The kit frame was lengthened forty millimeters and the steerable front axle is scratch-built.
Colors are blue and yellow with black lettering.
 J
Al
CM

Fig. 14-17. R. Dennis Fleming’s Kenworth W-925 with a standard profile

light-cubic-yard single spinner sander body. The steerable front axle is scratch-
built. The seavice platform and sander body are scratch-built from plastic,
aluminum, brass, and other materials. Colors are orange for the cab/fender unit
with yellow hooper.

Oil#

Fig. 14-18. Rear view of R.D. Fleming’s Kenworth W-925 sander truck based
on an A.M.T. KW-W-925 kit. Note hopper screen cover and other details.
185
Fig.14-19. R . Dennis F l e m i n g ’ s Kenworth W-925 snow plow with s a n d e r body.
Featur es are scratch -built steerab le front axle, highly detaile d operable snow
plow, parts room, and inspec tion platform. The s a n d e r body is scratch -built from
plastic, aluminum, brass, and other materials. Colors are light blue with white
s a n d e r body.

Fig. 1 4 - 2 0 . R e a r v i e w of R . D . Fleming’s Kenwo rth W-925 snow plow/s ander

truck. Note ladder s a n d other superb details .

Fig. 14-21. James Etter, American Industrial Models, custom-built Kenworth

W-925 tractor pulling a Fruehauf 28-foot dump trailer. Jim built the model for a
custom er.

186
Fig. 14-22. James Etter, American Industrial Models, custom-built Kenworth
W-925 tractor pulling a Fruehauf brick trailer equipped with a Dico brick unloader
and load of bricks. Model was custom built for a brick company (courtesy
Andrews Photography Studios).

Fig. 1 4-23. Mark Savage’s Kenworth W-925 "Pennsylvania" type tri-axle logger,
based on an A.M.T. kit. The “log-loader" truck body and outrigger are scratch-
built. Log-loader and outriggers are fully operable. Colors are orange with a black
chassis. Mark "weathered" the paint by adding dirt and grime as would be
expected on a real working logger. Even the windshield wiper arc is evident on
the dirty windshield.

Fig. 14-24. Mark Savage’s Kenworth "Alaskan Hauler" Canadian oil field rig.
Features are White Western Star fuel tanks, battery box with a combination
Kenworth and I.H. Paystar bumper, and front floatation tires. The "power tower
i s scratch-built from Plastruct parts and chains added. The deck is equipped with
a "fifth wheel" and tail roller. Colors are red and white.

187
Fig. 1 4 - 2 5 . Rear side v i e w of Mark Savage’s Kenworth C a n a d i a n oil field rig.
Note the detail such as chains, “power tower”, spare tire and C B a n t e n n a s . A
perfect example of combining various kit parts and s o m e scratch-building.

CANADIAN
MASTER
W E L L STIMULATION

Fig. 14-26. M a r k Savage’s Canadian Kenworth oil field tractor and van trailer.
T h e Canadian Fracmaster logos are authentic. T h e tractor i s a long-wheel base
m o d e l with spoke wheels, floatation tires, heavy b u m p e r , grille guard, scratch-
built hood sides, and fenders. Non-skid surface was added to the fender tops.
Other features are dual induction air cleaner system, propane tanks,
"headache” rack, with screen and lights, winch, and full length deck plating. The
rear fenders are made of corrugated metal, along with chain hangers, reinforced
rear frame, tail roller, low air conditioner, high single-curved exhaust stack, and
spare tire. The trailer features a reinforced bulkhead, fixed suspension, curbside
door, rear loader, spare tire rack, and sand shoes.

Fig. 14-27. Mark Savage’s Canadian Kenworth Fracmaster tractor. Note t h e

superb detailing.

188
 Chapter 1 5
Mack

The name Mack and the word truck mean the same to layman. Think
of one and you automatically think of the other. Mack has become
part of our language with the oft used phrase, “built like a Mack
Truck.”
I t all started in the late 1890’s when John M. “Jack” Mack and
his brother Augustus bought the business from a Brooklyn, New
York, wagon builder. Three other brothers — Charles, Joseph, and
William — were also associated with the wagon shop. Jack Mack was
the guiding hand and mechanical genius behind the struggling new
company, however.
Before the turn of the century, the firm was building bodies for
horseless carriages and Jack was experimenting with ideas for both
electric and steam vehicles. In 1900, the Mack brothers, using one
of Jack’s designs, assembled a gas-operated open-air bus that was
big enough to accommodate 20 passengers.
This was the famous Mack Number 1 which was sold to Isaac
Harris. He used it for sightseeing tours through Brooklyn’s Pros
pect Park. Eight years later it was converted into a truck by its
owner and served him until 1917. Eight more buses and trucks were
built, as the Mack Brothers Motor Company succeeded the wagon
factory. -
By 1905 the new firm had grown out of its limited quarters.
Joseph S. Mack, Jacks younger brother who had started a silk
business in Allentown, Pennsylvania, in 1901, convinced his

189
brothers that they should join him there. The Mack Motor Car
Company filed incorporation papers in the Lehigh County Court
House on January 1, 1905.
Financial and internal problems followed the company for a
number of years, but they continued to produce bigger and better
trucks and buses. Among these were a 1906 seat-over-engine, the
forerunner of todays cab-over-engine models, 1907, 7-ton dump
truck, 1911 fire engine, and a 1913, 2-ton panel truck, just to name a
few of the Macks produced.
By 1915, Mack’s internal problems worked themselves out and
a new model was introduced. The new vehicle was the famous A. C.
Mack Model, The Mack “Bulldog”, as it came to be known by
American soldiers in France in World War I. The Bulldog was easily
recognized with its unique snub-nose hood.

Built Like a Mack Truck

The A.C. Bulldog had a longer production life than Henry
Ford’s Model T, spanning the years 1916 to 1938. Like the Model
T, it became an industry symbol. Built like a Mack Truck caught on
and became a household word.
A.F. Masury, Mack’s Chief Engineer and Vice President until
his tragic death in 1933, was responsible for the famous Bulldog
emblem that now sits proudly on the radiator of each Mack truck. He
designed the famous radiator mascot in 1932. It was later patented.
Mack’s World War I record helped the company survive the
business and financial doldrums of the early 1920’s. In addition to
the Bulldog, Mack built a line of fire engines which helped keep the
firm solvent. This specialty dated back to 1909 when Mack pro
duced an aerial ladder truck for the city of Allentown. Two years
later in 1911, the company introduced the first of its highway
pumpers. These pumpers helped to retire the horse from the fire
fighting business.
It was decided in 1921 to change the title of the parent company
from the International Motor Truck Company to Mack Trucks, Inc.
This was accomplished on March 22, 1922. The change was made to
help identify the corporate name closely with the company’s prod
uct. It also helped lessen the identification problems Mack encoun
tered with a competitor, The International Harvester Company,
The International Motor Truck Company continued as the manufac
turing subsidiary of Mack Trucks, Inc. until 1936.
Mack started the major thrust into engineering research in the
late 1920’s. This included the development of the six-cylinder

190
engine and improved chassis components required for the increas
ing line of diversified commercial vehicles.
Development had begun, in 1928, of a diesel engine. Severe
technical problems were encountered relating to reducing the
diesel’s weight to horsepower ratio. The high pressures built up as
part of a diesel’s normal working cycle required a heavier engine
block, castings, and other related parts. But the diesel had proved
its basic economy and Mack engineers worked long hours to over
come metallurgical and combustion chamber problems.
The Mack A. C. Bulldog had established an enviable reputation
but by the mid-1930’s it was fast becoming obsolete. Mack built
some special off-highway A.C.’s in 1936 and 1937. The last ones for
city use were manufactured in the spring of 1938 with both four and
six-cylinder gasoline powered engines. Starting in 1936 Mack of
fered optional Bude and Cummins Diesel engines. Many of the old
Bulldogs were still in service as late as the mid-1960’s, a testimonial
of the old Mack slogan, Performance Counts.
As the Bulldog bowed out, a new F series was developed
during 1937 as a replacement. The Mack truck line was being
expanded into higher capacity ratings with new heavy duty compo
nents. These were engineered to be compatible with the new diesel
and gasoline engines being developed.
Mack introduced a diesel of its own design and name in 1938.
The new Thermodyne Diesel Engines, developed after thorough
experimentation and testing in Mack chassis over long periods
featured a 519 cubic inch displacement and developed 131 brake
horsepower. Buda and Cummins diesels were still available as
options, but Mack was the first independent truck manufacturer to
produce it’s own diesel engines. Over the years Mack developed
and introduced many new truck models, far too many to mention in
this chapter.
The years 1953 to 1955 saw the introduction of several new
lines of heavy duty Mack trucks and the phasing out of the A and L
model Macks. The most outstanding and long lived of the Mack
lines was the B series. It was introduced in the spring of 1953, with
ratings from 17,000 pounds g.v.w. (gross vehicle weight), for the
smaller B-20, up to 60,000 pounds g.v.w. for the larger B-42
tractor. Other larger B models were added to the series as they
were developed. The B series featured fully rounded fenders, hood,
and cab, resulting in an eye catching design. This caused many
truckers to take a second look at the Macks. The Flagship cab
offered safety and accessibility along with functional design. This

191
 new cab was standar d on all the B model trucks and offered im
proved ventilation, lighting, and a V type windshield set at a specific
angle to cut harmful glare. Instrum entation was set in a readily
demountable panel and all fuses were position ed in a central loca
tion for easy access and replace ment. Various sheet metal parts at
the front of the truck were quickly demoun table for ready access to
die engine compar tment.
Many improv ements were made to the chassis , running gear,
steering , and axles. The use of new Vari-ra te springs , which stif
fened for heavier loads and softene d for light loads, was the solution
to the extrem e variation in the riding quality betwee n a loaded and
unloaded truck.
Mack introduced a large variety of tractor models in the new B
line, betwee n 1953 and 1956, which proved very popular with over
the road trucker s. The model B-42T was a popular tractor series. It
was powere d in four and six-wheel version s, with gross ratings of
40,000 to 60,000 pounds. Other large tractor series were the B-50
and B-60, which came equippe d with either gasolin e or diesel
engines , depending on the specific model ordered . A special ly
designe d Contour-Cab, having a six-inch concavity was introdu ced
in the mid 1950’s. It enabled trucker s to pull longer trailers and yet
keep within the 45-foot overall length restrict ions.
Many conside r the B series Mack to be one of the best looking
trucks ever produced. I, for one, agree. It's pleasin g contour s and
lines make it a much sought after item among collecto rs and restor
ers. It is also a much sought after item with scale model truck
builders and collectors.
Highway Tractors
In 1953 Mack introdu ced a new line of highway tractors , the
H-60-T and H-61-T. They were cab-ove r-engin e models , often
popularly referred to as “cherry pickers”, because of their ex
tremely high cab. Also introdu ced in 1953 for the west coast was the
W-75-S model cab-over- engine model. It was a light-weight com
panion to the L.T. L.S.W. Both were popular with wester n
trucker s.
A new B series designa ted as the Great Western Group was
introduced in 1956 to replace the L.T. and L.T. L.S.W. models .
They were available with light-weight aluminum alloy compon ents
or standar d-weigh t version s. Models in this series were the B-72,
B-73, and B-75. A wide range of powerful Mack and Cummins
power plants was available, ranging from 205 to 262 horsepo wer.

192
Various truck models in the Great Western Group were available
with Mack 5, 10, 15, and 20 speed transmissions. In 1954 Mack
introduced fire apparatus in the B series line, powered by 200
horsepower gasoline engines as standard equipment.
A new generation of truck models for highway use was intro
duced during the 1959 to 1964 period. They were designed with the
concept of a short B.B.C., bumper to back of cab, dimensions. With
the increased liberalization and uniformity in state motor vehicle
laws new truck models were called for to take full advantage of the
changes. These new highway tractors became known as B.B.C.
models to indicate the accent on their short bumper to back of cab
dimension. Thus the new models could pull longer semi-trailers or
semi-trailer and full trailer combinations. Functional design for
ease of operation and maintenance, improved cab accessories pro
viding greater driver comfort and bigger engines for increased
pulling power were features of the new generation trucks.
The first of the new super short B.B.C. Macks was the G
series, introduced in 1959. It was basically light-weight over-the-
road tractor for west coast operators. The new G series replaced
the W-71 series, which was phased out in 1958. It featured an all
Mack-built cab of all aluminum construction and an extremely wide
flat front with a grille much like the improved H models. The
standard cab length of only 51 inches, measured from bumper to
back of cab, and 80 inches with an over sized sleeper compartment
allowed the G to pull longer trailers with more cargo space. The
light weight chassis with its optional aluminum-made components
made possible greater payloads. More than adequate power and
gear ratios were provided by standard Mack engines and transmis
sions. Mack or Cummins diesel engines were available in both
naturally aspirated and turbocharged versions, with an optional
Cummins diesel reaching 355 horsepower. The manually actuated,
hydraulically lifted tilt cab provided easy accessibility to the engine.

The F Series
A two year downward trend in sales was reversed by an
upswing in demand for trucks during 1962. Mack took advantage of
the improved market conditions and introduced a major new COE
highway tractor series.
A new F series featured a newly designed B.B.C. type cab. It
was available in three lengths, 50-inch in the standard version, 72
inch and 80 inch for the regular and deluxe sleeper cabs respec-

193
tively. The shortness of these tractors and their improved cab
design made them an instant hit with over-the-r oad truckers.
The F model cabs featured an unusually large Solex heat-
resistant windshield of two piece constructi on. It afforded the
driver a safer, clearer view of the road than most competing makes
of trucks. Other important features were 36,500 B.T.U. climate
control heater for zero weather comfort, large rain-proof fresh air
vents, optional air conditioning, adjustable chair-high seats with
foam over spring cushions, and choice of 22 or 30-inch wide sleeper
compartm ents. The important engine controls and switches were
positioned on convenient panel boards mounted on the engine
doghouse at the drivers right. The cab tilted 42 degrees by a
mechanism built on the torsion bar principal. It could be adjusted to
provide the exact amount of tilting force needed.
Power for the F series was the E.N.D.-71 1 Mack Thermody ne
engine, which produced 211 horsepow er with turbo-char ging. Many
other power plants having less or greater power were also avail
able. Several new engines, having between 160 and 204 horse
power and a new version of the Magnadyne gasoline engine with 150
horsepow er were introduced during 1960.
By 1959 about 75% of Mack trucks were already being
equipped with dieslels. Mack concentra ted on developing only new
diesel engines after 1960. The Mack E.N.D.-86 4-V-8 diesel went
into production at the new Hagerstow n, Maryland, plant in 1962. It
was the result of more than five years of developme ntal work. With
a horsepow er rating of 225 horsepow er without turbocharging, the
compact, high torque V-8 engine was considered enough to haul
legal loads at maximum legal speeds in any part of the country.
Mack also developed new and more rugged transmissi ons to
keep pace with the continued rise in the power of its truck engines.
New axles, bogies, and other Mack parts were placed in production
T
during the early 1960 s.
Mack introduced the C series in 1963. It combined the best
features of both conventional and cab forward trucks. The cab,
raised with a conventional appearanc e and a sloping short hood of
roughly three feet in length, gave the truck a snub-nose d look. Also
the use of B series front fenders and the old L series cab gave the C a
composite appearanc e. The 89 inch B.B.C. dimension provided the
C model tractors with ability to pull 40-foot trailers and yet keep
within a 50-foot overall length. Very high horsepow er was supplied
by the new E.N.D.-86 4 V-8 diesel engine, though other engines of
lower horsepowe r were available. Mack or other manufacturer’s
transmissi ons were available.
194
 The popular B series conventional was continued, with some
additions, through 1964. A special B-53-S, weight-save r, six wheel,
concrete mixer chassis was introduced in 1962. It could accommo
date a seven cubic-yard mixer body. The larger L series cab was
made optional equipment in the powerful B-73 and B-75 series
highway tractors. It provided more space for the trucker than the
B-Flagship cab provided. A new B-615 series powered by the
E.N.D.-864 was put into production by 1964. Also, a new H model
was developed for use mainly as a 6x4 concrete mixer chassis,
having a gross vehicle weight of 65,000 to 100,000 pounds.
By January 1965, the Mack board of directors decided that an
experienced executive from the truck manufacturing industry must
be brought in to return Mack to an upward course in both sales and
profits. The man elected as the new president of Mack Trucks, Inc.
was Zenon C.R. Hansen. Hansen came to the Mack organization
after 38 successful years in the motor truck business. He started his
career in 1927, when he began his first job with the International
Company. He served I.H. in various domestic and overseas posts
until 1944 when the opportunity for a partnership occurred. The
new business was the Automotive Equipment Company which took
over the Diamond T. truck dealership for the Portland, Oregon
area. This led to his appointment as director of sales for the
Diamond T Motor Car Company in Chicago and finally president of
that firm in 1956. After the White-Diamond T merger in 1958, Mr.
Hansen became executive vice president of White, from which
position he came to Mack.
;
A New President
The new president made changes at the managerial level. Yet,
the new Mack president was faced with lifting the morale of the
employees.
The Bulldog symbol was given greater meaning. All of a sud
den, bulldogs were everywhere, on lapel pins, ashtrays, wall por
traits, blazer crests, and rugs, to name a few. Employee response
was immediate and overwhelming favorable.
Mack sales started on an upward trend with many improve
ments implemented by the new president. Mack met new surges in
demand for heavy duty trucks with the introduction of new trucks
and component lines during 1965 and 1966. These new products
greatly enhanced Mack’s prestige and market potential. The first of
the new products were the R and U models. The popular F series
highway tractors and MB city delivery trucks were continued with
few changes. The R series was a conventional line of highway

195
tractors which eventually replaced the popular B models. The new
R models had a clear-cut business-like appearance with their large
one piece fiberglass hood/fender assembly. The new cab was of the
same general width as the former B cab, but the greater height
provided more vertical room. A larger windshield and rear window
resulted in greater visibility. A fully adjustable driver’s seat gave
more comfort. The double wall, welded sheet metal construction
meant longer cab life, and added protection for the occupants. The
tilting hood/fender unit provided ample walk-in space around the
tires for fast servicing. When introduced, the R series was offered
with both gas and diesel engines from 140 to 255 horsepower, with
in-line sixes and V-8 types. Gross vehicle weights started at 26,000
pounds for the smaller R-400 models and went up to all legal limits
with the larger R-600 and 700 models. 4
The new U series, described as the ‘unconventional conven
tional” type tractor, was offered with an offset command cab. The
cab was offset 11 inches to the left of the normally centered posi
tion. This placed the driver directly in line with the left front fender,
greatly improving his visibility. The cab was also raised slightly and
moved forward, providing a 90 inch B.B.C. dimension.
The U series command cab featured an adjustable steering
wheel and an extra large windshield and many of the other improved
features also found in the R series cab. Power and gross vehicle
weight specifications for the U-400 and 600 series tractors were
similar to the R models. The U series, often referred to as “side
winders”, became a quick success in 1965 and the C series was
phased out.
In early 1966, Mack introduced the new light-weight west
coast models. The new FL model was a cab-over-engine tractor
featuring the basic F series cab. Aluminum was used extensively as
a weight-saving device in various chassis parts.
The RL series western conventional was introduced in 1967. It
was similar in outer design to the R series, but offered weight
saving chassis components, along with a choice of 16 optional
engines ranging from 200 to 380 horsepower. Also introduced in
1967 were the RS and FS series, offering frames with steel side
rails.
The DM series was introduced early in 1966 and was designed
specifically for the rugged construction industry, dumper, and con
crete mixer service. It replaced the larger B series including the
B-80 models. DM’s had an offset cab similar to that used on the U
series, with the same driver conveniences and safety features. The
fiberglass hood/fender unit was standard on the DM-400 and 600

196
models, complete with the tilting feature. The larger DM-800
models were equipped with steel butterfly hood and swing-up fen
ders for accessibility to the power plant. The same arrangement
was optional with the smaller DM-400 and 600 series.
On August 18, 1967, Mack Trucks, Inc. officially became a
member of a growing family of Signal Companies. The merger gave
Mack more working capital, while allowing complete autonomy.
On July 31, 1974, Zenon C.R. Hansen retired from the position
of chief executive officer of Mack Trucks, Inc. After 9 2 years of
service, Mr. Hansen had re-established Mack’s reputation as a
leading manufacturer of quality, heavy duty trucks. Mr. Hansen had
truly made the bulldog growl again.
Mack’s latest models are the Cruise-Liner cab-over and the
Super-Liner conventional along with the new MC/MR low cab
forward series. Both Cruise-Liner and Super-Liner are light
weight, heavy duty over the road haulers. Both offer modem
conveniences and comforts with many optional accessories. The
MC/MR series is designed mostly for short hauls, intercity use.
Today, Mack maintains a large plant and its corporate head
quarters at Allentown, Pennsylvania, under the able direction of
president and chief executive officer, Alfred W. Pelletier. The
company has many facilities at a number of locations in the United
States and Canada. Mack also maintains more than 800 sales, parts,
and service centers in the United States and Canada. These are
supplied by a master parts warehouse in Bridgewater, New Jersey.
The entire operation is linked by a satellite communications sys
tem.
Jack Mack and his brothers would be very proud of Mack
Trucks, Inc., Allentown, Pennsylvania, 18105.
Mack Model Trucks
Lesney A.M.T. and Ertl both offer in 1/25 scale plastic Mack
model truck kits. These include conventionals and cab-overs.
American Industrial Models (A.I.M.) offers a wide variety of fi
berglass cab units for adapting to plastic kit chassis. These range
from the older L and B series to the present day R, F, M, C. , M. R. ,
and Super-Liner.
Monogram Models, Inc., offered several 1926 A.C. Bulldog
1/24 scale model truck kits several years ago but they have been
dropped from their present truck line.
The 55 Mack model trucks featured in this chapter were built
by Tom Manning, Dick Menosky, R. Dennis Fleming, Mark Sav
age, Tommy E. Hall, Jim Etter and me (Figs. 15-1 to 15-55).

197
 Fig. 15-1. Author’s Mack Super
Liner conventional. American In

198
dustrial Models cab/hood/fender
unit was adapted to an early A.M.T.
Peterbilt chassis. Various A.M.T.,
A.I.M., and Ertl parts are used in my
conversion. The Hendrickson rear
suspension is borrowed from an Ertl
I.H. Eagle conventional along with
the steerable front axle and wheels.
Bumper is from a n A.M.T. Mack
Cruise-Liner kit. Fuel tanks and rear
flaps are from an A.M.T./G.M.C.
General kit. Battery boxes and air
tanks are from Ertl I.H. Eagle. COE
mirrors are A.I.M.'s ribbed style.
“Fifth wheel” is an A.M.T. “slider”.
Rear quarter fenders are modified
from a Diamond Reo kit. Mufflers are
from a “Pete” conventional and top
ped off with metal exhaust stacks.
Muffler heat shields were cut from
A.I.M.'s round perforated screen.
The radiator grille was cut from
A.I.M.’s fine slotted screen. All
chrome trim i s Bare-Metal Foil.
Wheelbase is a scale 200 inches
and is ideal for the non sleeper ver
sion. Windows, lights, a n d other
small parts are from my spare parts.
All A.I.M. items can b e located in
their catalog.
 j

Fig. 15-2. Author’s Mack Super-Liner pulling a 40-foot A.M.T. Fruehauf flatbed
trailer. Load of "steel coils" are actually cash register detail tape painted flat gray
and tied-down with Model Shipway's chain and working turnbuckles. The clear
plastic bug deflector i s cut from clear plastic window material. Colors on the
tractor are Dupli-Color Chevrolet tan, DS-GM-277, a n d Ford-Mercury dark
brown metallic, DS-FM-153. The orange and brown color stripes are cut from
Cal-Stripes tape. Trailer color is Tester’s red with Tester’s No. 1167 flat desert
tan flooring. Trailer wheels are red with silver rims. Tractor wheels are chrome
5-hole discs on the rear and 10-hole disc o n the front.

Fig. 15-3. Author’s A.M.T. Mack R-685ST conventional pulling a Fruehauf

flatbed trailer with a load of "steel coils". (See Fig. 15-2 for trailer details). The
Mack is straight from the kit box, added details are muffler heat shields and metal
tubing exhaust stack, air hoses and CB antennas. Colors are Dupli-Color Ford
truck red and Dupli-Color Chevrolet gold separated with a black stripe. Chassis
is semi-gloss black with red wheels, silver rims, and gold hubs. The cab-mounted
air conditioner unit i s white with a black stripe.

199
Fig. 15-4. Author's Mack B-61 series tandem axle tractor. T h e A.I.M. cab unit is
adapted to an Ertl Mack DM-600 chassis. Front wheels are steerable and the
rear suspension is the Mack bogie from the DM-600 kit. Fuel tanks are from an
A.M.T. G.M.C. Astro kit. All other parts are from the DM-600 kit. The muffler has
an A.I.M. slotted heat shield and a short metal tubing stack.

” J

Fig. 15-5. Author’s Mack B-61 series tractor hooked to a Tester’s milk tanker
trailer. Tractor colors are Pactra leaf green, which is close to Mack truck green.
Chassis is semi-gloss black with Tester’s light green wheels. The grille shell is
'chromed ” with Bare-Met a! Foil. Trailer is J.C. Penney chrome silver with a black
chassis and red wheels.

200
Fig. 15-6. Author's Mack B-71 series flatbed truck. The A.I.M. cab unit is adapted
to an Ertl I.H. Paystar-5000 chassis. Front steerable axle, Mack rear suspension,
wheels, and tires are from an Ertl Mack D M - 6 0 0 kit. The flatbed i s constructed
from parts of a Tester’s and A.M.T. flatbed trailers. T h e load of lumber is balsa
wood tied down with Model Shipways c h a i n and working turnbuckles. Colors are
Dupli-Color Ford truck red with green interior and white wheels. Chassis is
semi-gloss black a n d t h e s q u a r e A.I.M. Mack f u e l tanks a n d battery boxes are
black.

Fig. 15-7. Author’s Mack B-75 series tractor with sleeper box and L-series cab.
Mack offered this series with the B-style o r L-series cab. The A.I.M. cab unit is
adapted to an A.M.T. Peterbilt 359 chassis. Front axle and rear suspension are
from an Ertl I.H. kit as is t h e sleeper box. Fuel tanks are from the “Pete" kit.
Battery boxes are A.I.M. units. Extras are CB antennas, muffler heat shields, tall
metal tubing exhaust stack, “headache" rack, bug deflector, and Bare-Metal Foil
chromed grille shell. The bumper is from an A.M.T. White Wester Star. Rear
quarter fenders are from an Ertl I.H. cab-over kit.

201
Fig. 15-8. Author's Mack B-75 series, rear view. N o t e t h e " h e a d a c h e " rack
borrowed from an A.M.T. Kenworth Alaskan Hauler kit. The air hoses are the
coiled color-cod ed type. Rear m u d flaps are white with A.I.M. Mack decals.

*
■

Fig. 15-9. Author’s Mack B-75 series tractor hooked to a modified A.M.T. Load
craft low-boy trailer. The trailer has removable ramps and deck plating over the
wheel cut outs. The load is an Ertl John Deere-310 Backhoe Loader and a John
Deere-4430 farm tractor. The tractor and backhoe are h e l d in place with Model
Shipways chain and small coil springs. The Mack tractor is Dupli-Color metal
flake metallic green with semi-gloss black chassis, chrome silver fuel tanks,
battery boxes, and air tanks. The belt line stripe is gold. Roof mounted air
conditioner unit is white with a black stripe. The 5-hole disc wheels are chrome.
The trailer is Tester’s red with a contact paper wood grain floor. Trailer wheels
are red with silver rims and gold hubs. The backhoe unit is John Deere yellow and
the farm tractor is John Deere green with yellow wheels. The model is mounted
on an oak baseboard.

202
Fig. 1 5-10. Author’s Ertl/M.P.C. Mack D M - 6 0 0 and gravel trailer. With t h e excep
tion of air hoses, t h e tractor i s straight from t h e kit box. T h e third front rear axle on
the trailer was removed to make a tandem axle version. T h e tractor i s Tempo
Chevrolet medium metallic g r e e n with black chassis a n d white wheels. T h e
trailer is J.C. P e n n e y chrome silver with black frame a n d w h e e l s . R i m s are silver.
Note the DM-600’s off-set “ s i d e winder” cab.
J
dl

Fig. 15-11. Author’s Mack D M - 6 0 0 hooked to a dump trailer. The trailer is in

raised position, with the tail-gate open.

203
 Will*
<l
Fig. 15-12. Author’s Ertl/M.P.C. Mack DM-800 hooked to a Ertl grave dump
trailer. The tractor is straight from the kit box. The trailer was modified by
removing the front axle to make a tandem axle version. Colors are Testor’s red
with black chassis and silver wheels for the tractor. The trailer is silver with black
frame and wheels. Rims are silver.

Fig. 15-13. Author’s Mack LTLSW tractor with Mercury sleeper box. The A.I.M.
Cab unit was adapted to an Ertl I.H. Paystar-5000 chassis. The front steerable
axle and wheels are from the Paystar kit, as are the rear suspension and wheels.
The "slider fifth-whe el" and rear quarter fenders are from an A.M.T.kit. Battery
boxes and fuel tanks are from an A.M.T. Peterbilt 359 kit.

204
Fig. 15-14. Left-side view of author's Mack LTLSW tractor. Radiator shell is
"chromed” with Bare-Metal Foil. Note the metal exhaust stack "pogostick” and
air hoses. Colors are Tempo G.M. burgendy with black chassis, white rear
wheels and chrome front wheels. The five-noie disc wheels are from the Paystar
kit.

Fig. 15-15. Author’s Mack F series cab-over and van trailer i n 1/35-scale. The
Motorific cab unit was adapted to a Revell military chassis. The van i s semi
scratch-built from plastic and various parts. The tractor is medium metallic green
and white with black chassis and white wheels. Fuel tanks are silver. The trailer is
silver with white wheels and silver rims.

Fig. 15-1 6. Tom Manning's A.M.T. R-600 Mack and bulk cement hauler trailer.
The tractor is straight from the kit box. Bulk cement hauler trailer is scratch-built
using thin plastic to form the tank unit and three funnels were adapted to form the
bottom chutes. Tractor and trailer colors are white with a black chassis (courtesy
Rusty Manning).

205
 IIJig
i

F i g , 1 5 - 1 7 . Tom Manning’s a.M.T. Mack C r u i s e - L i n e r cabover i n 1/25-scale.

Colors are " R y d e r yellow" with red and black stripes with black chassis a n d
c h r o m e w h e e l s with red h u b s . The air deflector a n d R y d e r logo are i n c l u d e d i n
the kit (courtesy Rusty Manning) .

r ■ ' : i

!
.....
Fig. 15-18. Tom Manning’s Ertl Mack D M - 6 0 0 and bottom dump trailer. The
trailer was scratch-built using sheet plastic and Plastruct and various other parts.
Colors are blue/gray a n d white (courtesy Rusty M a n n i n g ) .

206
Fig. 15-19. Dick Menosky’s A.M.T. Mack Cruise-Liner cab-over straight from the
kit box. Dick did not state the colors, etc. It appears to be a neatly built model.
I ...
>-7
*

I
a
<sS
W* '■ ■

■I
■
■
k
I

Fig. 1 5-20. Dick Menosky’s Mack F-700 series cab-over. Dick adapted an A.I.M.
cab unit to an A.M.T. Mack Cruise-Liner chassis. Fuel tanks are from an A.M.T.
Louisville Ford. Cab grab handles are formed from chrome wire stock. The
chrome wheels and tires are from the Cruise-Liner kit. Colors are Tempo No. 379
Ford red for the cab with a semi-gloss black chassis. The engine color is Mack
gold. Interior color is Pactra flat tan.
Fig. 15-21. Dick Menosky’s A.M.T. R-600 conventional tractor modified to an
R-Western series. Dick changed the grille and used 10-hole disc wheels on the
front and rear. Colors are dark red for the cab, black for the chassis, silver for the
fuel tanks and battery boxes with chrome wheels and bumper.

f >

ij W

1
..J5S
55S

Fig. 1 5-22. Dick Menosky’s Ertl Mack DM-600 converted to a Roadway U-series
Mack tractor. Colors are Tester’s competition orange and Tester’s dark blue.
Fuel tanks are T estor’s gloss black. Wheel spoke are orange with gray rims. The
Roadway decals are included in the kit.

208
 1
!
i |
UID
11U!

Fig. 15-23. R . Dennis Fleming’s Ertl DM-600 Mack with a standard profile eight
cubic-yard sander body a n d single tail spinner spreader. Front wheels are
steerable. The frame was lengthened 20 millimeters at t h e middle and 50
millimeters at the rear. T h e parts room is a modified s l e e p e r b o x . Dennis added
two inspection platforms, o n e at t h e front and o n e at t h e rear. The sander body is
scratch-built from plastic, brass, aluminum, and other materials. Colors are
candy-red hood/fender/cab unit with a light brown and white sander body.

11
7T

Fig. 15-24. Rear side view of R . Dennis Fleming’s Mack DM-600 sander truck
showing detail on t h e rear spinner, etc.

209
 J

Fig. 15-25. Mark Savage’s Ertl Mack DM-600 tandem axle dump truck. Mark
adapted a Montone dump body from an A.M.T. Autocar dump truck to the
DM-600. Colors are light metallic blue with black chassis and silver dump body. A
perfect example of how parts from various manufacturers kits can be combined
to add variety to your model truck fleet.

.J _

;;
A

Fig. 15-26. Tommy Hall’s A.M.T. Mack R-600 with a Mercury sleeper box. The
frame was lengthened to accommodate the sleeper box. The wheelbase was
increased to a scale 200 inches with an overall length of 262 inches. The bumper
and front disc wheels are from a Kenworth kit. Colors are tan, brown, separated
by a painted white stripe. Tommy prefers painting the stripes and does not use
striping tape. The model was copied after an actual Mack owned by an owner
operator friend.

210
Fig. 15-27. Monogram’s 1/24-scale 1926 Mack AC Bulldog dump truck. Decals
are included in the kit. This model is no longer in the Monogram line of kits.

;
Xs
UJo

so
v>
a-

A
/J
nO

1
' -J
$

Fig. 15-28. Monogram’s 1/24-scale 1926 Mack AC tank truck. Decals are in
cluded in the kit. This model is no longer in the Monogram line of kits.

211
 Fig. 15-29. J a m e s Etter, American
Industrial Models, custom built Mack
Super-Liner, RUS-712-LST. J i m
c u s t o m built t h e m o d e l for M a c k
Trucks, Inc., Allentown, Pa. N o t e
Mack sales brochure in background,
(courtesy Andrews Photography
Studios).

Fig. 15-30. James Etter, American Industrial Models, custom built Mack S u p e r
Liner, SL-712-LST. Note the plastic bug deflector, Bulldog stanchions on the
b u m p e r e n d s (an A.I.M accessory), and sleeper box (courtesy Andrews Photo
graphy Studios).

Fig. 15-31. James Etter, American Industrial Models, Mack B-61-T Collector
Series. A.I.M. offers these custom-built models for sale mounted on a base board
with a Plexi-glass dust cover (courtesy Andrews Photography Studios).

212
 ■i
I
I

Fig. 15-32. James Etter, American Industrial Models, custom-built Mack B-61
long wheelbase flatbed lumber truck, complete with a load of lumber products.
Colors are red for the cab and hood, black for the fenders, chassis and wheels.
Wheel rims are silver. Model was custom built for Charles Rotz, Inc., Cham
bersburg, Pa. (courtesy Andrews Photography Studios).

Fig. 15-33. James Etter, American Industrial Models, custom built Mack B-61-T
pulling a 28-foot Fruehauf tri-axle dump trailer complete with load and “tarp.”
Model was custom built for T.M. Compton, Inc. (courtesy Andrews Photography
Studios).

■ <

Fig. 15-34. James Etter, American Industrial Models, custom-built Mack B-61-T
pulling a loaded 24-foot Gilmore cable dump trailer (courtesy Andrews Photo
graphy Studios).

213
I

Fig. 15-35. James Etter, American Industrial Models, custom-built Mack B-613-
SX tandem-axle dump truck with a Montone body. Model was custom built for
J.B. ' Jack” Curio Dump Truck Service, Allentown, Pa. (courtesy Andrews
Photography Studios).
1 1
"

Ir
w

I
■ ;

Fig. 15-36. James Etter, American Industrials Models, custom-built Mack

B-753-LST with an Aerodyne 60-inch sleeper box, Colors are blue, white and red
with chrome grille shell, grille, wheels and fuel tanks. The model is named "Blue
Darling” and was custom built for Melvin H. Clark, North Hampton, N.H. Mr. Clark
a < ollector of Mack
S dT trucks, real and models (courtesy Andrews Photography

214
I

Fig. 15-37. James Etter custom-built Mack B-815-SX tandem-axle dump truck
with a 17-foot Ravens body. The body is engine-turned aluminum, like the real
Ravens body. Model was custom built for Melvin H. Clark, North Hampton, N.H.
(courtesy Andrews Photography Studios).

'■ ' < ■ " ."<*■** •

Fig. 15-38. James Etter custom-built 1947 Mack LJSW-X tandem-axle dump
truck with a Fruehauf dump body. Note the windshield is open and the massive
grille guard. Model was custom-built for Melvin H. Clark, North Hampton, N.H.
(courtesy Andrews Photography Studios).

215
Fig. 15-39. James Etter Mack LJT "Collectors Series" A.l.M. offers these
custom-built models for sale mounted on a baseboard with a Plexiglass dust
cover (courtesy Andrews Photography Studios).

I i
*J

Fig. 15-40. James Etter Mack LMSWM oil field rig. Note the off-set cab, chain,
spare tires, grille guard, and t h e vertical exhaust stack thru-the-hood style. Model
was custom built for Melvin H. Clark, North Hampton, N.H. ( courtesy Andrews
Photography Studios).

216
 / ’p/-
*r *

Fig. 15-41. James Etter custom-built Mack LTLSW with Mercury sleeper box.
A.&B. Garage in background is a Mack truck dealer in Chambersburg, Pa.
Andrews Photography Studios, Chambersburg, Pa., shot photos of t h e actual
garage, then shot the model in the studio using t h e garage photo as the
background. Model colors are a red for the cab with black color slash separated
with a gold stripe. The chassis is black. Mercury sleeper is silver to simulate
natural aluminum. Bumper, grille shell, fuel tanks, and wheels are chrome
(courtesy Andrews Photography Studios).

r
K fj

i a

• ,, ..
Fig. 15-42. James Etter custom-built Mack MB-609-P with a 20-foot Trailmobile
van body (courtesy Andrews Photography Studios).

217
Fig. 15-43. James Etter custom-built Mack MB-685-S with a FLIIC-35-yard E-Z-
PACK front loader refuse body (courtesy Andrews Photography Studios).

if

Fig. 15-44. James Etter custom-built Mack U-686-ST pulling a 45-foot Fruehauf
Exterior Post Van trailer (courtesy Andrews Photography Studios).

Hanes
JI

Fig. 15-45. James Etter custom-built Mack RL-769-LST pulling a 40-foot FB-40
Fruehauf van trailer. Jim custom built this model in 1970 for Hanes Bros.
Trucking, Winston-Salem, North Carolina. Colors are red and white with chrome
wheels, fuel tanks, battery boxes, and sun visor. This model features many
extras too numerous to mention (courtesy Andrews Photography Studios).

218
 -*• *

Fig. 15-46. James Etter custom-built Mack R-600 pulling a Fruehauf polished
stainless hot liquid tanker trailer. This model was custom built for Matlack, Inc.,
Lansdown, Pa (courtesy Andrews Photography Studios).

lZ- * ■F

Fig. 14-47. James Etter custom-built Mack R-685-ST pulling Fruehauf 9500-
gallon oval aluminum tanker trailer. This model was custom built for Agway,
Syracuse, N.Y. (courtesy Andrews Photography Studios).
‘I '
/
“I

Fig. 15-48. James Etter custom-built Mack RL-795-LS crude oil tank truck. This
model was custom built for Miller Oil Field Service, Billings, Montana. Colors are
red, white, and blue, with stars and bi-centennial logo. The model was delivered
to coincide with the Billings bi-centennial celebration (courtesy Andrews Photo
graphy Studios).

219
Fig. 15-49. James Etter’s custom-built Mack DM-609-SX with a 1O-yard Rex
c e m e n t mixer unit. This mode! was custom built for Mellat Estates, Inc. Colors
are green for the cab, yellow for the mixer and black for t h e chassis (courtesy
Andrews Photography Studios).

<:4
0
a
S
ft

Fig. 15-50. James Etter’s custom-built Mack R-600 tri-axle dump truck with a
Montone body. This m o d e l was custom built for George Schofield Company, Inc.
Colors are dark blue for t h e cab, yellow for the chassis and wheels with silver
dump body (courtesy Andrews Photography Studios).

220
 1

Fig. 15-51. Mark Savage's A.M.T. RS-600 with a Peerless self-load log trailer.
Over 8 0 pieces of Plastruct were used to scratch-build the boom, boom mount,
claw, etc. Parts were used from more than 20 kits. A.I.M. grille screen and step
battery boxes were added, plus Ertl wheels and suspension. Colors are tur
quoise and white with red trim.
■i

!
“■■■
wi

.
’
f
fl

r ‘ ' fl
i . fl
/fr
/
,

-A 1
H
J
I

I 1
1

I
Ij
•**1
IB'
Bl
K

(w..
4

L
j i
'’
/’

/ ■. > J
-
1
'
/.*■

Fig. 15-52. Mark Savage’s A.M.T. Mack Cruise-Liner single-axle tractor. Mark
used a Peterbilt air-suspension for the single rear axle. The balance of the model
is stock kit parts.

221
 ■

Fig. 15-53. Mark Savage’s A.M.T. Mack RS-600 cement mixer built to West
Coast specs, long wheelbase with single floatation tires on all wheels. The front
wheels are semi-scratch-built. Other features are frame-mounted water tank,
modified water lines, U-bolts on mixer sub-frame, Plastruct bumper, rubber
fender splash guards, and A.I.M. and Plastruct Western type grille. Colors are
red and gray.
I

Fig. 15-54. Mark Savage's Mack F series non-sleeper Refiner’s Transport trac
tor. The A.LM. cab unit was adapted to an A.M.T. Mack R-600 chassis. Features
are spare tire rack, modified exhaust system, and V-8 Maxidyne engine. Colors
are medium blue and flat black.

222
I
i
i

Fig. 15-55. Mark Savage's Mack F series Refiner’s Transport tractor hooked to
double tank trailers. T h e A.M.T. tankers are modified with Plastruct fenders,
modified suspension. The trailer convertor dolly is made from an A.M.T. suspen
sion and Plastruct. Note the air lines and spare tire. Colors are medium blue and
flat black. A.LM. supplied the Refiner’s decals. This is a true 1 1-axle Michigan
Special.

223
 Chapter 1 6
Marmon

In 1902, Howard C. Marmon began building horseless carriages for

a few of his friends in Indianapolis, Indiana. In 1904 Howard and his
brother, Walter, offered the Model A, an air-cooled V-4 powered
car. By 1909, when racing first came to Indianapolis, they won a 10
mile free-for-all with an average speed of 71 mph. In 1911, a
Marmon Wasp won the first Indianapolis 500 Race with an average
speed of 74.59 mph.
The Marmon tradition continued with a fine luxury automobile,
the Marmon Le-Baron. It was built in 1932 and was powered with a
V-16 engine. This car contained advanced engineering features
such as an aluminum engine-block, heads, timing-gear cover, bell
housing, water pump, intake manifold and hood. Each car was
delivered with a guarantee that stated that it had completed two laps
on the Indianapolis Speedway at 100 mph.

Mannon-Herrington
In 1931, Marmon combined its resources with Herrington and
the Marmon-Herrington Company was formed. They developed
many specialized vehicles, including the World War II, 2V2-ton 6 x 6
truck, and the first half-track with front driving axle. Marmon-
Herrington engineered the grand daddy of the jeep, later built in
production quantities by Willys and Ford for the War Department.
They also engineered the T-9 air bom tank. They later manufac
tured intra-city and inter-city school buses.

225
 menting
In the mid 1930’s, Marrnon-Herrington began supple
he av y du ty tru ck lin e by co nv ert ing Fo rd tru ck s to special
it’s arrington de
all-wheel-drive units. During this period Mannon-H
veloped a cab-over engine tractor. to Te xa s
In 1963 , the Ma rm on -H en ing ton tru ck wa s bro ug ht
ce be en ma nu fac tur ed in Ga rla nd , a su bu rb of Da lla s. Th e
and has sin dic ation to
n be cam e the Ma rm on Mo tor Co mp any . Th e de
firm the on continues
build ing a qu ali ty tru ck sti ll car rie s thr ou gh an d Ma rm
to build ho rse les s carriages for a few of its friends. rare bre ed of
Today the Marmon Motor Company builds a
stom built to
trucks for a rar e breed of men. Each Marmon truck is cu 8 long-haul
the buyer’s specifications. Marmon custom builds class-dri ve r com
cab-over-engine and conventional models, designed for Ma rmon
nv en ien ce, du rab ilit y and eas e of ma int en an ce.
fort, co bra nds.
spe cif ica tio ns rea d lik e the op tio n lis t of oth er
standard us t and
Cab-over-engine models feature frame mounted ex ha l 90
s to a ful
air intake for less noise and vibration. The cab tilt ep er com
sle
degrees for ease of maintenance and ser vic e. The ess door is
pa rtm en t is fully padded and rolled. The electrical acc and cleanly
conveniently located and the wiring is sec ure ly attached(optional 60
installed for quick identification. The standard 86-inch tru sio ns and
inch) cab is constructed of rugged alluminum alloy ex beams for
r
outside skin panels. The roof has four sturdy roof ce nte
structural integrity, and air conditioner su pp ort s. under
Th e cab is insulated with UZz-inch fiberglass inside and floor.
and cab
coated ov er the full length of the engine compartment e the dri ve r
A fully padded and rolled int eri or is designed to giv Sta ndard -
e con tro l wi tho ut ma kin g him fee l sur rou nd ed .
complet rocker
ins tru me nt pan el, plu s AM rad io and illu mi na ted
RCCC the tru ck er.
sw itc he s. Th e lar ge glo ve bo x is spe cia lly de sig ne d for
we rfu l air con di tio ne r/h ea ter is du cte d to bo th the dri ver’s and
A po features are
sle ep er compartment. All of the above mentioned
standard equipment on all Mannons. a non
The conventional is offered with sle ep er box or as ailable
wer av
sle ep er model. Engines are offered in a full range of po offers an
Cu mm ins , De tro it Di ese l, and Ca ter pil lar . Ma rm on
from
ini te va rie ty of pai nt de sig ns and col ors to su it eac h customer’s
inf
individual de sir es.

Marmon Mo de l Tru cks

e pla sti c kit ma nu fac tur ers do no t off er Ma rm on sca le model
Th
truck kits, thu s Marmon model tru ck s are rar e.

226
 American Industrial Models (A.I.M.) does not offer Mannon
cab units in their present line. A.I.M. custom-built several Mar-
mons in the past for various customers. I do not have a Marmon in
my collection and was just able to locate four for this chapter. The
Marmon model trucks featured in this chapter were built by Jim
Etter and Mark Savage (Figs. 16-1 to 16-4).

Fig. 16-1. James Etter’s American Industrial Models, custom-built Marmon con
ventional tractor with a sleeper box. This model was custom built for a Marmon
dealer (courtesy Andrews Photography Studios).

Fig. 16-2. James Etter’s, American Industrial Models, custom-built Marmon

cab-over tractor. Note the "headache" rack behind the cab. Shaffer Trucking
decals are A.I.M. products. This model was custom built for a Marmon dealer
(courtesy Andrews Photography Stuios).

227
Fig. 16-3. Another James Etter, American Industrial Models, custom-built Mar-
mon conventional. This model was custom built for a Marmon dealer (courtesy
Andrews Photography Studios).

Fig. 16-4. Mark Savage’s Marmon conventional with sleeper box. Mark reworked
an A.M.T. Kenworth W-925 using a different grille and other parts. It is a good
replica of a Marmon. Colors are light and dark metallic green with chrome
wheels. Mark built the model over five years ago at the age of 13.

228
 Chapter 1 7
PeterbiDt

In 1939 T.A. Peterma n needed some new trucks capable of hauling

logs for his timber business. He had been using trucks that he had
modified and converted into loggers but he decided it was time to
build his own trucks. He bought Fageol Truck and Coach Company
located at 107th Avenue and MacArthur Boulevard in Oakland,
California. He changed the name to Peterbilt Motors Company and
directed the company’s activities toward the production of vehicles
for his logging operations.
The first Peterbilt truck was hand-crafted by Peterman him
self. Its blue and white exterior proudly displayed the emblem of
Peterbilt , a personal endorsem ent of the truck he believed in. The
tradition to make better trucks was established from the very
beginning at Peterbilt and that tradition has been carried on through
the years. The famous silver script trademark against a ruby red
background has been affixed to some 90,000 trucks since that time.
Talked with Drivers
It was Peterman’s philosophy to talk with the men who drove
trucks. Peterbilt people have since gone into the field to get first
hand information about the kind of trucks their custome rs needed
and wanted. Peterbilt people talked with loggers, contractors,
common carriers, and owner operator s of all types. That informa
tion was given to the engineering staff to evaluate and incorporate
into the trucks they designed and produced.
To this day, every Peterbilt truck is a custom truck. Each is
engineer ed to the exact specifications of the customer. There are no
assembly line shortcuts , or production line models. Each Peterbilt
229
is a hand-crafted model of enginee ring excelle nce that has truly
earned the distinction of being the Class truck of the industry .
Because of Peterman’s stringen t philosophy, Peterbi lt Motors
Company has made major contribu tions to the constru ction of heavy
duty trucks. Back in 1949, Peterbi lt was the first truck manufac
turer to use light-we ight, strong aluminum to any extent in its
frames and cabs. Thus the weight of the trucks was reduced — a
matter of importa nce to truckers — without any sacrific e in strength
or durabili ty.
Peterbi lt introduc ed a cab-ove r-engine model back in 1950, the
90 degree full-tilt cab in 1956, the first trucks with planetar y axles,
and the largest radiator available on any highway truck in 1967.
Today, Peterbi lt offers a line of 14 differen t truck models to fit
every hauling job. Model- 282 is a two axle C.O.E. with an
aero dynamically designe d cab. This model saves weight without
sacrificing strength . It is available with steel or aluminum frame and
many light-we ight options . Model-300 is a heavy duty compac t
C.O.E. , designe d for city and suburba n applicat ions. It features a
short turning radius, easy entry tilting cab and standar d heavy duty
bolted frame. Model-352 is a three-axle all-aluminum constru ction
C.O.E. available in 54, 63, 73, 86, or 110 inch B.B.C. configura
tions. Cab fully tilts for maximum engine accessib ility. Model-
352-H is a larger version of Model-352. It features a taller cab and
BBC dimension of 63, 73, 86, or 110 inches. A large 1,512 square
inch radiator adapts to engines up to 600 horsepo wer. Models 253
and 353, two or three-ax le conventionals designe d for heavy, on/off
highway applications. Standar d 1,444 square- inch radiator , but
terfly hood and optiona l setback front axle i s also availabl e.
Models-289 and 359, two or three-ax le conventionals, are available
in 113, 119 and 127 inch BBC configurations. Optional setback front
axle, standar d tilt hood and 1,444 square- inch radiator adapts to
engines up to 600 horsepo wer. Model-348, a three-ax le popular
with dump and mixer users, features lightweight constru ction. The
slanted hood provide s the visibility, so importa nt on constru ction
sites. Model-387, three-ax le for heavy duty on/off highway applica
tions, has as standar d equipm ent a 1,444 square inch radiator ,
butterfly hood, double channel steel frame, heavy duty front end
protecti on system, and severe service cab.
T. A. Peterma n died in 1947 and the compan y was bought by its
employ ees. Still growing eleven years later, Peterbi lt was pur
chased by PACCAR, a giant corpora tion in the transpo rtation indus
try, which also owns Kenwor th.

230
 Peterbilt employs more than 2,000 people who each year
manufacture about 13,000 trucks. There are over 110 sales and
service outlets throughout the United States. Presently Peterbilts
are manufactured at two plant locations; Newark, California, and
Madison, Tennessee. A new plant is under construction in Denton,
Texas, and should begin operations soon.
Since that first truck in 1939, Peterbilt Motors Company has
been known as a west coast manufacturer of quality heavy duty
trucks for owner operators. Over the last five years more and more
large fleets have begun to purchase Peterbilt trucks. True, they pay
more upfront for a Peterbilt, but it lasts longer. So, over life-cycle
cost, a Peterbilt actually can save a fleet owner money. Peterbilt,
the money machine with class has come a long way since T.A.
Peterman put his personal endorsement on that first “Pete” in
1939.
Peterbilt Model Trucks
Lesney/A.M.T . is the only model kit manufacturer offering
Peterbilt scale model truck kits. Their present line includes two
cab-overs, one conventional tractor and one conventional wrecker
in 1/25 scale. They also offer several Peterbilt model truck kits in
the smaller 1/43 scale.

j
I

Fig. 17-1. Author’s A.M.T. Peterbilt 359 tractor (old style). Extras are steerable
front wheels, air hoses, muffler heat shields, K&S nickel tubing “tall" exhaust
stacks and bumper license plate board. Colors are A.M.T. Devil’s red and white
lacquer for the cab with gold trim. The chassis is white and running gear is red.
Wheels are chrome with red hubs. Rear quarter fenders are borrowed from an
I.M.C/Testors Dodge L-700 kit.

231
232
‘-T

.;

'
W .

■ ■ ■■• *■<■
s
-

■ -VK L ‘ •
’•■■
’■• • “••:*' .-
■•
'»
Fig. 17-2. Author’s A.M.T. Peterbilt 359 hooked to a semi scratch-built grain trailer. The trailer was cut down and modified from an A.M.T. beaded
panel van kit. The tarp is gray cloth cut, sewn and held in place with dressmaker’s hooks and eyes and eleastic thread. Color is A.M.T. Devil’s red to
match the tractor. The trailer frame, underside axles, and landing gear are semi-gloss black.
 . ■ ’-U.

Fig. 17-3. Author’s A.M.T. Peterbilt 3 5 9 tractor o r ( o l d style) non-sleeper short

wheelbase version. One inch was removed from the scale kit wheelbase of 203
inches for a scale wheelbase of 178 inches. T h e single exhaust system h a s a
muffler heat shield a n d a metal tubing exhaust stack. Colors are A.M.T. silver
smoke with a dark b l u e chassis and running g e a r . T rim is white. Front wheels are
chrome and rear wheels are white. R e a r quarter fenders a r e cut and s h a p e d
sheet metal.

■
............
s&w F-
—

Fig. 17-4. Author’s A.M.T. Peterbilt 352 Pacemaker cab-over. Extras are steera
b l e front wheels, air hoses, muffler heat shields, and “tail" metal tubing exhaust
stacks. Interior is p a d d e d with red vinyl. Cab colors are red and white with gold
trim. Chassis is white and running gear is red. W h e e l s are chrome with red hubs.

233
F i g . 17-5. Author’s A.M.T. 1/43-scale Peterbilt 359 tractor a n d Fruehauf reefer
trailer. The tractor has many added extras; turn signals. grab handles, m i r r o r
support braces, metal tubing exhaust stacks, and air hoses plus scratch-buil t
rear quarter fenders. Colors are copper frost with black and red trim on the
tractor. Sun visor is chromed with Bare-Metal Foil. The trailer i s semi-gloss white
with a red reefer unit. The tractor wheels are chrome and t h e trailer wheels are
red. Decals are supplied i n the trailer kit.

Fig. 17-6. Author’s A.M.T. 1/43-scale Peterbilt 3 5 9 tractor as described in Fig.

17-5. The trailer is a cut-down modified A.M.T. 1/43-scale exterior post van. The
tarp is cut from dark red thin vinyl material and held in place with elastic thread.
The color is copper frost with white wheels.

234
1

Fig. 17-7. Frank Gortsema ’s A.M.T. Peterbilt 359 set-back axle model. Frank
re-worked on old style Peterbilt kit. The b u m p e r is scratch-built. Colors are beige
and brown with red trim. The colors are painted on and n o t decals. Frank used a
color scheme shown in a Peterbilt sales brochure .

........

Fig. 17-8. James Etter, American Industrial Models, custom-built Peterbilt 387
tri-axle dump truck with a Montone body. The model was custom-built for a
Peterbilt dealer (courtesy Andrews Photography Studios).

235
 ™I

Fig. 1 7-9. Tommy Hall’s A.M.T. Peterbilt 359 log hauler. The frame was extended
in the rear. The engine is a 1 2V-71 Detroit Diesel hooked to a main and auxiliary
transmissi on from a Kenworth W-925 kit. Frank a d d e d dual air cleaners. The
Hendricks on rear suspensio n is taken from a G.M.C. Astro-95 kit. Colors are
white for the base color with a light blue and red stripe which form to produce a
purple stripe all separated by a black stripe. Frame color is light blue. The model
was patterned after an actual truck w h i c h appeared in an article in Chilton’s
Owner-Operator magazine.

Fig. 17-10. Tommy E. Hall’s A.M.T. Peterbilt tri-axle dump truck. The front axle
was moved back to produce a set-back axle model. Fenders and rear driveline
and suspension are from an Autocar dump truck kit. The third rear axle or
"pusher” axle is supported by air bags taken from an Ertl kit. Wheels are from an
A.M.T./G.M.C. astro kit with Ertl tires. Hood is the "butterfly” type and does not
tilt. The radiator grille is supported by braces and the center position of the hood
i s cemented to t h e grille and cab. The hood was shortened to reduce the B B C of
t h e cab. The model is a scale 300 inches overall length, with a 200-inch wheel
1
base and a 1 0 /2-foot height. The power is a 31 8 Detroit Diesel 8V-71 . The dump
body is from an Ertl I.H. Paystar kit with the cab protector from a Autocar dump
truck kit. Colors are dark and light blue with a silver dump body. The load is gravel
from an aquarium. These four-axle dump trucks are popular in Eastern Ohio and
Pennsylva nia. In Pennsylva nia a four-axle dump i s allowed a gross weight of
73,280 pounds, equal to a 5-axle tractor/trai ler rig.

236
 ....

Fig. 17-11. Tommy E. Hall’s 110-inch BBC double sleeper Peterbilt cab-ove r.
This model i s based on A.M.T.‘s "Pete” cab-ove r kit. T h e frame was extend ed to
accomm odate the longer cab. T h e wheelb ase was modifie d to a scale 1 8 5
inches. The interior was modifie d to a double sleeper configu ration, along with
h i g h back bucket seats from an A.M.T. Chevy kit, o n air ride pedesta ls. S u s p e n
s i o n is Peterbi lt air ride with 1 1 :00-20 Ertl tires a n d wheels . F u e l tanks were
modifie d slightly by m o v i n g the filler neck farther back so the tanks could fit
partially under t h e cab for a better appear ance. Power i s supplied by a 318
Detroit Diesel 8V-71 coupled to a n Allison automatic transm ission from an
A.M.T. Astro-9 5 kit. Other feature s are a "headache" rack and two loading lights.
Colors are yellow and white separat ed with a black stripe. Frame i s yellow. The
interior colors are dark brown and tan (courtesy Tommy E. Hall).

Fig. 17-12. Dick Menosky’s A.M.T. Peterbilt 359 conventional stock from the kit
box with minor changes. Both fuel tanks are mounted under the cab doors, and
the battery box is mounte d under the sleeper box. Headlights are c h a n g e d from
double units to singles. Colors are Tempo Chrysler No. 4574-L for t h e cab and
chassis over Tempo 61 1 -A primer. Hood and cab are trimmed with Pactra silver.
A black stripe on a silver border separat es the colors. Interior is chromate green.
Wheels , air cleaner , and luberfin er are chrome .

237
 i
i

Fig. 17-13. Mark Savage 's Peterbilt cab-over with shorten ed frame and single
drive rear axle pulling aTrailm obile 40-foot furniture van. Both tractor and trailer
are A.M.T. kits. Colors are Allied Van Lines, orange and gray with a white stripe.
Allied logo i s supplied in the van kit.

Fig. 17-14. Mark Savage ’s Peterbi lt cab-ove r and “Michigan Specia l" flatbed
trailer, built to Michigan specs: floatatio n tires, spoke wheels , shortened wheel
base, rear quarter fenders, Hendrickson suspension, dual air cleaners with air
rams, short curved dual exhaus ts, and Detroit Diesel V-8 from a G.M.C. General
kit. Interior is carpete d with velvet-like paper. The trailer is an A.M.T. flatbed
converted to a 7-axle flatbed. Front two and rear most axles are on air springs.
Others are on leaf spring suspension. The trailer is equipped with a shortened
and re-inforced "headache” rack.

238
 1
1
.........

Fig. 17-15. Mark Savage’s Peterbilt 1 10-inch BBC double sleepe r Interna tional
Transport rig. Featur es are longer frame, tool boxes o n frame, rear quarter
fender s, modifie d fuel tank step, length ened exhaus t pipes, "heada che’’ rack
with tool box and chains, air ram air intake, low roof m o u n t air conditioner, S type
grab handle s, chrom e mud flaps plates, and steera ble front axles p l u s Interna
tional Transport markin gs. The trailer is a Great D a n e extend able flatbed with
Ertl I.H. Payhau ler axles for the load tied down with chairs and balsa blockings.
Colors are International yellow and green.

Fig. 17-1 6. Mark Savage’s A.M.T.(new style) Peterbilt 359 "short logger”. Fea
tures are lengthened chassis and driveline. T ruck bunks are made from Plastruct
H & l beams. The trailer is mostly Plastruct except for the accessories taken from
an A.M.T. logging trailer kit. Dolly is Plastruct C channel and tubing. The trailer
has all necessary air lines. Wheels are 10-hole discs with 10x20 Goodyear tires.
Colors are Pactra light metallic blue and gloss white with 1/32-inch black Auto
World pinstripping.

239
 Industrial Models, custom-built Peterbilt
Fig. 17-17. James Etter, American
was custom built for a customer
1 1 0-inch double sle epe r cab-over. This model
(co urte sy Andrews Photography Studios).

240
 Chaipiteir W
White

Thomas H. White started his little sewing machine company in

Massachusetts in 1859. His three sons, Windsor, Walter, and Rol
lin, were more interested in steam engines and sprocket wheels.
The elder White agreed that the new generation deserved an oppor
tunity to test its ideas just as he had, when he invented and pro
moted the sewing machine.
With the elder White’s blessing, the company ventured into
the transportation business before the turn of the century, with the
production of rollerskates and bicycles.
Rollin White, an engineering graduate of Cornell University,
perfected a flash boiler for steam automobiles in 1899. This inven
tion gave the early White steam cars an edge over other makes.
Windsor White, also an engineer, teamed with his brother to com
plete a vehicle for Rollin’s new power unit to propel. Walter White
contributed too, but as a law graduate, his interests were directed
largely outside the factory. He organized the sales and customer
service programs.
The original White automobile, an open-air carriage with wire
wheels, was ready for testing in 1900. The brothers were also
working on a delivery van to introduce to the commercial market.
The following year they sold their first car and the little sewing
machine company was launched on a new career.
By 1902, the Whites had produced a five ton steam truck with a
stack like a railroad locomotive. Two of their delivery vans and
241
thre e cars part icip ated succ essf ully in a 500 -mi le reli abil ity run
from New York City to Bos ton and bac k that sam e yea r. Ske ptic s
wer e soo n repl ace d with cus tom ers.
Lik e Hen ry Ford and othe rs, the Wh ite brot hers took adv an
tage of pub lic test runs and spe ed race s to prov e the cap abil ities of
thei r pro duc ts. Wal ter Wh ite won the hon ors in a 650 -mi le road tria l
in Eng land . Wh ite stea mer s perf orm ed outs tand ingl y on tour s from
New Yor k to Pitt sbu rgh and from New York to S t . Lou is. In 1905 a
Wh ite race r, set a new wor ld’s reco rd runn ing a mile in 48 3/5
sec ond s.

Gas Pow er
In spit e of the stea mer ’s suc cess , gas pow ered auto s and truc ks
bec ame pop ular and forc ed the dem ise of stea m pow ered veh icle s.
The Wh ites wer e aler t to the change and in 1909 they prod uce d thei r
firs t gas pow ered veh icle s.
The con cep t of mot oriz ed tran spo rtati on had gon e from the
unte sted theo ry to prov en real ity in less than a dec ade . Fro m the
beg inni ng, Wh ite truc ks wer e on top of this rapi d prog ress . Au
tom otiv e prog ress wou ld adv ance eve n mor e in the foll owi ng de
cad es.
In 1906 the auto mot ive divi sion of the Whi te Com pan y was
boo min g. It was sep arat ed from the firm ’s con tinu ing sew ing
mac hine ope rati ons , the beg inni ng of the Wh ite Motor Cor pora tion .
By then , the Wh ite Mot or Cor pora tion had grown, and mov ed from
New Eng land to Cle vela nd, Ohi o, its pres ent loca tion .
Dur ing Wo rld War I, Wh ite prod uce d mili tary veh icle s for both
Uni ted Stat es and France. Wh ite gave up auto mob ile prod ucti on
whe n the war end ed and con cen trat ed all it’s efforts to the man ufac
ture of truc ks.
Wo rld War II put Wh ite bac k into mili tary prod ucti on. The y
man ufac ture d a large asso rtm ent of mili tary trucks and half -trac ks
whi ch serv ed in both the Eur ope an and Pac ific thea ters .
The nex t two dec ade s brou ght a peri od of acqu isiti on and
diversification for Wh ite. Wh ite took ove r all sale s and service
ope rati ons for Frei ghtl iner in 1951. Thi s agre eme nt last ed until
1977 whe n Frei ghtl iner assu med the han dlin g of it’s own sales and
serv ice agai n. In the 1950’s Wh ite also pur cha sed thre e truck
man ufac ture rs: Aut oca r, Dia mon d T, and Reo . The late r two ,
how eve r, wer e sold in 1971. Wh ite exp and ed into the farm equ ip
men t indu stry in the 1960’s. Lik e the truc k ope rati on, this grew into
a multi-million doll ar ope rati on. Ove r the yea rs the Whi te Mot or

242
Corporation has developed a reputation for dependability and in
genuity. Today White is a dominant force in the transportation
industry.
White now manufactures trucks under three name plates,
White, Autocar, and Western Star. These include a wide variety of
models and types to serve the heavy-duty truck market. White has
added several new models to its line recently to fill the gap left when
Freightliner operations departed. One of the new White trucks is
the Road Commander 2, a cab-over-engi ne model that is
aerodynamically designed. It is sleek and modem in design and is
efficient and economical long distance hauler.
White’s Road Xpeditor 2 is another new model, especially
designed to fill the needs of the short haul trucker. It is designed
primarily for delivery service and refuse collection in urban areas.
The interior is comfortable and more than 400 options are offered
for this low cab forward C.O.E.
White’s Road Boss 2 was introduced several years ago. It is a
strong, durable conventional truck model that offers many modem
features along with the latest engineering.
The White Western Star line of trucks has its roots in the
logging industry. Logging service demands the toughest of trucks
and Western Star fills the needs with distinction, while serving a
variety of other transportation needs as well. Recently, White
changed the design of the Wester Star conventional and added a
cab-over-engine model to the Western Star line of superb trucks.
The other White nameplate, Autocar, is a totally customized
truck, built mainly for the construction industry. Autocar can be
seen hauling construction materials, concrete mixers, or construc
tion machinery and equipment, a hard-working, no nonsense truck.
In the White corporate family there are divisions that manufac
ture other equipment. These include farm and industrial tractors,
harvest combines, and other farm implements as well as off-
highway haulers, coal haulers, and fork-lift trucks. White built a
new plant near Roanoke, Virginia, to produce the Road Commander
2 and Road Boss 2 trucks. It covers more than 400, 000 square feet
and can turn out a complete truck in ten hours. White’s other plants
are located at Cleveland, Ohio; Exton, Pennsylvania; Ogden, Utah;
Kelowna, British Columbia, and Brisbane, Australia.
Currently, White employs about 10,000 people in truck man
ufacturing, sales and service. With more than 20,000 trucks sold
each year, White has come along way from Thomas H. White’s little
sewing machine factory in New England.

243
White Mode l Trucks
Lesn ey/A .M.T . i s the only kit manu factu rer offer ing scale
mode l Whit e truck kits. Thei r prese nt line inclu des a Whit e Road
Boss and a Whit e West ern Star, both conv entio nals. They also offer
three Whit e-Fre ightli ner cab-o ver tract ors. Thes e are cove red in
Chap ter 10, Freg htlin er.
The eight Whit e mode l truck s featu red in this chap ter are built
by Mark Sava ge, John Schm idt, and me (Figs . 18-1 to 18-8).

Fig. 18-1. Author’s A.M.T. White Western Star with a Mercury sleeper box.
Extras are steera ble front wheels, muffler heat shield scree n, nickel tubing
exhaust stack, and air hoses . Color s are A.M.T. aqua- frost lacquer for the cab
and chass is with a gold color design and white pin stripping. The roof-m ounte d
air conditioner unit is white. Front whee ls are chrome 10-hole discs. Rear
spoke -type whee ls are gold with silver rims and chrome hubs.

Fig. 18-2. Author's White Weste rn Star hooke d to a Fruehauf grain trailer. The
man figure is available from Plastruct. The grain trailer is a cut-down van trailer
with a hand sewn gray tarp held in place with elastic thread laced to dress makers
hooks and eyes (Left view) .

244
Fig. 1 8-3. Author’s A.M.T. White Western Star and a Fruehauf grain trailer shown
with two Plastruct figures (Right view).

Fig. 18-4. Author’s Revell 1/48-scale White 3022 Pay Load Tractor with a
Fruehauf 6000 gallon trailer. Cab tilts to reveal the gasoline-powered engine and
fully-detailed under chassis. The trailer features a hinged cabinet with a gate
valve, air eliminator, and meter. Clearance lights, fire extinguisher, and spare
wheel are other features. Note the old-style round mirrors. The kit does not offer
glass windows or rubber tires. The tires and wheels were molded as one piece
and the tires are painted flat black. Colors are orange with a black chassis.
Mobilglas decals were included in the kit. This is an early scale model truck kit of
about 1956.

245
 ing
Fig. 18-5. Mark Savage’s A.M.T. White Western Star with a Peerless logg ed
trailer. The logging trailer is an Ertl kit. The drivers door is cut open and hing
was
with fine diameter tubing and a common straight pin. Thin sheet plastictractor
added to serve as the filler panels between the cab and interior. The frontare from
wheels are from an A.M.T. Kenworth kit. Rear tractor and trailer wheelsblack and
Ertl kits. Colors are red and white Tester’s paint. A light coat of flat
gray-brown chalk dust was used to achieve a wheathered appearance.

The
Fig. 18-6. Mark Savage’s White Western Star and Peerless logging trailer.place
held in
trailer is in the loaded state. Logs were cut from a real tree and arethen
with real chain. Note the close-up of the opened door and the leng ed tractor
frame. This model was built by Mark four years ago at the age of 15.

246
 4 '. ,' .. J

B ivehr

f
L
’I;

c ar* . < ;
■

3gV • ■•>

*;*
Fig. 1 8-7. John R. Schmidt’s A.M.T. Western Star and a A.M.T. Fruehauf tank trailer. The model was built to simulate a tanker in use in Heidlsheim,
West Germany. A hose cabinet i s located behind the cab containing 50 sections of hose on both sides. Colors are red and white. "Notruf-112’

247
lettering on the doors is the emergency number in Germany similar to the "911” number used in some areas of the United States.
I

■
!■

3
2

rk Sav age ’s Wh ite We ste rn Sta r Can adi an tractor. Features are an
Fig. 1 8-8 . Ma
g wh eel ba se, "he ada che ” rac k, too l bo x, roof mo un ted air conditioner,
ext ra lon fla ps, blind spot mirrors, fender
cks , he av y dut y bum per , fro nt
tall exh au st sta
ror s, bug def lec tor , and a Cat -34 06 sem i scratch-built engine. Colors are light
mir
pes.
metallic gre en and white with yellow stri

248
 Chapter 110
Trailers, Bodies, and Loads

Every tractor needs a trailer, or trailers, as in the case of double and

triple combination trailers. A straight truck needs a body to haul
various loads. Many companies offer trailers and bodies in just
about every shape and form to haul just about anything that needs
transporting. A completed model truck on display looks more like
the real thing if you hook a loaded trailer or trailers to it. In the case
of a straight truck, a load in the body adds detail and realism.
The purpose of this chapter is to report on the trailers, bodies
and loads that are available to the truck modeler. Both Lesney/
A.M.T. and Ertl offer trailers for their 1/25-scale model tractors.
These are inter-changeable —an Ertl trailer can be hooked to an
Lesney A.M.T. tractor and vice-versa. Both of these concerns offer
straight trucks with dump bodies, cement mixers, etc., that can be
swapped or installed on other chassis.

Trailers and Bodies

Various trailers and bodies can be scratch-built using balsa
wood, model rail road plywood, sheet plastic, Plastruct forms, and
metal like aluminum. Available trailer and truck kits can be used as a
basis and source of parts (wheels, etc.).
Various loads can be made to suit each truck modeler’s pur
pose. Balsa wood and plywood are both ideal to simulate loads of
lumber while small branches can be cut from a tree to simulate logs
for a log trailer.

249
 ck or
Sm all cha ins can be use d to bin d the loa ds to the tru
d as bin der s
tra iler . Sm all spr ing s and eve n rub ber ban ds can b e use
ckl es use d
to kee p the cha in tig ht and in pla ce. Sm all wo rki ng tur nbu
lly tig hte n
by mo del shi p bui lde rs ma ke exc ell ent bin der s as the y rea
or loo sen by tur nin g, jus t lik e a rea l tur nbu ckl e.

Loads
e toy
Ertl sel ls liv est ock , hor ses , cow s, and pig s, as do som
5-s cal e liv e
sto res . Th ese are ide al for loa ds and dis pla y for a 1/2
sto ck hau ler .
sto ck
Mo st mo del shops tha t sto ck mo del rai lro ad sup pli es,
h as gra vel ,
ma ter ials tha t can be use d for dum p truck loa ds, suc
ks gre at in a
coa l, and san d. Mo del rai lro ad O guage ma ter ial loo
shr ubs , etc .,
1/25-scale dum p bod y. Mo del rai lro ad sce ner y, ite ms ,
d in mo del
ma ke ide al loa ds. Sm all bal es of hay or stra w oft en use
ew ay dis pla ys are ide al for loa ds of hay , etc . on fla tbe ds. I use
rac
it wit h flat
cas h reg iste r det ail tap e rol ls for coi ls of ste el. I spr ay
e tap e to
gray pri me r, add three str ips of bla ck 1/16 inc h wid
n, you can
sim ula te the ban din g stra ps. By usi ng you r ima gin atio
cre ate jus t abo ut any loa d des ire d.
e back
Farm ma chi ner y suc h as Ert Fs farm tra cto rs, Joh n-D eer
ds. A.M .T. ’s
hoe , and plows are ide al fla t bed and low boy tra iler loa
boy loa d.
Ca ter pil lar D-8 Bu lld oze r also serves as a per fec t low
ada pte d for
Various die -ca st me tal con stru ctio n equ ipm ent can be
as loa ds. Va rio us len gth s and dia me ter s of pla stic plu mb ing pip e
use
be cut and pai nte d to sim ula te loa ds of pip e. Ca rs in 1/25-scale,
can
, or bod y to
mo dem or ant iqu e, can be cha ine d to a fla tbe d tra iler
ma ke an ide al loa d.
Th ese
En tex offers two 1/32-scale van s, 27- foo t and 40- foo t.
rell C-800
can be alt ere d to ma ke oth er typ es of tra iler s. A Elf Tyr
the ir two
For d stra igh t tru ck can b e cha nge d to a mo vin g van , as can
tra ile rs.
it-l ess
He re aga in, use you r ima gin atio n to cre ate an alm ost lim
lin e of tra iler s and bod ies for you r scale fle et.
. ’ s is a
A . M . T . and Tes tor s offer tan ker tra ile rs; A . M . T
off ers two
gas oli ne tanker and Testors is a mil k tanker. Testors
d as a lon g
con stru ctio n me tho ds for the ir tanker. It can be ass em ble
em ble d and
or sho rt tank tra iler . Th e lon ger sec tio n can be ass
farm pic kup
mo unt ed to a stra igh t truck cha ssi s to sim ula te a bul k
tanker.
or sho rt
Ertl offers a gravel tra iler tha t can be bui lt as a lon g
on a truck
dum p tra iler , or the lon ger sec tio n can be mo unt ed

250
chassis and used as a dump body. Other trailers offered by Ertl are
the Great Dane dry freight van, Great Dane reefer van, and a Great
Dane extendable flat bed trailer.
Lesney A.M.T. has dropped several trailers from their line for
1979. Those offered are: Loadcraft lowboy, Trailmobile North
American Van Lines Moving Van, Trailmobile 27-foot Exterior
Post Double Trailer Vans, Fruehauf Tanker and Fruehauf Dry
Freight and Reefer Vans. These can all be built as is, from the kit, or
they can be modified. They can also serve as the basis for scratch-
built trailers and bodies.
Models featured in this chapter are built by John Dovak, Jim
Etter, and me (Figs. 19-1 to 19-21).

Fig. 19-1. Author’s 1/25-scale Ertl Great Dane Refrigerated reefer trailer. Ertl
molded the trailer front and the rear doors with chrome plating to simulate the
stainless steel offered on the real trailer. The reefer is a Thermo King. I changed
the wheels from the spoke-type to chrome discs. Colors are white with blue and
red stripes near the bottom of the sides. The tops, underside, and suspension are
silver. The trailer roof and bottom edge are silver. The reefer unit is dark metallic
blue with semi-gloss battery boxes. All reefer lines are in proper location. Mr.
Charles Henry, Advertising Manager, Great Dane Trailers, Inc., Savannah, Ga.,
furnished pictures of an actual Great Dane reefer as a guide to aid in accuracy
and detailing.

251
Cd
10
Cd

side view of autho r’s Great Dane reefe r trailer. Note the chrom e plate d rear doors and the white mud flaps with blac k lettering.
Fig. 1 9-2. Rea r right
North Star Line decals are included in the kit.
 iNinn
azrrtKnn

Fig. 1 9-3. Author's 1/25-scale Ertl Great Dane van trailer. It’s a dry freight van and does not have the reefer unit or the chrome plated front and rear
doors. Cab colors are white with silver top and red underside and suspension. The spoke-type wheels are red with white rims. Ertl trailers can be

253
hooked to any 1/25-scale tractor A.M.T., Ertl, or A.I.M. conversions.
 ,-f
s.

pan el freig ht van. Col ors

Fig. 1 9-4. Aut hor’ s A.M.T. 1/25 -sca le Fruehauf bea ded
dec als are from M.C.M.
are silv er with red whe els and silv er rims. The Cro uch
r as a reef er van.
and are no longer available. A.M.T. also offe rs this traile

-r ' • •

flatb ed trailer. Colors

Fig. 19-5. Author’s 1/25 -sca le Ertl Gre at Dane extendable
/ 1 6 i n c h e s and 3 1 3/16
are red for the wheels and silver rims. The trailer is 1 9 3
t for binding loads.
inches exte nde d. Note small chains hanging o n the fron

254
 da
Fig. 19-6. Author's semi scratch-built Fruehauf flatbed trailer based o n an A.M.T. van trailer. The underside of the trailer is modified. Trailer colors
are red, red wheels and silver rims. The load of sheet steel is Plastruct sheet plastic.

255
Fig. 19-7. Author’s Great D a n e flatbed trailer being loaded with steel coils. The
fork lift truck is a1/25-scale. die-cast metal caterpillar by Gercha.

• Kef
g

Fig. 19-8. Caterpillar fork lift truck loading the third steel coil onto my Great Dane
flatbed trailer. Coils are strips of thin Plastruct sheet, stock coiled. Note the
chains, small springs, and t h e wood blocks used to secure the coils onto the
trailer.

256
Fig. 19-9. Author's 1/25-scale Ertl International Transtar CO-4070-A pulling a
loaded Great D a n e flatbed trailer. The load is two Ertl farm tractors in 1/25-scale
The front tractor is a John Deere 4430. T h e reat tractor i s a Massey-Ferguson
1155. The tractors are secured in place with small chains and springs.

■ ■' - : 7;

Fig. 19-10. Author’s 1/25-scale Ertl Mack DM-800 pulling a loaded A.M.T.
Loadcraft lowboy trailer. The load is part of a Petro-Chemical plant and is
constructed from large-diameter Plastruct tubing and various other Plastruct
items. The load is secured with small chains and springs. The Mack tractor color
is red with a black chassis. The trailer color is red. The large tank load is flat gray.
Note the wide load sign bn the grille guard and t h e danger flags on the bumper
ends. A wide load sign is also located on the rear of the tank.

257
Fig. 19-11. Author’s 1/25-sca le Ertl Internatio nal Paystar 5000 dump truck
converte d to a tri-axle version with a lengthen ed and modified dump body. The
load is gray Styro-foa m colored rocks. The rocks are model railroad items. The
truck colors are medium metallic green and white with a black chassis and silver
dump body. Wheels are white with silver rims.

Fig. 19-12. The same Paystar dump truck shown in Fig. 19-11 but with a load of
O-gauge model railroad coal. Many m o d e l railroad items such as coal, rock,
sand, and gravel serve as excellent loads for 1/25-sca le dump trucks.

Fig. 19-13. Author’s Ertl Mack DM-800 and an A.M.T. Loadcraft low-boy trailer.
The load is part of a heat-exc hanger made from Plastruct tubing and other
items. Note the chains and springs securing the load.

258
Fig. 19-14. Author’s 1/25-scale A.M.T. 1975 Ford F-350 pickup truck pulling a
loaded Ferree "tagalong" trailer. The trailer was scratch-built using an A.M.T.
low-boy trailer as a basis. Tires a n d wheels are taken from a 1/25-scale car kit.
The trailer features removable loading ramps. The pickup truck color i s Ford
ginger metallic. T h e trailer is "construction" yellow.

Fig. 19-15. Author’s 1/25-scale Ertl Peerless logging trailer. The trailer is super
detailed with bunk cables, lifing sling made from heavy s e w i n g thread. Air hose
and glad h a n d s are secured to the "reach" with hose caddies made from wire.
Colors are orange and white. The trailer can be used with any 1/25-scale logging
truck.

Fig. 19-16. Ertls 1/25-scale farm animals make perfect loads for livestock trail
ers. Shown are pigs, cows, and other animals are also offered.

259
Fig. 19-17 . John Dovak’s Ertl Intern atioal Payst ar dump truck equipped with a
s n o w plow pulling a " t a g a l o n g ” trailer . The trailer is Ertl’s John Deere -310
backh oe loade r.

Fig. 19-18. James Etter, American Industrial Mode ls, custom-built TrailmobileZ
van trailer s. The trailers are custom-built for Conrail and u s e d in‘‘pig gy-ba ck”
servic e (court esy Andre ws Photo graph y Studios).

Fig. 19-19. James Etter, Amer ican Industrial Models, custo m-bui lt TOFC Z van
trailer . T h e trailer was custom-built for Verm ont Railw ays and used in"prg gy-
back” servic e (court esy Andre ws Photo graph y Studi os).

260
 I
w

■'fe&

261
Fig. 19-20. Side view of Mark Savage’s Canadian Fracmaster oil field tractor-trailer rig.
 trailer with authentic
Fig. 1 9 - 2 1. Mar k Savage’s Kenworth oil field trac tor and van
Canadian Fracmaster logo. (See Chapter 1 4-Kenworth Fig. 14-24 and 14-25 for
The model is a perf ect exa mpl e of detailing and
a complete description).
ing rear hydraulic
changes that can be made to trailer kits. Mark added a work
fixed suspension, spare tire rack ,
loader, curbside door, rein forc ed bulkhead,
om made by Mark.
and sand shoes to the landing gear. Logo decals are cust

262
 Chapter 20
S p e c i a l Dmiteirest
Truck s a n d Equipment

During the process of collecting and sorting photos for this book, I
discovered what I term “special interest trucks”, and constructio n
equipment . These are in 1/25-scale and are perfect for display as
companions to model trucks. This ancillary equipment can add a lot
of realism to your model truck display.
Because I did not locate enough of a certain type or make for a
separate chapter on each one, I decided to lump them into one
special chapter. Included are fire apparatus, some constructio n
equipment , and a fork lift truck.
In the past A.M.T. offered three American La France 1000
series fire trucks: a Ladder-Chief aerial ladder, a Pumper, and an
Aero-Chief aerial boom type rig. Lesney A.M.T. lists one of these
rigs in the current catalog. It is the Ladder-Chief aerial ladder rig in
1/25-scale.
Years ago Aurora off ered a 1/32-scale American La France 900
series pumper. It was discontinued then later released as The
“California Fire Truck.”

Fire Trucks
Suitable fire apparatus can be built by adapting and converting
American Industrial Models, Mack, or other make cab units to
existing plastic kit chassis. Just about every truck manufactured has
or can be adapted to serve as a fire fighter.

263
Specialty Models
Models in this chapter are built by R. Dennis Fleming , Mark
Savage, John Dovak, Tom Manning , Stan Snyder, Fred Regan, John
R. Schmidt , Dick Hatch, Daniel L. Scherry, and me (Figs. 20-1 to
20-38).
Models featured in this chapter built by Daniel L. Scherry were
built as engineer ing studies. They all went to actual producti on,
except for the Dumpste r Digger. It made the rounds of about six
compani es, but was not accepted .

Material s

Most of Scherry’s models were built of aircraft plywood and

other hardwoo ds. He no longer uses wood. Althoug h he has built
cranes and dump trucks from brass and roofers tin, most of his
models are now built from plastic, because of its availabil ity and
lower cost. Even so, i t requires about $150 worth of material to
build a one-half inch equals one foot truck.

i
! t

Fig. 20-1. Author's 1/25-scal e A.M.T. Ford L.N.T.-8000 tractor and Loadcraft
low-boy trailer. The load is an A.M.T. Caterpillar D8H Bulldozer. Note the four
Plastruct m e n figures. Colors for t h e tractor are medium metallic g r e e n with a
black chassis and wheels. Wheel rims are silver. The trailer color is red with red
wheels and silver rims. Cat Dozer is "Cat yellow.”

264
 J

Fig. 20-2. Author’ s 1/25-sc ale A.M.T. Autoca r dump truck waiting for a load. T h e
loader i s a 1 /25-sca le G e s c h a die-cas t metal loader a n d is ideal as an access ory
i n your model truck display .

/ “ ‘ “■ •

■ "■ -■ '■■■
; >£< - >
-
■,S •- *' < : ? * -

■ ' - ’ ■: ■ . - ‘ ■- < ■ " <

■ '? X ' V/f. ’ ■ /v

■■■ - & . •

Fig. 20-3. Author’s 1/25-sc ale A.M.T. Ford L.N.T.-8000 dump truck being loaded
by a Gescha 1/25-scale die-cast metal Caterpillar “crawle r" loader. The loader is
ideal as an access ory in your model truck display.

265
 !
hoe
Fig. 20-4 . Auth or’s 1/25- scale Ertl John Deer e 3 1 0 back hoe loade r. The back
model
i s an ideal l o a d for a low-b oy traile r or can b e used as an acce ssory i n your
truck display.

X *

* -■-> Jt

•*

“Cat
Fig. 20-5. Author’s 1/25- scale A.M.T. Caterpillar B8H Bulld ozer. Colo rs are
dump
yello w” with flat silve r gray tread s. Mode l i s ideal for display along with
load
truck s, mixe rs, etc. in cons truct ion scen es. You can also u s e the doze r fora
on a low-b oy and flatbe d traile rs.

266
I

Fig. 20-6. Author 's 1/25-sc ale G e s c h a Caterp illar crawle r loader i n die-cas t
metal. It’s ideal in constru ction scenes a n d for a load on low-boy a n d flatbed
trailers.

; yr '’

Fig. 20-7. Author ’s 1/25-sc ale Gesch a Caterpillar front loader. It’s ideal in con
structio n scenes and for a load on low-bo y and flatbed trailers .

267
 • \ *
i

s Pumper.
Fig. 20-8. Author’s 1/32 -sca le A u r o l a Ame rican La F r a n c e 9 0 0 Serie
with silve r
It’s straight from the kit, with n o c h a n g e s . Colo rs are fire-e ngin e red
rims.

Ladder
Fig. 20-9. Auth or’s 1/25 -sca le A.M.T. American La Fran ce 1 0 0 0 Series
Note left
Chie f. Front w h e e l s are stee rable and doors are cut o p e n and hinged.
d flat tan.
door in o p e n position. Fire hose s are sect ions of n y l o n cord painte
Colo rs are American La France red with silve r r i m s .

La Fran ce 1000 Series Ladder

Fig. 20-10. Auth or’s 1/25 -sca le A.M.T. American
Chie f. The right d o o r i s i n close d position.

268
 HUMS HEMjy
liVt 8 ClH SM

Fig. 20-11. R Dennis Fleming’s 1/25-sc ale A.M.T. Ford-C -600 with standard
profile 6-cubic yard and single spinner sand body. Truck features scratch-built
steerab le front axle. Twenty-one millimeters were added to the rear of the frame
to accommodate the sander body. Body is scratch-built from styrene, brass,
aluminum, and other materials. There are two injection platforms, one in the front
and one behind the sander body. Colors are lime gold for the cab with red and
black sander body.
!

iwip
■

Fig. 20-12. John Dovak’s 1/25-sc ale Ertl International Paystar dump truck mod
ified into a highway department snow plow truck. The body is from an A.M.T.
Ford LNT dump truck. The snow plow is from an A.M.T. snow plow dump truck.
Colors are orange for the cab and body with a black chassis.
269
Fig. 2 0 - 1 3 . Tom Manning’s 1/25 -sca le Ertl Inte rnat iona l Pay star 500 0 converted
ch-built from vari ous
to a airport foam spre ade r truc k. The foam tank i s scrat Rus ty M a n
(courtesy
parts. Col or i s yell ow with black whe els and silv er rims
ning ).

•I

Ik

: Mobile Tower Crane,

Fig. 20-14. Dan Scherry’s three model cranes. Left to right
are in % inch = 1 foot and
Crawler Cra ne, Tow er Crane with a fixe d base. Cranes
are plastic construction. They are manually operated by means of small cranks at
the winches. Boom sections can be unpinned to vary the length. They are
designed to be average-size cranes and are available through E.M.A. in plan or
kit form .

270
 ■S' -7"
•’ > 1 *
f ff, || •
I fill®
r

9 i
■ *' Won X.

P,
12
iJ 4
a4

Fig. 20-15. Rear view of Tom Manning’s International Paystar 5000 foam
spreader truck. Note the Detroit Diesel at the rear of the tank for pumping foam
(courtesy Rusty Manning).

- •

I
k

Fig. 20-16. Dan Scherry’s (front to rear) Lorain 3-yard front end loader, Lorain
5-yard front end loader in % inch = 1 foot, Lorain 30-ton crane in inch = 1 foot
and Lorain 1-yard backhoe. The four models are constructed from aircraft-type
plywood and all movements are manual. The tires were special from Goodyear
and are no longer available.
271
Fig. 20-1 7. Dan Scherry’s D u m p s t e r Digger, a proposed self-loading dump truck
in 1 V2 i n c h = 1 foot. Construction i s primarily of aircraft plywood. The m a i n frame
is 2 inch pipe hinged in the middle since this is an articulated type truck. Tires are
taken from the front wheels of a riding lawn mower. Hubs are plywood with each
nut set in place to simulate the rims. It’s powered by a Allison 1 2 - V diesel with
Clark convertor and transmission. The truck i s shown loaded and i n driving
position. This is a really large model.
, •
•

$
I
q

Fig. 20-18. Another view of Dan Scherry’s Dumpster Digger dump truck in the
unloading position. Note the frame cylinders, transmission, hydraulic piping and
articulated joints. The vertical post in the center handled the turning and drum like
housing just behind it handled twisting movements. The model was approxi
mately 5 feet in length and weighed nearly 100 pounds when packed in a
shipping case that looked like a coffin.

272
Fig. 20-19. Dan Scherry’s Dumpster Digger dump truck model showing the
loading sequence via time-lapse photography. The cab swings to the side
hydrauljcally to give the operator a view to the rear.
I
F'
.x
;

■
-

Fig. 20-20. Stan Snyder's 1/25-scale Ertl I.H. Paystar converted to an oil tied
winch truck. The frame has been extended 2 feet in scale. The exhaust has been
split to accommodate dual mufflers and stacks. Winch boom and “headache* rack
are built to Shell Oil specifications.

273
 Fig. 2 0 - 2 1 . Stan Snyder ’s I.H. o i l
field w i n c h truck with boom in raised
position. Booms are made from solid
plexigl ass round rod. The winch is
contructed from parts found i n
A.M.T.’s Peterb ilt wrecke r kit. Colors
are yellow and black.

47
0
c
□

Fig. 20-22. Ertl 1/25-s cale Interna tional Pay Hauler 350 construction dump truck.
Features are detailed cab with hinged door, dump body raises through a 70
degree arc with detailed stress construction. Cab protector and lifting cylinders.
Power is a 16V71N-60, 1,134.8 cubic inch, 560 horsepower Detroit Diesel. It is
molded in construction yellow.

274
Fig. 20-23. Fred Regan’s 1/25-scal e Mack B-75-F pumper fire engine. Fred
adapted an American Industrial Model cab to a slightly modified Ertl M a c k
DM-600 chassis. The pumper body is from an A.M.T. p u m e r and has been
modified with many extra details added. The hose bed is filled with flat shoe laces
to simulate folded hoses. The booster and draft lines are real rubber. Other
features are flashing strobe light on cab roof. Red LED’s (light emitting diodes)
were added to the front and rear bumper to simulate warning lights. They are
attached to a flasher and really flash, front and rear at the same time. Model has
eight coats of yellow paint waxed with Johnson auto wax (courtesy Wolfinger
Photos).

t f*
ii‘
1?

Fig. 20’24. Fred Regan’s 1/25-scal e Mack B-75-F pumper fire engine with a front
power winch. With the exception of the winch it is built exactly the s a m e as the
model described in Fig. 20-23. It differs in color and is red with a white cab roof
(courtesy Wolfinger Photos).

275
Fig. 20-25. Fred R e g a n ’ s 1/25-scale Walter Crash Tender. The entire truck
including the chassis is scratch-built from plastruct s h e e t and structural shapes.
W h e e l s , tires, and a x l e s are from Ertl s Massey-Ferguson “Spirit of America”
tractor. A flashing strobe light is located on the roof and really works. A mini siren
and air horns are additional features, that really work. Color is fire e n g i n e red
(courtesy Wolfinger Photos).

Fig. 20-26. Fred R e g a n ’ s 1/25-scale brush and forest fire fighting rig. The model
does not have a prototype. It is Fred’s own idea. The entire model is scratch-built
from Plastruct. Wheels and tracks are taken from an army tank kit and adapted to
the chassis. Hose reels, exhaust stacks, and guards are from a fire engine kit.
The " c a n n o n " is operated from i n s i d e the cab, but the "flow of stream" can b e
adjusted and operated from the top of the vehicle under emergency conditions.
Fred selected the Los Angeles County n a m e because this apparatus would b e
u s e d to fight brush and forest fires. Color i s red (courtesy Wolfinger Photos).

276
 z

Fig. 20-27. Fred Regan’s 1/25-scale M a c k R-series rescue truck. It is based o n

an A.M.T.R-Mack kit. T h e frame was lengthened three inches. The resuce body
was scratch-built from Plastruct, as were the diesel fuel tanks. Diamond step
plates came from a fire engine kit. Note t h e flashing red light o n the cab roof,
sirens on the fenders, and the winch on t h e front b u m p e r . Color i s red (courtesy
Wolfinger Photos).

I
£

1J

Fig. 20-28. Fred Regan’s 1/25-scale Mack R series airport crash tender truck.
The body and other parts are from an A.M.T. pumper kit and was adapted to an
A.M.T. Mack R series conventional kit. All hose beds are filled with black shoe
laces to simulate real hoses. The hand suction lines are actually Plastruct tubing
covered with a type of rubber-vinyl material. Note bell and sirens. All lights
actually light and flash. Note also the winch and boxes on the front bumper. Color
is yellow (Courtesy Wolfinger Photos).

277
Fig. 20-29. Fred Regan’s 1/25-scale brush fire fighting truck, based on an Ertl
Mack D M - 8 0 0 chassis. The chassis was lengthened to accommodate a Tester’s
tank body. A front drive axle was added to create a 6x6 vehicle. The black frame
is called a brush-breaker cage. The cage is used to knock down scrub pine trees
and roll over them. The cage is scratch-built from Plastruct with a h o s e r e e l
added. The cage also protects the front wheels and tires. S k i d plates are added to
protect the undercarriage from damage. Color is red with black cage (courtesy
Wolfinger Photos).

Fig. 20-30. Fred Regan’s 1/25-scale Mack C cab fire engine. It is semi-scratch-
built using parts from A.M.T.’s American La France kit. The American La France
cab was radically modified with Plastruct to simulate a Mack C cab. Color is red
(courtesy Wolfinger Photos).

278
 Cv

,v
. ■*$; 7 *T ;■

s
' ■ X ' Z i'
r 7
■ ?'"■ A< 'X ■•'>'• ‘‘ - -I!

. .-'f ■-.■■ *''■■:

Fig. 20-31. John Schmidt's 1/25-scale Mack L Model pumper. It's an American Industrial Models Mack L cab with a scratch-built sheet styrene

279
pumper body. This is a fictitious rig as "Great Northern" at Erie, Pa. does not exist. Color is powder blue.
 > J

Fig. 20-32. John Schmidt’s 1/25-scale Mack B Model pumper. The cab is an
A.I.M. unit adapted to a plastic kit chassis. Parts from A.M.T.’s pumper body and
sheet styrene were used to construct the pumper body. Mattydale hose load
pre-connected to discharge of pump panel. Colors are red with black roof and
simulated Engine Company 23 of Chicago Fire Department logo.

Fig. 20-33. John Schmidt’s 1/25-scale A.M.T. American La France midship

65-foot aerial ladder rig. The cab and aerial ladder are from A.M.T.’s Ladder
Chief kit. Rear body is constructed using sheet sytrene and Plastruct fittings , etc.
Jacks on each side raise and lower. Six sets of ground ladders — 14, 20, 28, 40,
10, and 16 foot slide in under the aerial carriage. Five pike poles are contained in
the upper box under the aerial ladder and can be removed if required. Color is
powder blue.

280
 L •
'' ' - ,
j

t. *

Fig. 20-34. John R. Schmidt and some of his scratch-built fire apparatus models
i n 1/25- and 1/16-scale. John resides in Mt. Lebanon, Pa., and has been a paid
fireman for seven years. John is also an avid photographer with one of the largest
slide collections of fire apparatus on the East Coast.

<*■-. " ■‘<5

w a*,«

Fig. 20-35. Dick Hatch reveals how he scratch-builds an International FTCOF-

2070 five-man fire engine. In order to insure squareness and accuracy, as well as
rigidity, the cab is fabricated over a solid block of wood. The wood is preshaped to
the inside of the cab (courtesy Bob Roskuski).

281
Fig. 20-36. The roughed-out cab and scratch-built pumper body are test-fitted to
the chassis of Dick Hatch’s fire engine. At the time of this writing, Dick is still
working on the model. Research for this project included visits to a fire depart
ment and t h e taking of over 300 dimensions (recorded on 8 pages of drawings),
and borrowing t h e departments set of s o m e 25 p h o t o g r a p h s . Three I.H.
brochures and other information from the people who designed the truck at l.H.
design center have all been put to use. Dick notes that it requires research and
data to build an accurate scale model (courtesy Bob Roskuski).

load
F i g . 20-37. Dick Hatch’s Ford mobile home hauler truck i n 1/25-scale. It's based
on a n A.M.T./L.N. Ford kit with m a n y modifications. The chassis was shortened
and a single rear axle was added. Cab steps are scratch-built and shortened
shorter fuel tanks are used to conform to the truck’s short wheelbase. The rear
truck fenders are a l s o scratch-built. Note the extendable mirrors, rotating light on
cab, and oversize load sign (courtesy Bob Roskuski).

282
 ■

Fig. 20-38. R e a r v i e w of Dick Hatch's mobile home hauler. Note the scratch-built
parts and equipment boxes, adjustable rear hitch, and trailer wheels. Colors for
chassis, wheels, fenders, and hitch is Testers competition orange. C a b , front end
and equipment boxes are Pactra camouflage gray (courtesy Bob Roskuski).

283
 Index

N
A Chevrolet’s latest offer

rfr xt 0)
N
A.C. Bulldog, Mack’s 14, 190 range of engines
Accessories 25 Blueprint Replicas

Si t
Aerial ladder truck, by Mack 1 90 Bodies
Aerodyne, Kenworth’s 175 Bomber nose assemblies

CO
Airplane engines, out by Ford 113 Bow-tie emblem
American Industrial model story 15 Brockway, developing 6 ton

<0 CD CO
O r— r-
Amphibious landing craft, chassis truck
made by Ford 113 golden anniversary
A.M.T.’s Caterpillar D-8 Huskie
Bulldozer 250 i n t r o d u c e d cab-over-
GJ O
CD CD

gasoline tanker 250 e n g i n e series

Antique trucks 14 manufacturing a crane truck
Architect’s triangular scales 30 manufacturing class B
0)-axJ(jiANWC0
O) 01

Armored personnel carriers, made by military truck .

Ford 11 2 model trucks
30 300 series
0)

Assembly, after painting

Aurora 11 Bruin, Chevrolet
N

Fords 11 features
CO hJ

Auto Buggies 156 Brushes, paint

Wagon 1 56 B series, Mack’s
Autocar 243 B-24 Bombers, out by Ford
A-64-B tractor 51 Bude & Cummins Diesel engines
COCO

D.C. -9964 dump truck 51 optional offer from Mack

Bulldog emblem
O

model trucks 51
plastic truck kits 51 Bumper to back of cab, new
concept from Mack
B
Balsa wood 249 C
Cabs, C.O.E. 62
Bison 74
285
 o v e r - e n g i n e s e r i e s , first Fillers 27
i n t r o d u c e d by Brockway 62 Fire engines, Mack’s line of 190
Car, low-priced 108 trucks 263
Cargostar, International truck 157 Fleetstar, International’s 157
Cements 25, 26 Ford, developing a low-priced car 108
liquid type 26 four-wheel drive vehicle 112
Centaur 8 3 , 84 Jeeps 113
Centurion 83 in the truck b u s i n e s s 109
Century 8 3 , 84 manufactured military
Chevrolet Bison 1 4 , 74 equipment 113
Dragfoiler 74 model trucks 113
first to introduce 6-cylinder pick-up truck 12
engine 74 V-8 engine 111
fuel economy 74 Ford’s CL-9000 113
line of trucks 74 Delivery Van 108
model trucks 75 F series, best seller 113
Titan 74 Louisville series trucks 113
2-ton stake body truck 12 L series trucks 113
2 types of B i s o n 74 Model AA truck 110
Clamps 26 Model A car 110
Class 8 trucks 14 Model B B 111
Clipper 1 0 0 cab-over-engine Model T 1 08
highway truck 145 Model T, ceased production 109
C L - 9 0 0 0 , F o r d ' s b i g g e s t cab- new truck 109
o v e r - e n g i n e truck developed 1 1 3 W-series tractors 113
C.O.E. cab 62 Ford trucks, advertising 111
Commercial vehicle 49 C-900 style 14
Contour-Cab 192 Freightliner 14
Crane Carrier model trucks 84 cab-over 14
truck, made by Brockway 60 first & foremost truck 126
Cruise-Liner, Mack’s model 197 manufactures own parts 126
C series, Mack’s 194 model trucks 126
first truck built 125
D F series, Ford’s best seller 113
Mack’s 1 9 1 , 193
CO 00 O) 0) N co
O 00 CO CO 00 r-

Delivery V a n , Ford m o d e l
Diamond Reo’s G i a n t Fuel economy, big with Chevrolet 74
m o d e l trucks
only hand-made truck G
Diamond T trucks G a s o l i n e tanker, A.M.T.’s 250
Die-cast metal truck kits General, G.M.C.’s 134
Diesel engine, development Motor, o n e of Big Three 134
b y Mack 191 Giant, n e w Diamond Reo model 88
DM series, Mack’s 196 one p u r p o s e vehicle 88
Dodge automobiles 97 Glider kits 175
m o d e l trucks 98 G.M.C. General 14, 134
L-700 cab-over tractor 13 model trucks 135
Dragfoiler 74 trucks, vital role in WW 1 133
G.M.C.’s 134 G.M.C.’s Astro 95 134
Dremel tools 26 Dragfoiler 134
Drills, hand-held 26 General 14, 134
Gravel dump trailer 13
E Great Depression 111
Emery boards, finger-nail 26
H
Hand-made trucks 89
F
Farm m a c h i n e r y 250 Hayes’ Clipper 1 0 0 cab-over-
engine highway truck 145

286
 logging trailers 146 highway tractors

F0K)rO-*- *(D(D(D(D C0(D

model trucks 146 Number 1
produced variety of R F model
equipme nt 145 R series
p r o d u c e d v a r i e t y of Super-Lin er

-x
i n d u s t r i a l equipme nt 145 U series
Highway pumpers , by Mack 190 M a c k D.M. -800 tractor
tractors, by Mack 192 -600 tractor
Huskie Drive, n e w power

no no
63 Marmon- Herringto n Company
concept model trucks
I Masking tape

-x -x no
Internatio nal Fleetstar 2070-A 158 Milk tanker, Testers’
model trucks 158 Model A , features
Internatio nal's Cargosta r 157 A , Ford's n e w car
• Fleetstar 157 AA, features

-l
AA, Ford’s n e w truck

no -a -u
Loadstar 1 57
Paystar 1 57 BB, Ford’s new truck
S series 157 specialty
T, ceased productio n

-k
J T, Ford
John-Dee re b a c k h o e 250 Model trucks, Autocar
plows 250 Brockway
Chevrole t
K Crane Carrier
Kenworth s 11 Diamond Reo
Aerodyne 175 Dodge
a list of firsts 174 Ford

-k
features 175 Freightliner
options 175 G.M.C.
produced military vehicles 174 Hayes
W-900 1 75 International

-x
Knife, X-acto 26 kits, accessor ies
kits, parts
L kits, past
Loads 250 kits, present
Loadstar , International’s 157 kits, sources
Logging trailers, by Hayes 146 Mack
Louisville series, Ford trucks
no no
113 Marmon
L series, Ford trucks 113 Peterbilt
post war demand
M White
m

lack, line of fire engines 1 9 0 M - 1 A 1 wreckers

model trucks 197 M - 1 wreckers
-x

R-600 cab unit 1 5 Motorific motorize d trucks

7-ton truck 12
truck, built like a 190 P
Mack’s A.C. Bulldog 1 4 , 190 Paint brushes
B.B.C. series 193 Painting
bumper to back to cab preparation
concept 193 tools
B series 191 Paints
Cruise-Liner 197 enamel
C series 1 94 lacquer type
-x

D M series 196 Paystar, International’s

“8

FL model 1 9 6 P.E.P. campaign

ro

F series 191, 193 Peterbilt model trucks

287
 talked with drivers 229 T
359 Conventional Testors’ milk tanker

CM T-
Qr-
ID 0)
C a l i f o r n i a hauler 13 Thermodyne Diesel Engines
Pliers 26 Titan

Nb-CMCM
■ Trtnr>»O)NN
Plywood 249 Chevrolet m a k e
P o n t o o n truck, m a d e by Brockway 60 Tools
Powerline C.O.E. 126 painting
Primer 27 Trailers

CM T~ 1-
Progressive Expansion Program 63 Transtar line

tntnr-tOCDCM
Putty 27 trucks
Trucks, antique
R fire

CM
cna)CD
R e a p e r s to trucks, from 155 hand-made
R e o trucks 87 Tweezers
Speed-Wagon '• 8 7
Revel I 11 U

CO
Road Boss 2 , White’s 243 U series, Mack’s

0)
Commander, White’s 243
Xpeditor 2, White’s 243 V
R series. Mack’s 196 V-8 engine

r- (0
T- CM
Rulers 26 Vises, p i n -

S W

o> co tn cm
Sandpaper Waxing

CM ’M* CM TT
CM CM CM CO CO
n tn co o

Saws Western Star

CM t- CM
Scales White-Freightliner
architect’s triangular gas powered vehicles
dimensions
o

manufactures under
Sherman tanks, turned out by 3 names

CM CM CM
COCOCMCMCOCOCDincO
Ford 112 m o d e l trucks
Side cutters 26 produced military vehicles
Six-cylinder e n g i n e , first 3022 Pay Load tractor
introduced by Chevrolet 74 White’s Road Boss 2 CM CM CM t-
Snap-Tite trucks 14 Road C o m m a n d e r
Specialty models 264 Road Xpeditor 2
S series, International trucks 157 W-900, Kenworth’s
t-

Super-Liner, Mack’s model 197 W series, Ford tractors

288
cl &