The Stovebolt Site Forums The Parking Lot Tons 'o Fun Canadian models versus US models

I just brought home my 1949 1 ton cab and chassis truck. I've been browsing through the Tech Tips on this site, and in particular the 1949 manual. I've noticed my truck is slightly different then noted in the manual as my frame is the same length as a 4100 C & C, but is 1/4" thick in lieu of 7/32. I also have the auxiliary springs, which are shown as being available for the 4000 series and higher. I'm wondering if there were differences between the Cdn vs US made models, or did GM consider the published information more as a guide rather then a specification, or did they make special runs if enough customers/farmers requested something? This truck came from Manitoba and may have been made in a Western Canada plant.

I also have a bunch of Gravely two wheel tractors and have found that the factory information is more of a guide rather then a rule. They kind of did what they wanted when they wanted despite what the published literature said. Thx.

likely made in Oshawa, should say on ID tag ... published specs are correct, not just a 'general guide' but a record, and yes CDN and US trucks are different in a variety of ways and none of the US documentation really applies - you'll have a tough time finding the CDN versions, but there are some out there

Bill

How clean is the metal where you are measuring? It doesn't take much dirt or rust to add a 32nd to the dimension.

If it really is 1/4-inch I want a Canadian frame for mine!

Hooray! another Canadian One Ton! They really are tons of fun.

What other differences have you noticed? My GVW is lower than the American truck. Thats only a guideline though!

Oshawa it is. I didn't check the tag, but the Regina GM plant stopped civilian production in 1941 and never resumed after the war.

Metal is like the day it was made and measured .250" (+/- a few thou.) in a few places with my Starrett dial caliper making sure not to measure any burr that might be present on the edge of the metal. I've worked with steel, brass, bronze, copper, aluminum, and stainless steel for the last 30 years, so am quite familiar with measuring material. But, out of curiosity I'll check it again next time I visit the truck in storage. The heavier gauge frame would make sense if the auxiliary springs were factory installed rather then installed after delivery to the dealer. However the auxiliary springs do appear to be factory installed as the angle stops on the frame for the helper springs have been cut on an iron worker rather then by saw or torch. Also the angles are bolted to the frame rather then welded, which I'm sure would be the attachment method of choice for an aftermarket installation.

My GVWR is only 6700Lbs. I would have thought it would be more with the heavier frame and springs. Mind you, that still leaves somewhere around 3000Lb rated capacity.

Yeah, that's what my GVW is. I believe in the USofA, the GVW for the same truck is #8800. I would think thats only a guide line. I was told my truck was used to haul 110 bushels of wheat per trip, thats about 6000 lbs. I know with the box on my truck, filled with gas, I'm only supposed to haul a ton. I have put in 4800lbs before, and the spring weren't flat. In fact, it rode like a cadillac.
I'm sure the frame on mine matches the factory specs, well, I know it does. I have a canadian shop manual and updates.

There was, I don't think, any welding done on these frames. All the spring hangers and such were riveted on. I would think that bolts would be aftermarket, or a repair. I could be wrong, as I am all the time!

the 6700 GVW is a "basic" equipped truck, 8800 is with the "auxillary spring pak" and the GVW ratings were specifications not 'guidelines', just ask the DOT guy who pulls you over with the portable scales in his truck and "1 ton" is a nominal category, not a weight carrying limit

GVW has been discussed here been a number of times, the only thing about the frame that influences it is the presence of long gusset plates rivetted outside the rails from just under the cab to the front hanger of the rear spring ["1.5T" frame becomes a 2 or 3T], otherwise it increases with tire size and addition of the aux spring pak, which because they were optional, could be bolted

Bill

Yes the GVWR is really about taxes. One of my former co-workers owns a fairly new Chev K2500HD extended cab which has a GVWR on the ownership of somewhere around 6,000 Lbs (I can't remember exactly what it was). He was pulled over by the MoT and given a warning for being over weight while hauling an EMPTY car trailer. The MoT guy told him he would be over the GVWR if he had no trailer but three passengers in the cab! The MoT guy told him he needs to change his ownership to reflect a higher GVWR which = a higher licensing fee and possible annual inspection depending on the GVWR declared. If I remember the advertising, these (or the 1500's ?) trucks have an actual GVWR of 10,200 Lbs, which would be on the border of light commercial in Ontario and require no annual inspection, but would have a higher license sticker fee. I believe up to 7200 Lbs has the same license cost as a car. If it wasn't about taxes there would be no extra charge for higher GVWR. And in Ontario the condition of the roads indicates to me that license fee and road taxes are not applied to the roads.

Mr Lang, would it be possible to let the forum know what the frame specs are for a model 1433 truck? My frame is ~210" long including the extensions at the back. Thx.

I'll have to look in my tidy truck filing system. Its a pile really. I'll look tonight.

The GVW for the Canadian ADs vary according to the wheel/tire combinations that they came with. My GVW is 5700 because it came with six ply tires on 17" rims. The US trucks had higher GVW for the same configurations, in some cases.