The Stovebolt Site Forums The Shop Area Engine Shop Differences between 1/2 ton and 1 ton

Can someone please explain to me what the real differences are between a one ton and a half ton AD? I can see the the bed is longer and that the axle in the 1 ton isn't a torque tube and the rear axle is different but what am I missing?
Someone asked me and I really couldn't come up with more than that. I have a one ton I'm using for cab parts and a friend wondered why I wasn't just working on the one ton. I hate people who open up my cans o' worms before I get to them myself.

Thanks

What kind of AD truck does your friend own ?

Same (assuming both are either Chevy or GMC): Body, fenders, grille, sometimes engine and trans, some electrical, most interior parts.

Different (same assumption as above): Springs and all spring hardware, axles, brakes, wheel parts, driveshaft, bumper hardware.

This is just a partial list off the top if my head, I'm sure others will add to it. There are significant differences between Chevy and GMC of the same year. They used different engines/cooling systems/grounding; the bodies had minor differences as well (e.g. hood shape, dash layout).

I would guess you already know that one difference is the 1 ton will haul more....Fred

My friend doesn't own the one ton, I do. It has a decent 3 window cab and a reasonable set of fenders, hood and grill (for a Wisconsin truck). I got it before I found a 5 window half ton- which is in slightly rougher shape.

It's a Chevy, I think it's 50 or later but know it's under 54.

Can most of the suspension modifications and axle swaps done to a half ton cross over to a 1 ton application?

You folks are great, knew this was the place to get quick answers

I understand that you own the one ton, not your friend. I was just wondering what his qualifications are to be questioning your choice of which truck to restore..

He has no qualifications other than that he has a different view of things in general. I had once mentioned to him that after all is said and done on my restification that it will still be a truck and things will be hauled around in it. Noticing the obvious size increase in the bed he asked why I didn't go with that. I never really thought about it that simply and other than the fact that it doesn't have a 5 window cab (which I can change) there's actually less wrong with the one ton.

I just wasn't so sure if I could swap in an IFS on a one ton, or do a rear axle swap and never looked into using the one ton chasis- now I am.

It is not impossible to make modifications to a one ton chassis. Pretty generally though, you will find more readliy available IFS kits, disk brake set-ups, etc to fit the 1/2 ton trucks..

I thought Phat preferred the 3/4 ton frame for IFS installation. Would that also apply to the 1 ton? (members closer together or something like that)

According to the factory assembly manual the frame on a 1 ton is longer than a 1/2 ton, and there are more cross members.

You will find many differences in the running gear and the frames are diffrent in shape and dimensions. You can buy almost every part new for the 1/2 Ton, but not the 1 Ton.

Now on the front fenders, I have been getting two different stories on that. Some will tell you that the fenders are the same and some will say that they are different. I noticed that Jim Carter had an AD fender for sale on Ebay that was described as fitting the 1/2 Ton and 3/4 Ton. I would be interested to know if your fenders measure out the same. I know that my 1 Ton is wider at the front than the 1/2 Ton, including the bumper.

As far as swapping IFS and other drive-line mods to the 1-ton, consider the following:

The 1/2 ton pick-up is sort of "stand-alone" as far as the frame & running gear goes.
Six-lug wheels, smaller brakes, axles, kingpins, Torque-tube driveline w/ 4.11 rear.

The 3/4 & 1 ton share lots of running gear parts -front axles, kingpins ,brakes, etc are the same until you get into the one-tons running 18" or 19" rubber, which have the Budd wheels and the hub adapters on the front; eight-lug wheels, open drive shaft, etc.
Rear-end ratios are usually 4.57 for the 3/4, and 5.13 for the 1-ton, however, it is the same axle housing, and you can do punkin' swaps to change the ratio...same punkin through '72; lowest ratio was 3.73 (?).
If your 1-ton is a pick-up, then it probably has the 9-foot box...running boards are scarce, but box hardware is the same for all pre-54 pick-ups; I think it's a neat looking truck (but then I prefer long-boxes).
If you're thinking about IFS for the 1-ton, you'll probably want to use a set-up that would allow you to use eight-lug wheels (same as your rear axle); most 1/2 tons get some sort of transplanted car IFS, with their five-liug wheels.
Also, most 1-tons P.U.s I've seen have 17" wheels; again- neat look, but rubber is a little more expensive.

Ultimately, I'd personally be inclined towards the 1-ton; especially if it's more intact.
EVERYONE seems to have a 1/2 ton....

(Am once again playing "Dr. Frankenstein" and am thinking of building the "ultimate" "stock" AD uber-truck, and plan on using a 1-ton PU for the platform.... )



Enjoy your trucks!

Frank54- I happen to agree with you on the looks of the longbed- it just looks better to me than the runty little short box on the half-ton.

Unfortunately for the sake of cost and a one year deadline I think I'm going to have to go with the 3100. I'd love to build the 3800 figure out a swap to keep a robust suspenssion but I just can't commit the time it would deserve.

The ADs are still great trucks and I gues a half-ton of great is still a whole lot when you think about it.

The front axle, king pins and brakes are diferent for the 3/4 and 1 Ton, than the 1/2 Ton. So are the wheels. I have not seen an IFS setup with 8 lug wheels. You can buy brand new brake drums for the 1/2 Ton but not for the 1 Ton.