We are the
second owner of the 1947 GMC two-ton truck.
Our neighbors bought it brand new. World War II years were good years
for the farm economy. Commodities were
in demand and the prices were high.
Farmers had money—but not much to buy, particularly in the field of
equipment. All factories were converted
to producing war materials. Farmers
bought a lot of new equipment when it became available eafter the war.
Thus the ’47 GMC came to our
neighborhood. When we got it in the
mid-fifties, it was a cripple.
It looked a
little strange when it came to us. The
grain box sat five or six inches behind the cab, instead of the normal separation
of an inch or two. Between the cab and
the front grain wrack stood two hydraulic cylinders about three inches in
diameter and about four to five feet long.
They were attached to the front of the truck bed and provided the
hoisting function for the truck bed.
The hoist was
powered by a six volt electric motor attached to a hydraulic pump. To raise the bed, you closed a valve and
pulled a switch similar to the headlight switch on older vehicles.
There were two
problems: The front end hoist could only
raise the front of the bed four or five feet, not high enough to empty the
grain out of the truck bed. And, the six
volt motor didn’t have enough power to raise much of a load.
The lack of a
functional hoist wasn’t too big of problem.
In those olden days, a lot of farmers still hauled their wheat to town in
a pickup. The grain elevators still had
a hoist that would raise the front end of a pickup high enough to let the wheat
slide out of the pickup box.
The routine was to
pull off the scale and into the elevator proper. At the front of the passage was the
hoist. A couple of ramps led the pickup
front tires up and down onto the hoist platform. The high end of the ramps acted as chocks
that wouldn’t allow the front wheels to roll back off the ramp platform.
If the tailgate
of the vehicle being emptied wasn’t positioned over the grate of the elevator
pit, the hoist operator would raise the front wheels off the ground a few
inches. The farmer could pull his
vehicle forward or backward to get it right.
The elevator’s hoist was suspended by heavy cables to two big wheels or
pulleys on tracks overhead that allowed the hoist to move horizontally with the
vehicle being emptied.
The tailgate
came down and the elevator operator would raise the front end of the vehicle
until all the grain could slide out. The
front end came back down and the pickup would clump over the hoist platform out
of the elevator and back to the scale.
The elevator’s
hoist was strong enough to raise our truck.
That worked well until one day a greenhorn was manning the hoist. He raised the truck up, then up some
more. The back end of the truck bed
touched the cement. He raised it one
more time. The rear wheels started to
come off the ground. Then there was a sound
of splitting wood and the guy quickly let the hoist down a bit. But it was too late. The two wooden stringers that provided the
support for the truck bed and also rested on the truck frame when the bed was in
the down position had cracked along their length.
The GMC truck
made one of its many visits to the shop of Ed Berridge, the local mechanic,
welder, blacksmith, Mr. Fixit of all things mechanical. Ed affixed two steel plates to the cracked
stringers to support them and keep them on the job. He would also redo the hoist.
He used the same
two hydraulic cylinders that were sandwiched between the cab and the bed. He put them under the bed, mounted on a shaft
that he welded to the bottom of the truck frame and attached the piston end of
the cylinders to the underside of the bed.
He replaced the puny six-volt motor and pump with a bigger pump
connected to the power take off from the truck’s transmission. He moved the bed closer to the cab.
Now the truck
engine drove the hydraulic pump. A rod
coming up through the floorboards of the cab shifted the PTO shaft into
gear.
To raise the
hoist, shut the valve, pull the PTO into gear, release the clutch and give the
motor a few rpm’s. No more front wheel
elevator hoists for the old GMC.
Good thing, too,
for over the years, those hoists hanging from grain elevator ceilings have
disappeared. As truck beds got longer
and longer, the old hoists, raised up as high as they would go to get them out
of the way, still got in the way of the front end of a 20 foot truck bed raised
to dump its load. So the hoists were
removed. No more raising pickups to dump
them at the elevator. Pickup farmers had
to become truck farmers.
It wasn’t the unorthodox
hoist that made the GMC a cripple, however.
It was a jagged scar running down the side of the engine’s cylinder
block, a scar left by nickel welding rod.
In those olden
days, farmers used water for engine coolant.
After all the work was done, sometime in September, they would store
truck (and tractor, too) for winter and drain the water from radiators and engine
blocks.
In the case of
our GMC, Chuck, the previous owner, awoke with a start one frosty October
morning and said, “I forget to drain the water from the truck!” He drained the water then, but it was too
late. The water freezing in the narrow
cooling passages of the truck’s engine block expanded and forced the block to
crack.
Ed Berridge to
the rescue. Ed welded the crack, did a
masterful job, and the water no longer leaked down the outside of the
block. It still leaked on the inside, however,
leaked into the crankcase, into the motor oil.
When we got it,
if the truck sat for a few days, it was necessary to drain the water out of the
engine oil before starting. With wench
in hand, you crawled under the truck, loosened the drain plug in the bottom of
the pan. It was a little bit of an
art. If you turned the drain plug out
until it was hanging by a thread or two, the water, heavier than the oil, would trickle out. When the water was gone, the oil, thicker in
viscosity than water, would be more reluctant to exit.
That worked well
if you judged things correctly. If you
misjudged or got into a hurry, the plug came all the way out. Water and then oil came out in a rush. The effort to get the plug back into place
ended with a fistful of motor oil if you were lucky, a sleeveful if unlucky.
Dad tried a
number of radiator additives to seal the internal crack, but none of them
worked. The day came when the engine used oil and didn’t have much power
anymore. Time for an overhaul. But there was no need to put money and time
into an engine with a cracked block.
Another neighbor had a good idea.
He had an old engine block, not quite the same, a few years newer, a bit
larger, but otherwise with the same dimensions.
It used the same head, bell housing, etc. With new pistons, the neighbor’s block would
work. The price was right. We could have it if we came to get it. Dad got it.
There was a
problem. The neighbor’s block had lain
in the dirt for a few years and was in pretty bad shape. Dad thought it would be okay if he took it to
Ed to have it “boiled out”. When Ed looked
at it, he said in his inimitable mutter, “[When they] look like that, we
usually throw ‘em away.” But he threw it into his solvent tank for a day or
two, anyway.
Dad took on the
job of overhauling himself. Late that
fall, the old truck got worked into the school house shop somehow. It was a tight fit all the way around. Dad bought new pistons and rings from
Montgomery Wards. There were a few
adaptation problems with the “new” block, but eventually it was all together
and backed out of the shop.
At harvest
time, the rebuilt engine developed an ominous double knock that meant only one
thing: a rod was “going out.” What to do?
We had traded the old ¾ ton Ford for a smaller ½ ton International. There was no way we could haul all the wheat
with that.
We decided we
would drive the truck slowly from field to bin without damaging the engine further. That worked until the bin got full. The old truck chuckled around field and bin,
never getting out of 2nd gear.
Perhaps that is how it got the nickname of “Chuckle Truck.” We were down to the last resort, piling wheat
on the ground.
So it came to
pass that the truckers, Brother John and I, started a pile on the ground, on the
short buffalo grass. We had a pretty lengthy
pile when it happened. I raised the
front of the bed a little too high. The
load shifted to the back of the bed. The
weight all on the back end of the truck swung the front end of the grain box up
in the air so high that the pistons came out of the hoist cylinders.
The pistons
swung back and forth suspended from the floor of the bed. The top end of the cylinders fell to the
ground and commenced draining their oil on the grass beneath the truck. John jumped into the back of the truck and
began shoveling wheat over the tailgate.
I tried to prop up the cylinders so they wouldn’t drain all the oil out
onto the ground, but lacking any thing to use for a prop, I knelt beneath the
truck and held the cylinders up by hand.
After shoveling a
while, John jumped out of the back of the truck. With his weight gone, the front end of the
bed outweighed the back. Down came the
bed in a rush. The piston on my side of
the truck embedded itself about six inches into the sod. On its way down, it came very close to me. My first inclination was to look up to see
how close I came to being cold-cocked by the truck bed. A few moments later, I began to wonder about
the result of being in the path of that descending piston that stuck itself into the ground.
There was no
moving the truck with the hoist rams stuck in the ground. We propped up the cylinders with a 2 X 4 or
two and left to tell Dad. I think we
studied the problem over dinner. The fix
involved using the Farmhand to raise the front end of the truck bed until it
was high enough to get the piston rams back into their cylinders. I don’t know exactly how that was done, or
how the bed was let down slowly enough to get the pistons on both sides lined
up at the same time to get them back into their proper place in their cylinders.
I wasn’t there
when that all took place. I don’t
remember why, but it might have had something to do with my mother’s Adams
apple bobbing, her hand to her lips, her face paling a little when she heard
the story of the truck bed coming down with me under it.
Anyway, the hoist
was restored to normalcy. We finished
the harvest without a repeat of the over-balanced truck bed. We were very careful not to raise the bed too
high. After harvest was finished,
another neighbor lent us a truck to haul the wheat off the ground into town.
The GMC limped to
town to Ed’s shop. Ed reoverhauled the
engine, replacing the failed rod bearing.
He determined that we had not cleared all the oil passages of the dirt
and rust, so the failed rod bearing was not being oiled properly. He took care of that.
He also made an
addition to the truck bed. He welded two
lengths of old roller chain to either side of the truck frame and the bottom of
the bed. He called them snub
chains. When the front end of the truck
bed gets so high, the chains come to the end of their length and prevent the
bed from going any higher. No more would
the bed get over balanced and pull the rams out of the cylinders. When the bed is down in its normal position,
the two chains hang looped beneath the truck bed in front of the rear axle like
a couple of dangly ear rings slightly out of place.
Since that trip
to Ed’s shop, the old GMC has run fine.
It sits in the shed with its third engine, its revamped hoist, with 34,885.7 actual miles. They have been hard miles,
mostly in stubble fields, dirt paths between fields, gravel roads, with few
miles on paved roads. If it could talk,
it would probably tell of endless hours of boredom sitting in various
sheds.
It could tell a
lot of interesting tales, too, some of them rather scary.