Time to take a look at the next truck here in line at the Official CC Truck Lot, and a gem it is. This Diamond T Model 323 is quite likely the rarest of the whole bunch. My search of the web brings up little on this truck, so I’m going to have to piece together a bit of history on it as best as I can. I’m not even sure of the year (I forgot to shoot the manufacturer’s plate), but it seems that the 323 likely appeared in about 1953, a successor to the similar 322 that first premiered the new cab style in 1950 1/2. Diamond Ts had a legendary reputation, as being particularly well built trucks. And I did dig up some specs on its engine that reinforces that. But first, a bit of Diamond T history, and a glorious one it is:
Chicago-based Diamond T started out as a passenger car maker in 1905, but switched to trucks in 1911. Like most small to medium independent truck makers, Diamond T bought proprietary engines, such as Continental, Waukesha, Buda and later Cummins diesels, as well as other main running gear components. But the quality of Diamond’s frames, cabs, and construction was always at or near the top of the crowded field.
Diamond T was often called “The Cadillac Of Trucks”, and its reputation was really burnished in WW2. Their large 4×6 prime mover 980/981 trucks were snapped up by the British Purchasing Commission, and went on to become the most famous tank transporters ever.
Powered by either a 895 CID Hercules diesel six making 180 hp, or the legendary 240 hp Hall-Scott 1090 CID “440″ gasoline six, the 980 could pull a loaded trailer of up to 120,000 lbs. Top speed was 23 mph!. But their legendary durability and power made them an evergreen, and some were in military use as late as 1971.
After the war, surplus units were snapped up for the legendary road trains in Australia, like this one with at least seven trailers. The driver of this one said the top speed of 17 mph drove him nuts, and he had to find a faster-paced line of work. The 980 also became a well loved and immortal machine in English heavy haulage and wrecker service.
I got distracted, but the 980 does tend to do that; one of the all-time classic big trucks. On the other end of the size scale, Diamond T’s 201 pickup from the late thirties was their smallest offering, and is a highly coveted collector’s item, and competes with the Reo Speedwagon pickup in that category.
After the war, Diamond T dropped out of the pickup market, because its prices were to high compared to the mass manufacturers, a trend that soon wiped out all the independent pickup makers, analogous to what happened with passenger cars. That eventually happened with this 323 too, and Diamond T ended up building large trucks until 1967, when it was absorbed by White and eventually married to Reo, to create the Diamond Reo brand.
Our featured Model 323 truck was the smallest model with the new look cabs (Update: these cabs were sourced from International), and is a one and a half ton truck in terms of its general class rating. Its actual load capacity might have been higher, depending on how it was configured.
It sports a pretty long frame, and a dual rear wheels, as well as a two-speed rear axle.
For those of you not familiar with two speed axles, here’s a closer look. This one is an Eaton, but a number of manufacturers made them. We’ll discuss their operation in one of the later Truckstop Classics, but the joy of splitting gears without hearing the axle grind was one of the compensations of truckin’.
Too bad about that dinged grille. These are very rare trucks now, and good luck finding replacements. But anything can be fixed, one way or another.
Let’s lift up that toy-truck like hood, and see what’s hiding there.
Like Reo, Diamond T built its own engine for their smaller trucks, and relied on suppliers for the big ones. This is their “high output” OHV six, that appeared about the same time as the 323. Like everything Diamond T did, it is a very high quality piece, with features not common on the typical passenger-car based sixes in most small-medium trucks. (Update: thanks to an astute commentator, we now know that this engine is a Nash, as used in the large Ambassador).
This (Nash) engine has 252.6 CID, and was rated at 113 (net) bhp, at 3600 rpm, and 216 lb. ft. of torque. It was constructed with seven main bearings and a fully counterweight crankshaft, which the Big Three didn’t see fit to do for another ten years or so. The intake manifold is an unusual two piece affair.
The shaft that extends from the back of the generator drives a little pump, and that looks like a heater hose coming out of it. I’m guessing it’s a heater circulation pump, but I could be wrong. (Update: it is the water pump for the engine)
The Nash engine’s design goes back quite a ways, and that water pump location is not unusual for its vintage.
The cab looks a bit worse for wear, but nothing that a bit of TLC couldn’t fix. It certainly looks like a runner otherwise.
The frame is a bit long and too light of capacity to make a nice little dump truck, but this would once again make a terrific RV, with a vintage trailer or a custom body on the back. Or how about a food-cart truck, with some class? Diamond T-burgers, or tempeh, depending on which part of town you want to feed.
WOW What a find, could be kinda hard doing splits with the monkey on a pole hanging on the steering column, that would need remounting The pump at the back of the generator is the water pump there appears to be none behind the fan but what a neat truck a competent panel beater could sort the grille, that and a tidy up inside and off you go it would make an awesum house truck or RV. I see it has a hockey stick exhaust manifold why would a cheap and nasty Ford trick like that be there those were a curse on english Zephyrs a real power restriction seems odd to be on an otherwise well designed motor.
I began to suspect it’s the water pump too; odd!
Water pumps werent compulsory and lots of cars just used thermo syphon back when radiators were tall the engine design may predate the truck by many years?It looks like an accessory pump . Ive driven through the middle of Aussie its one hell of a long way think Canada to mexico and 17mph would have been soul destroying Animals do more than that,its boring at 110 kmh day in day out.
Wow, some old trucks never die…
I was just thinking how cool this sucker would be with a flatbed, winch, and some ramps to press it into “light” car hauler service. Would be awesome for someone with a 1950s show car that they wanted to haul around and arrive at the show on in style.
I didn’t think of that, but you’re right. But then I never think of old cars in terms of being hauled around, unless they break down, of course.
Handy for collecting deaduns too
Looks like wrecker jib on the blue chevy
Interesting story from a cool lot.
Speaking of lots, is there still an article (or more) about the CoronoroC lot in the future?
That place was freakin’ weird.
Well, yes; eventually. Too many cars; not enough time, in the summer, anyway. I’ve been pretty busy with other stuff…
Indeed. I’ll be camping out past Westfir next week. The Aufderheide (sp?) drive is fantastic!
Yes indeed, one of my favorites. We just did it three weeks ago, there was still snow along the higher section. Enjoy!
Looking at the Studebaker I bet its got an interesting tale Ive seen one of those in Aussie somewhere couldnt work out what it was at first I know now but its a neat looking ute Tomorow please can we have the Stude??
Based on my limited experience with old trucks, I would say that anyone who spent his days behind the wheel of these would have really earned his paycheck. I suspect that the speedometer with numbers to 80 mph was wildly optimistic.
That engine is fascinating to look at. I have never seen a water pump driven off of a generator. My only experience with thermosiphon cooling is with the Ford Model A. Although the Model T did not use a water pump at all, the A used a small one to help pull the hot water out of the top of the engine (as opposed to most others that push the cool water into the bottom) As I think about it, if you want hot water heat out of a thermosiphon engine, you would need an auxiliary pump. This one looks like it either pushes or pulls water out of the bottom of the block. This is curious – pulling water out of the lower engine for the heater would not give off the hottest water, but pushing water in when you are not using heat would seem to really impede engine cooling. But it must work because they did it.
And those intake and exhaust manifolds are unlike any I have ever seen. They must have designed this thing for a lot of torque at really low revs, because it doesn’t look like it has any breathing ability at all. I would love to hear it run.
I have a very hard time believing that this engine is basically a thermo-siphon design, but I could be wrong. I thought that had ended quite a while earlier, and this is a pretty modern engine otherwise.
Fascinating. So in an age when OHV engines were all but unknown, little Diamond T found the financial wherewithal to engineer AND manufacture a seven-main-bearing model?
That’s amazing. The other independents, AMC and Kaiser and Studebaker, were having real troubles bringing their flatheads into the 20th Century. Even the Kaiser OHC six, designed for the Wagoneer, turned out to be such a troublesome unit that even the military stopped accepting it in the buck-and-a-quarter Gladiator-based military truck.
I’d say, maybe it proves there’s a reason why the independents are no more – trying to do things on the cheap – but once again, there’s Diamond T, which failed as fast and in the same era. Questions, questions….
It seems strange this runs seven mains yet from the outside is a converted Flathead The oil filler obviously predates the OHV, no waterpump integral with cyl head ,log exhaust manifold, inlet has no flow properties a very slow reving set up. The Silver Diamond in my early 50s International was far advanced from this but is the same era it didnt rev either but had much better breathing than this.
I agree with you. I can’t find any real information on this motor, but it does like it was most likely an OHV conversion of their flathead, which dated back to??
Nevertheless, the Diamond T motors were ruggedly built, which is supported by the seven mains.
Just googled it and got nothing 2 for sale in Bingara NSW Ive been there but little info on this truck engine it intrigues me Diamond Ts were a great name in trucks back in the day expensive over here but you got your moneys worth no doubt its well made they didnt do it any other way the archeology on this may take some time
You may be interested to know that the cabs on these trucks were sourced from International. International used this cab, with appropriate cowl-forward modifications, for most of their lineup in the early fifties from little 1/2 tons to the top of the mid range. This made the cab very adaptable for other makes as well. Diamond Reo continued to use these cabs.
You’re correct on the cab sourcing from International. I have a ’50 L-170 sitting in the back of my machine shed (which I hope to refurbish one day to use as a hay hauler), and the cab looks very close, although mine has a split rear window…
I was pretty sure of that myself. That was fairly common then, especially with the smaller manufacturers.
How weird – I had never heard of Diamond T until last week when I saw an ad for one on the local Craigslist (albeit misspelled – I wonder if anyone is trolling for a Diamond T and not finding this one due to the spelling…):
http://fortcollins.craigslist.org/cto/2478147511.html
And now this CC pops up. Very timely and interesting!
Nash, Rambler, was famous for it’s 7 main 232 engine. Believe AMC also had 7 mains in 232 and 258. Valve cover reminds me of Nash. AMC supplied some 6 cyls to IHC in 70′s.
If everyone has finished with the guessing games, the Diamond T truck in question has the comfo/vision cab which I understand was designed by Diamond T, manufactured and used by International Harvester, provided for Diamond T, FWD, Hendrickson and others. The cab mounting interestingly forms a diamond shape with attachment at a single point at (below) the radiator, spreading wide at the cab floor beneath the windshield area and on to a single point at the rear center of the cab. The system helped maintain cab structural integrity in relation to frame flex in severe operations.
The two speed rear axle in question appears to be a Timkin double reduction. Double reduction does not mean two speed, but drive passing through two gear sets. Double reduction single speed drives have been a Mack trademark for many years. During the late 1980′s automotive journalists and know it alls in general learned the word Eaton and therefore every truck rear from a Chevrolet one ton on just must be an Eaton. Eaton built a double reduction single speed (heavy duty) and a two speed based on their planetary approach both of which are covered in Motors 1935-1949 truck shop manual along with the Timkin split housing single speed, banjo housing single speed and the banjo housing full double reduction two speed.
“Diamond T built their own light duty engines”. And you get paid for this stuff.
Diamond T had a strong relationship with Hercules engines during the years of gas as did Brockway have an almost single minded devotion to Continental. I found myself reading your article hoping to learn more about the shift to another supplier only to quickly realize that it wasn’t to be. For what its worth, the little ton and a half is powered by none other than a (drum roll please) Nash Ambassador Six engine. Overhead Valve: Yes; Seven main bearings: Yes; Thermo siphon cooling: No, Heaven help us all. The water pump is mounted to the side of the block where it originated and was deemed to do a most satisfactory job. The Rambler 196 engine L head and overhead valve had four mains. The 199, 232, 258 and 4.0 engines (242 fuel injected) presented in about 1964 and developed through to modern times, with seven mains.
Interesting that someone said Studebaker had trouble with modern engines; The photos of the Diamond T showing the left front wheel appears to be the same Motor Wheel hub piloted rim and hub/drum assembly and of course the cone lock nut fasteners as used by Studebaker, Reo and one vendor option for GMC (not Chevrolet), subject to my vision.
Respectfully
Splithousing.
Splithousing: Thank you for elucidating us. Sadly, we don’t “get paid for this stuff”. I find old cars and trucks, and try to do a half-way decent job of presenting them. But it’s not always possible to find adequate information quickly. We’re just a bunch of enthusiasts enjoying our hobby.
And thanks to the internet, folks contribute information that adds to the original post. Thanks to you, our piece is now much more complete. And others who find it will benefit accordingly. It’s a collaborative process.
And BTW, I called it an Eaton rear axle because that’s what the identification on it specifically said. I wouldn’t have said otherwise, because there’s too many other out there.
Paul Niedermeyer: Thank you for the generous response to my providing some filler for the Nash engined Diamond T article. My contribution could add to the weight of the article, er ah, I guess I mean post, if not to the quality.
As you mentioned, getting information in a timely manner can be a problem if a person is not connected to vast automotive literature collections (I personally am far removed from such). I suspect this could be one reason for the loose, breezy quality of writing which describes most of what we encounter and that done by folks who are paid; one fact from the first years, skip ahead 40 years and add another fact, then on to what really matters: How to chop it up and install a Nova subframe.
This is a subject worthy of depth along with the rewriting of history resulting from many of the vehicle restorations (an unqualified term that means nothing)
seen over the past thirty years. Suddenly all sedans and pickup trucks have fenders painted a different color from the body. Where does this come from? Deny the existence of the two door sedan by incorrectly trumpeting coupe at everything from trucks to hearses: “Its only got two doors.” And bingeing on those God awful wide white walls. “I want to give it that thirties’ look.” Unless you are a descendant of the splendid few, your owner improvements will not relate to the thirties in USA America. Fifty plus years from now, I believe that this will be known as the clown car era.
As you can tell I am either a nut or just envious of people who get to write about automotive history and bring the excitement of different periods and vehicles to life for readers. Yet as an outsider and, as William Faulkner said, “Not a man of letters,” I cannot pick up any journal to read without glaring mistakes which make me think “Chinese import” and drop it.
Apologies for this stuff and an offer of help if you feel a need that I might meet.
Respectfully,
Stephen Dyar
g’day all could anyone tell me of the tie up between diamond T and federal in the mid to late fifties whereby the 323 was badged as a federal.
we had 13-15 of them here in australia and nothing is really known about this except for the few that still exist.
got a dimond reo giant for sale 1 of 19 in australia phone 0402072386 a great book is worlds toughest truck