Generally when we cover a Dodge truck were talking about a pickup or a power wagon – something that may still have a combination of functional use and a collectible aspect to it. That’s not exactly the case here but if you have a 53′ trailer that needs to be moved, this may be your ticket. This ’75 Dodge day cab tractor is a prototype, one of only nine constructed, so let’s look it over. You’ll find this Shortnose Bighorn in Augusta, Georgia, and it is available, here on eBay for a current bid of $28,700, reserve not yet met.
The story goes that this truck was the “picture” example that Dodge was to use for publicity purposes until ChryCo decided to terminate their commercial truck business in 1975. The seller states that there are now only two in existence and the other is supposedly in pieces. I was able to find a brief write-up on the Shortnose Bighorn which sheds a bit of light on its particulars. Interesting to note is Chrysler’s claim that this truck “never left the engineering board“. This Dodge was acquired from Chrysler’s Chelsea Proving Grounds in the early 2000s and “was stripped down to bare frame rails and a complete restoration was performed. Nothing was left unturned, all the way down to the new lugnuts, bearings, leaf springs, etc“.
The engine in this rig, which is not pictured, is a 318 Detroit which, I’m told, translates into a Detroit Diesel 8V-71, a 318 HP, 9.3 liter, V8 diesel working through an RTO9513 13-speed manual transmission. Click the hyperlink and you’ll encounter a video of a driver running through the gears of one of these seemingly complicated to use gearboxes. Fortunately, he appears to be pro and is not having any trouble with it. The seller does add, “the cylinder shifter valve for the gear ranges need to be unstuck“. I’m not sure if that’s a big deal or not.
Note the dual-range shift pattern decal – talk about getting hung up in your underwear! I’m a little rusty on a clutch but it’s true, once you learn, you never forget. The trick is learning in the first place. My last professional stint was as the General Manager of two trucking companies and all of our over-the-road equipment had automatics – I could scarcely find a driver who had come up through the manual transmission ranks.
Other than a final hood adjustment that the seller claims is needed, this Dodge looks great! The non-modern, non-aerodynamic, non-flowing lines suit me fine, it harkens back to a simpler time – the same thing with older cars I suppose. The selected color is just perfect for the design. I’m assuming, based on period literature, that it is a respray in the original hue. It’s probably safe to say, that with a recent restoration, this truck will need little to no attention.
The interior is as perfect as the exterior, it looks assembly line fresh – it’s even air-conditioned. Being the ’70s, there was no getting away from the faux wood treatment though this Dodge wears it well – it’s a bit like a boat’s instrument panel but it is right for the time and application – and not too cheap looking.
Looks as if Dodge wasn’t at a loss for a sales promotion direction, but alas, it wasn’t meant to be. So here it is, definitely, a more unusual barn find and that begs the eternal question, what do you do with it? I suppose you could attach a fifth wheel and haul freight but that seems unlikely. The seller suggests that it is, “an oddity for any collection“. I’m down with that thought that but you’d need a lot of room to collect something of this size. I guess it would be momentarily funny to take it to Home Depot, with a trailer, and get in line to pick-up mulch, momentarily anyway. Seriously though, what would you do with this rarity?
I’ll bet geomechs and Howard A. have some knowledge of these. If someone has the wherewithal to buy this to pull their showcar trailer it’d probably steal the show!
13 speed transmissions are not difficult. They are basically a 5 speed low range and a 4 speed high range with overdrive in each of the 4 gears (splitter). You see some of these down in South America (Instagram). It would certainly turn some heads at truck shows!
Interesting back story. Looks like an excellent restoration. The truck looks cool in its 70’s sort of way. Like most of us here, I wouldn’t know what to do with it or have a place to store it. But there are heavy truck collectors out there who will want it… as evidenced by the 65 bids up to $40,000.
I’ve watched these sorts of how-to-shift videos and they still baffle me.
Thanks to the Barn Finds staff for the diversity of vehicles brought to our attention. It would get pretty boring if all we saw was rusty muscle cars.
No fifth wheel fitted, though, so you’d need to rectify that before you can hitch a trailer to it.
Not going to be pulling Anything without that 5th wheel.
Seriously? How about a class V receiver hitch. And trailer pullers have no fifth wheel.
Breathing into paper bag,,,,okay, diddly-diddly, Dodge Bighorn, you say? I have nothing to add, EXCEPT,,, (gathering thoughts),,this is one rare truck that I’ve seen before. It’s been featured in many publications. It’s estimated 110, of the original 261 made still exist. At the time, it was merely a C series Dodge with a fiberglass tilt hood. That cab, some may recognize, is right off the ’50’s Dodge pickup, and was a poor seller. Not sure why, it had all that the other trucks had, but just couldn’t compete with Ford or IH.
The Detroit 318 “fuel converter” ( converts diesel fuel into noise), was adequate for the day, and while the shift pattern does look like hieroglyphics to some, it’s actually very simple. You run through 1-5 like a normal 5 speed in low range, pull the range selector( that they claim is stuck, little WD fix that) to high range, and go through the 5 speed pattern again, eliminating the 1st gear from low range, did I lose you yet? Then, in high range, you can “split” those gears, making a total of 13.
The reason for so many gears, is 2 cycle Detroits have a very narrow power band, like 2,000 to 2,200, if the revs fall below that, it drops pretty quick, and a “half a gear” is sometimes all that’s needed.That concludes our 3 minute training session, now get going! It really wasn’t any harder than that when I got into trucking. Not today, though. Great find, with trucks costing $100g’s, FOR A DAY CAB today, sleeper rigs approaching $200g’s, this is a relative bargain and won’t be around long, THAT, I can guarantee. The truck itself is highly outdated for todays use, it does have tubeless tires, and the 5th wheel was probably left off, because, depending on what you haul, it matters greatly where it’s mounted, but for this old gal, I’d put a pickup box or a small camper on the back, drive it to shows, and watch the fun. I don’t think there’s an old gear jammer alive, that’s never heard of a Dodge Bighorn. Great find, Jim!!! Any questions, pickled tink to answer them.
Use it to haul your collector cars!
I learned to drive semi on a Dodge. It was a 69 D-900 with a 238 Road Oiler (6-71) & a 10-speed RoadRanger. Former M&G Convoy truck. Couldn’t get out of it’s way loaded with six cars. I remember the lift-up hood & swing-out fenders making it a real pain to check or add oil, which it drank by the gallon. Sixth gear, screaming for mercy at the smallest grade, topping out at 65 in tenth, downhill. Yep. Lost my taste for that life in a hurry.
They say “if there’s no oil under a Detroit, there’s no oil in her”, or so I’ve been told. I love the sound of these at throttle, but I’m not the poor guy who has to drive one every day! I imagine many old truckers are half deaf because of the Screamin’ Jimmy, so I bet you were glad to get away from that rig.
I haven’t driven a truck with a 318 Detroit & a 13 speed since the late 1980’s!! They were a good combination if you “turned” the fuel to ’em. They’d run like a scalded dog!! You really needed to know how to double clutch to get a buttery smooth shift, ah those were the days. Dodge Bighorns were not as prevalent as Macks, Fords & Internationals as best as I can remember. That looks like a fine restoration!
If i wasnt DISABLED , and able to drive a semi , i would jump on this in a HEARTBEAT. I have a friend i grew up with who would have taught me everything he knows . This is simply beautiful . I love semi,s especially the OLDER models i still see on the road. I would buy it, let him Get the contracts ,drive it , and i would help him with all the cost, and just give me my cut AFTER we deduct for everything. Thats a beauty right there.
Hi Harrison, oh, I’ve heard THAT before, several times, in fact. I learned, don’t EVER drive for a friend, unless you don’t value the friendship. Today, it’s all about fuel economy, and this truck, as equipped, might get 4, maybe 5 mpg downwind hauling Corvair radiators( running empty), less with a heavy load, the spring ride will rattle your teeth, and a truck this rare shouldn’t be doing any work, just like you wouldn’t take that $40,000 dollar GTO to Walmart on a Sunday. There’s a big demand for “pre-emission” trucks, anything older than 2003, is not required to have DEF and are highly sought after by people wanting to “fall through the cracks” and escape the regulations. As rare as it is, I doubt anyone will work this truck, I hope not, anyway.
Thanks Howard A. so this really wouldnt be of any REAL use at all , even hauling short distances compared to the way things are these days? School me a little more on this,
Well, I’ve been out of the loop for years now, but the trucking industry today is without question, THE most over regulated, under-represented industry, and without totally derailing the post, I should probably leave it at that. Mega companies have the resources to under cut the rates, they work on sheer volume, that and insurance( that’s the biggest fly in the ointment) will run the small guy out, possibly intentionally? ( Mega trucking firms/ins. co’s?) Today, it’s an industry that’s too affected by current events, they hiccup over seas, and fuel jumps to $5/gal. tires, parts, LABOR, ( and I mean no injustice to Geomechs, who made his living fixing these, which I feel, was WAY smarter than driving them) is what, $150/hour? and unless you have a shop like Jay Leno, some things just need to be done at a shop, there’s just no sense( cents) in doing it today.
As mentioned, I think, if under 26,000 pounds total, you don’t need a CDL, and this truck weighs, maybe 15,000, trailer or camper still way under the limit, and that’s what this truck should do. If you need more convincing, watch some truck stop videos of who is driving Americas trucks today, I’m almost ashamed to say I spent 35 years in that industry, but 1-25, it was a different game.
Howard, many of the regulations in place today are written in blood. They aren’t written for no reason as some would think. And insurance would be next to nothing if there were no related accidents. This is why you have to jump through so many hoops to get a CDL with an air brake endorsement, or a tanker endorsement for hauling gasoline. When I was driving and wrenching back in the day trucks were less sophisticated and you could work on them yourself. Nowadays you need to know how to program PLC’s and have the proprietary equipment to do it (try to work on a Cat CT13 without it). All this comes as a cost though, just part of doing business in today’s world. Yeah, I’m a dinosaur too.
I guess its all bout the short rails?
Alota times when this short I C only 2 axels.
This’d B for heavier loads?
Yearly we have the NE convention of
https://www.antiquetruckclub.org
and my favs are the down sized Brockways and Macs (’50/60s). One local co has them at the spring show in Deerfield side by side w/the regular sz ones. I get a kick looking at these as “big and lil” side by side, present in all their shinny-as-new glory.
Hi Chrisful, this was for heavy loads and the reason so short, was when this truck was made, there were still total length laws, and the shorter the truck, a longer trailer could be pulled. Couple feet doesn’t sound like much, but over a years time, that added up to extra freight. Total overall length was abolished in the 80’s, so you could have as long a truck, as long as the trailer wasn’t over 53 foot. These also made great city rigs, as short as they were.
Not totally correct. Try driving through Alabama over 75′ long. I drove car hauler, 1 inch over and they would fine you. Short trucks are great for downtown big city driving.
This truck with a short CA dimension would also be used for hauling 20′ double wedgies in 60′ states.
Aren’t 2 cycle Detroits banned in Cal, BR? I think only for display or hobby purposes are allowed. Can’t pass emissions.
Depends on the year, type, and GVWR/GCWR of truck. Most older than 1978 are exempt. I’m not sure about glider kits though, if that would be considered the same as re-powering a new truck? The DMV might have the right answer.
I’d suggest pulling a 3-axle Mobile Suites fifth wheel trailer. As an OTR trucker back in the 70’s, I drove Detroit 8V-71’s and Roadranger 13-spds. In fact, I learned to drive big rigs in a truck with this combination; a GMC 9500 extended hood conventional. The 8V-71 (8 cylinders, “V” configuration, 71 cubic inches per cylinder) was a screamer, as were all Detroit Diesels of the era — 2 stroke engines that would rev to 3300 rpm. The 13-spd Roadranger was always my favorite transmission, and I’ve driven pretty much everything from 10-spds, to 18-spds, to a twin stick. I don’t suppose it simplifies the mystery of the 13-spd if I describe it as a 4-speed, with a low and high range, splits on each of the four high range gears, plus a “granny low?”
I want to see a 3,300 rpm Detroit Diesel. Even Johnson & Towers and Stewart & Stevenson limited their “hotrod” Detroits to 2,800 RPM.
Before embarking on a trucking career, I used to practice double clutching sitting in a chair and using a homemade stick shift with an old electric toggle switch screwed on it for the Hi-Lo. After that, I logged over 2 million miles.
Me too!!
Howard, that was a very good description of the 13sp. shift pattern. Three of the 4 trucks I owned were 13s Fullers as I found them to give an adequate number of gears for all driving requirements without being as complex as say the Spicer 20 sp. I don’t remember seeing many of the big Dodges, the Ford LT9000 was way more prevalent. I like the truck though.
Today, a 13 or any “teen” transmission really isn’t needed. Truck engines today operate in a different range and are tuned for low rev operation. With today’s power, a 10 speed( same as 13, only no “splitter”) is all that’s needed. Automatics are now the rule, and we may see the end of the manually shifted semi. Automatics, which have more than proved themselves, opens up the driver pool, and today, it’s all about filling those seats.
The steering wheel holders of today are unable to shift a manual transmission.
Beautiful piece of history.I retired after 35 years of trucking 20 years running cross country as an owner operator.the older generation has to appreciate this old truck.I do have room in my garage and would welcome this to my collection if for no other reason but just to cherish it
At a campground we stayed at was a customized cab that glowed green at night, cool sight. He used it to get his 5th wheel camper there.
In the early ’80’s seems like Chevrolet, Dodge, and GMC, bailed on class 8 trucks. Unless the brake system has been upgraded to comply with FMVSS121 it would be illegal to use in revenue service. It’s kind of disheartening to me to see the “inexpensive” Dayton wheels instead of ten-hole Budd’s. My guess is the peeps at ATHS are drooling over this.
@Howard A: No fifth wheel was ever on it, unless they filled the holes on the frame rails, and the frame rails aren’t tapered. Short wheelbase twin screw tractor owners usually liked to have a sliding fifth wheel, sold many that way.
With a couple of mods the Detroit 318 was easily upgraded to a 350.
Hey BR, you’re right, I believe this particular truck was a prototype, and never did anything. The author states only 9 were short hoods, which would make the remaining 252 long hoods. Fact is, I never saw a short hood one.
re: the Detroit motor,,,now that’s a subject every gearhead can add something to. The sound they make is cool( for about 40 minutes) you can wind the pixx out of them, like a dirtbike, and that feels good, like you’re really in control of something. Detroits made good marine or stationary applications, but fell short in a road situation. I knew some guys had some “runnin” Detroits, but not for long, they were always in the shop. So many funny jokes, “you had to drive it like you were mad at it”, or” slam your finger in the door to get in the right frame of mind”.( feel free to add one)
Check it out, ( shortest video I could find) you get the idea, btw, this is a 70’s K100 Kenworth, and exactly what this Dodge should do, drag another old truck around, just for fun. Don’t forget the volume!!! I’m tired of it already,, :) Reason it’s taking so long, to move( at fast revs) is to build up air pressure.
https://www.youtube.com/watch?v=3fsxHRcBU1g
I can relate to that Howard. Here’s me herding a 350 Detroit that was built to Sears Roebuck specs. Interestingly, we also had a Pete that was spec’d for UPS doubles service. It had a Cummins CT270 and a wide ratio six speed with no two speed axle. Never got to drive that one.
https://www.youtube.com/watch?v=75vm6ZGYcWw
That video was shot while we were qualifying Pete and KW trucks for FMVSS121 anti-lock brake standards that were coming down the pike.
It’s a cool truck. I wonder what reaction you would get if you drove it to a Mopar Nationals show?
To: WH, I would not drive it to a Mopar Nationals show it would be a Trailer Queen taken to the show by a 1978 Dodge Little Red Express Pick Up truck.
My Father had a small trucking company in western NY state up to the mid 70s. He hand built his Mack R models.. I remember a big new Dodge stopping by one day and we were all looking at it , had to be about 1973 to 74. Looks just like this one. They were talking about how large the hood was. It was a huge front end.
I always wondered why they didn’t upgrade to the new-for-72 cab for the Bighorn project. If they had to use a pickup cab, why not at least use a modern one?
Probably because they had warehouses full of these cabs. As mentioned, Dodge opted out of the heavy truck market, which was dominated by Ford and IH at the time.
I never drove a Detroit Diesel or a big Dodge tractor, but I loved every version of the Fuller Roadranger I ever rowed through.
was just passin through. before bed. saw the 70 cuda in blue. perked up. Then saw the big ram! Woke me up!!….with a Detroit yet! what a night. peace on earth.
Anyone remember these, Cabover Dodge with a Slant 6?
Leaning Cummins.
In 1962, my Dad ordered 2 Stubnose GMC’s.
One a V6 and the other a Straight 6, both rated 218’s. I got the Straight.
I ran Norwalk, California to Glendale, Arizona.
We hauled powder sulphur, 80,000 pounds.
Later got a Cabover KW with long sleeper.
Wife and 2 children slept in style.
Dad passed in 1983. God, the memories.
Wow, tears from those memories.
Dad said he loved following me and watched me as an 18 year old ICC driver as if I had been driving 20 years. No better compliment from anyone.
I started driving at 15 1/2.
Before I had a car license.
We rebuilt our Cummins, Cats and Detroits in yard, in frame.
Wow, thanks for those incredible memories.
Trans: 12 speed Spicers, 4×4, 5-3’s, married boxes and brownies.
Last one was a 5 speed with twin screw electric 3 speeds. Lots more.
Drove from 1961 till 2005 and retired at Albertsons.
Even hauled loads of custom wheels for Carroll Shelby. Dad and Carroll were friends.
No automatics for me. Drivers today text too damn much.
Amen, brother!
18 speed Roadrangers (Fuller), are common down here in Australia. Although the trend over the last 10 years is to go automated RRs. Mainly because the older drivers ( me included), who can drive the manual version are thinning by natural attrition, and the newer breed of drivers (some imported, lol) ,can’t drive manual constant mesh crash boxes. So much for the “smart” generation.
I work at a Class Eight truck assembly plant. I won’t name. Prior to Covid we were laying off. We shut down for a month and it’s been balls to the wall since. It’s laughable now but every effort was made to keep workers six feet apart. Doesn’t matter now. Anything to get them out the door now.
Interesting when I tell people I work in an assembly plant many have seen or imagine cars floating on the line and stop so someone can install a bolt then floats to the next station. NOT so.
Trucks are built X games style. What I mean is every rig is different. Paint robots usually paint a red cab. Flush and paint a white. The people on the line are constantly reading a computer screen. The line speed is relentless and typically 90 inches a min. It does not stop unless a mechanical issue.
We are a just in time. All parts are scheduled. Say a critical part like a motor doesn’t show up? It still has to be assembled and the engine or whatever will be finished out of station. Build rate is around 150 a day.
No foolin’, why can’t you name the truck? There’s only 5. That many coming off the line, got to be Volvo. Coming from Wisconsin, I’ve heard many stories of assembly line nightmares, you’re right, the line didn’t stop, and some workers had less than 30 seconds to do the task. It’s why panel gaps and electrical bugaboos surfaced, because the worker ran into a problem from down the line, and couldn’t line something up. Vehicles missing those parts, would be sent to the “reject pile”, where workers would slam 2×4’s in door and trunks, to get them to close.
It bamboozles me, the cost ( here we go, no listen) the cost of a new truck today. My trucks cost in the $20g range, and I know what it takes to pay that back, I couldn’t imagine someone with 5( or 10) times the truck payment I had. I guess it’s a good sign you are cranking out the trucks, it shows America still needs them. Now, if we could only find drivers for those 150 trucks a day,,,,
I would rather not say the specific brand Howard. I will say its an American company and our trucks are very well thought of in the field. Many say the best.
The quality of our trucks are pretty damn good from my perspective of the assembly process. There are 100’s of eyes and hands on each and every one prior to leaving the factory. When the event something is installed correctly (it happens) it can be pinpointed to a single worker.
Whatever problems occur It’s taken care of before it leaves the property. The trucks are then shipped to the dealers to do a comprehensive shakedown prior to the truck being released to the buyer. The days of crooked doors are over. The trucks are all computer controlled. The dealers monitor the trucks when they come in for service and really is a continuous process of improvement.