Diamond Reo Trucks was a heavy-duty truck manufacturer with various models sold between 1967 and 2013 (when the company folded). The C114 was one of their over-the-road tractors and this one from 1970 has at least 123,000 miles and needs some mechanical work. Available in Bangor, Maine, it’s available here on craigslist for $2,000 OBO, and what would you do with the truck if you bought it? Another bigger-than-life tip brought to us by Rocco B.!
The company was formed as the result of a merger between Diamond T and Reo Trucks in the late 1960s. The firm was based out of Lansing, Michigan, and continued in business for 46 years. The C114 was a road tractor powered by a turbocharged Cummins diesel engine. Said powerplant was paired with a 10-speed manual transmission provided by Fuller and known as the Road Ranger RT915. This might be a good local truck given some repairs made to the radiator and a new oil cooler installed.
Trucks like this weren’t designed to be as fuel-efficient as the O-T-R equipment built and sold today. So, is there any value in rebuilding a 54-year-old cab that does not include a trailer? The vehicle was built long before the trucking industry was deregulated in the early 1980s. The seller is throwing in some spare parts, but does that help increase the appeal of the old truck? It’s not old enough or good enough to be in a museum somewhere.
Seen worse for alot more than 2k on here.
Stan, for the 53rd time, what is that in your avatar?
Howard… i’ve answered you 2x actually in previous posts..lol. So, for the 3rd time👍
It’s a Western Star 4900. As you know formerly built in the beautiful sunny 🌞 ❄️ interior, here in BC. They remain a favorite of mine.
Thanks, pal, my fault, as I forget what posts I asked that. The Western Star used the same cab as this truck, acquired in 1953(?) when White bought Autocar, just to get the cab, I read. The “Autocar Drivers Cab” launched in 1950. Next to the IH “Comfo-Vision” cab, the Drivers Cab was probably the most used cab in a variety of makes.
BTW, anyone else notice the tube 10x20s on the back axle, and 11×22.5 tubeless on the front back axle? Steers are 10×20 tube type, and are interchangable, but tubeless the way to go.
And 123K? Good heavens, maybe when we were in HS. This gal has millions, I’d bet.
It’s truly amazing to watch you two give each other crap.
Funny s__t! Luv it…for the 6 millionth time.
Hi Billy, aw it’s all in good fun. As a truck driver, we had a lot less rules ( broke everyone that would bend), and therefore had a different outlook on life. Seeing life through a windshield gave one a different perspective, and saw on a daily basis how crazy the world really is.
this is actually a viable truck. especially at 2K. great farm truck. or local deliveries. you would have to be able to wrench on it. construction work pulling a flowboy or dump. that ‘s probably what it did in its younger days. drove a few of them myself
that’s a good price. front end fiberglass is worth that
Test,,,
I do that before a possible windy post. This is so cool and I hope I started a trend here. Thanks to Russ and the site. Not sure they realize how these posts warm the cockles of our hearts to see this stuff again.
Just a couple things, White Motor bought Diamond T along with REO in 1957, but kept them separate makes until 1967, when they became Diamond REO until 1975. Diamond REOs were fancy trucks, on par with any Pete or KW, with woodgrain dash and overhead console, not sure about long distance, but the DR quickly became the choice for many local or regional outfits. UPS used DR cabovers for a spell, that the drivers refused to give up, but did.
Here’s the tie in to all this jabbering. In the 90s, I drove a dump trucks for a local asphalt company, and also involved moving machinery, they had a Diamond REO almost exactly like this. Set back steer axle, 290 Cummins, only 13 speed, Reyco spring ride, and was used to Pullman lowboy around. The truck was pretty tired, you could see the junk many drivers added, but under all that, you could see it used to be a really nice truck.
What to do here? Well, isn’t THAT the $64,000 dollar question( when n$64 grand was a lot of money). Be tough to work the old gal, many companies and insurance have age limits. There was a lot of interest in pre-emission trucks, but I think all trucks will have to comply soon. No more slipping through the cracks. Couple things of note,,,bent throttle pedal from being mashed on the floor, clutch pedal in the floor and the non cancelling turn signal, still turning left, where ya’ turning, driver? My Western Star had many of the White/DR parts. $2grand shows interest has waned considerable on these, be a great hobby truck or even the motorhome idea, but this old gals working days are over, 10-4,,,yer turn, 10-10, on the side!
Great post Howard. 👍
Oh, one more thing, I think this may be a 15 speed with that “deep reduction” lever, Jim? Better eat your Wheaties before driving this one, looks like Armstrong steering to me. That’s an oil filter hanging off the left side. I think these motors had a compression release on the motor that was cable operated.
That’s correct Mr. Howard A. My FIL has an old Peterbilt dump truck with that same transmission. Those bottom 5 are handy on job sites.
Hey Howard, yup, RT915 early production RoadRanger w/ deep reduction, 4th and 5th deep overlap with 1st and 2nd on the low side. Bet it’s sitting on Hendrickson w/ SQHDs, Turbo Cummins, what do ya think 290? Not taking any passengers, no window crank or door handle. Luberfiner filter on the side, add an extra 2 gallons when filling the crankcase, also adds a little extra cooling. Spring brakes on the front drive only, I see a chock, wonder if they’ve been backed off? 2k entry price, add a wet line/dump trailer make a good cheap farm truck!
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Hey Jim, thanks for checking in, by golly, just like old times at the truck stop waiting on the “salt shaker”, full of free coffee, “rachet jawin’ with my buds about how much money we are losing. Never drove a 15 speed, except the old IH l-int-hi and I suppose for most road applications, this is merely a 10 speed. I believe you are correct, looks like “Henderson”[sic], on Rockwell drives ( rough riding, but HD) and broken springs were a constant chore. This may have a Jake brake, as I see on the pump a switch that may activate one. Many times, there were 2 canisters on the left side, one was for P/S, on Petes anyway. I don’t see a P/S reservoir here. I’m not sure what the motor is. I don’t think it’s a 290, maybe a SC270? Geomechs would know.
Hey Howard, you know me, a little slow on the up-take. Went back and looked at the craigslist ad, pic of the data plate says the engine is a 250 rated at 230hp w/ Jake. They must be running this truck around, ad says Bangor but has a Pa plate in the back window and different backgrounds in the pics. And yup I miss the truck chatter too, this is about the only place to get it anymore, all my truck buddies, like you, are spread around the country too far to get together like we used to. Almost forgot, those IH units where 5sp w/ 3sp rears, adds up to 15 but not quite the same!
I’m really enjoying these finds. I remember a Diamond Reo dealer when I was a kid not far from where I grew up. I can still picture the sign. I totally missed the bent throttle pedal until Howard pointed it out. In its day it must’ve been a nice day cab for running local in. Thank you Russ for posting it, and the write up, and Howard too for your insight. I still see some older rigs working on the road, but with emissions regulations hetting stricter its just sadly a matter of time before theyre all going to be history.
Great post Howard. 👍
Oh, I got a million of them. In a job like that, everyday was an adventure. One time, boss man, says, “Howard, grab the lowboy( with DR already hooked up), and take this loader to the Mantz pit, maybe 5 miles away. So I park the dump truck, grab 2 gallons of oil( for the 10 mile round trip), kick the tires, there were 2 flats on the drives. The truck wasn’t used much, so just airing the tires up would do. So I’m airing up a tire, I happen to look at the driveshaft. Where it connects to the axle, the 2 bolts were missing from a Ujoint cap! It was almost out of the yolk, I wouldn’t have made it out the drive. Got an “Attaboy” for that one. Breakdowns were very common. If you made it a couple days without one, one was sure a coming. Flats too, sometimes a DAILY chore. Tubeless saved the day there.
Useless except as a parade vehicle in CA due to emission requirements, or, on your own land, only. Now the new administration wants to limit CA’s ability to be more strict than the feds, but I remember the smog in LA in the 1960’s, and it was really terrible. We have come a long way, but, two steps forward, and one back. There is a short film, City, made in the early ’40’s that shows how bad it was, you can find it on line.
As someone who was born in Los Angeles in the mid 40’s, and remembers not being able to see the end of the block on some days, I find it perplexing that those who have not experienced such conditions are critical of pollution regulations. I can also clearly remember our lungs burning as kids. There is no comparing “then” and “now”.
Hi Charlie, those regs are very confusing, and I believe there are exceptions for non-commercial use and hobby or vintage RVs. For private use, I think even an old Detroit is allowed with strict mileage usage that must be reported. The air is indeed a lot better, but not just because of trucks. While that big cloud of diesel smoke looked intimidating, I think diesels actually put out less emissions than the millions of oil burning cars out the draft tube. Lawn mowers too are some of the worst polluters. I read, a lawn mower at full throttle for an hour, puts out more emissions than 6 modern cars going 60mph for the same time period. Look at old TV footage of Adam-12, filmed in the early 70s, you can see how bad it was. Even before that, vintage drag racing in the 60s in Pomona, you can’t even see the end of the track. My daughter lives in L.A., and on a visit she said, “oh, look, you can see the hills today”.
There are 2 antique/historical groups around, ATHS and ATCA, This would make a great project for one of their members. Basically it is all there, and $2k is cheap for what you are getting!!!
I am really enjoying these old rigs being posted here!
The best part is reading Howard A’s stories.
Keep’em coming, please!!!
Resembles that demon truck in “Duel”!
I drove one of these in the oil fields of North Dakota. With one big difference. Mine had the front differential for all wheel drive and it had the unmarried two box 5X4 transmissions. It stood about 8 inches taller. Had huge rubber and was a tank. I pulled a 45 foot roll bed with a winch and a winch on the front.
Couple things. I don’t see any type of engine brake unless it has a flywheel retarder. Generally if it has a retarder there would be a lever on the left side of the steering column that looks like a trailer brake Johnson bar.
The turn signalstat actuator was then mounted in the 12 o’clock position on the column.
During my stay in the oil fields as a operator I had to help when it was maintenance time. I enjoyed it. Coming from a heavy equipment family I still learned alot.
Being that this truck has only one external engine oil canister I kinda doubt that it has a retarder. Generally it should have two canisters. Which, when changing the oil you would put about one gallon of oil in before you put the new filter in on top of the oil and let the filter start absorbing the oil. Then top it off after the filter went to the bottom of the canister. Flywheel retarders are very effective however they generate considerable oil temperature. They spray engine oil directly from the oil pump onto a finned flywheel. There have a separate oil temperature gauge which I don’t see on this trunk.
In all honesty I am surprised that this one is still available. It is a pretty nice old truck. The driver of this old girl cared for it pretty well. Most this vintage are beat up.
this is actually a viable truck. especial at 2K. great farm truck. or local deliveries. you would have to be able to wrench on it. construction work pulling a flowboy or dump. that ‘s probably what it did in its younger days. drove a few of them myself
Howard,
You should consider writing a book. I read this one with great interest…
Diesel Smoke Over Asphalt Ribbons: Dreams In The Rearview Mirror Paperback – January 1, 2011
by Jerry Aaron
Neat old truck. Great farm truck or local hauler. It would, of course, require an actual truck driver. My Dad started a small excavation/dump truck business after he retired the first time. His first truck tractor for moving dozers locally was a ‘47 IH KB6 pulling a homemade lowboy. Vacuum over hydraulic brakes. 🫣Fortunately the inline flathead 6 gas engine proved absolutely dependable- but underpowered. 45mph was cruising speed on the flat. Hills were another matter entirely. It was upgraded to a ‘50 GMC with a 471 Detroit Diesel
(AKA: Screamin’ Green Leaker) 2 stroke diesel. It was good for a few more MPH on the flat, if you had the nerve.
Old Cummins Inline 6s, like the one in the subject rig,were legendary for dependability and longevity. I worked for Cummins NW Diesel years ago, and learned to have great respect for them.
$2k is a super cheap buy in, and I hope someone can give this old girl a home-and a job.
Last time I worked on one of these it was hauling gravel. Cummins 290 and 10 spd Fuller. Nothing out of the ordinary, it wasn’t a picnic to work on because of the set-back steer axle. I also worked on a couple with Cat 3406A engines. But then it could’ve been an International Fleetstar, which I think will go down in history as the WORST truck to work on, EVER! And I did (2) inframes in a row on them. I do have to say that on the one where I also rebuilt the accesory drive, it was easier to gain access to that when the heads were off. I still curse the designer who put those braces between the firewall and the rad support.
123K, that’s one good year’s worth of OTR driving.
Paul,
Yes, however you have to remember that a lot of these trucks have had speedometer change outs due to the excessive vibrations of hard road driving.
There are a couple “real” ways that you can determine approximately what the actual mileage is. Engine
Oil sample analysis is one.
Jacking up the rear driver and measure the amount of “free” travel of the drive shaft. Of course you can do both rear axle Oil analysis and the transmission at the same time if you want. BUT, there are other ways also. A very experienced diesel big truck mechanic could get very close and would be able to tell you if at least he thinks that the indicated mileage is erroneous.
Then you can make a nice deal in the purchase price and look at it like rolling the dice once.
Oh yeah, that is what my dad used to call it. He felt that if something went south you would just fix stuff.
Many different ways to look at this dilemma.
It’s always a plus when you use the Vegas theory and you’ve got another 100k miles out of it and haven’t had any major component failure. More educational because you learn how to baby the equipment.
A BIG tums up to all!
Morning all. Happy Monday! Wish I was able to hand out some thumbs up, but the site is not allowing me to. So here goes. HEY EVERY ONE! ! THUMBS UUUUP! ! ! HAVE A NICE DAY.
As a former truck driver. I would gladly give the $2,000.00 for this tractor. Give it a little TLC, making it pretty as possible and put it out on a concrete slab in front of our farm. Decorate it for Christmas, Halloween, Easter and any other holiday.
The problem is getting it to Kansas City Missouri from Bangor Maine. With the cost of the truck and hauling costs my wife would do a double back flip ( I would be willing to see that!) and probably have me committed to a mental health ward for spending so much on yard art!
Thanks for the comments, gentlemen. Interesting reading. Actually the truck is in Bangor, Pennsylvania, not Maine. Nothing wrong with the brakes, the chock is just a good habit from an old railroader like me. You can see the craigslist posting here: https://philadelphia.craigslist.org/cto/d/bangor-1970-diamond-reo-road-tractor/7809819665.html