If you do the math, only a small percentage of cars and light trucks survive beyond their first ten years. even fewer are preserved or restored in some way. Those numbers plummet when it comes to heavy-duty vehicles. These vitally important but usually unsung heroes of the road are used up and are either cast off to rust away in a back lot or taken straight to the scrapyard. Finding someone willing to expend the energy and effort to preserve such vehicles is almost impossible. Thankfully, someone saw the wisdom to completely restore this 1947 Ford F-7 truck and matching Fruehauf trailer for sale on eBay in Andover, Minnesota. While it is a bit much for your average garage, this stunning rig has just 21 total bids at this time. The high bid is an unbelievably low $1,300. Could you see it in your heart to give this rolling piece of postwar history a home, especially if the price is ridiculously right? Thanks to Rumpledoorskin for this awesome full-length tip!
Ford swung for the fences in the immediate postwar period. The company was in grave financial trouble, so Henry Ford II and his new management team doubled down by introducing a new series of trucks in 1948 and a whole new car line the following year. The new trucks are considered the first generation of the F-Series, which is still around with us today. This redesign marked a major change in the way Ford and America would look at trucks. Customers could choose a truck based on the chassis rating they needed, from F-1 through F-8. Along the lower end were the smaller farm and small business-type trucks that Ford traditionally produced, but the larger versions were a daring entry into medium and heavy-duty truck markets.
All of these new trucks would share a new cab that Ford spent over a million dollars in development and tooling costs on. Called the “Million Dollar Cab” when marketed to the public, this more modern cab was roomier in every way and was intended to provide the driver with a more comfortable perch that was easier to see out of as well. To do so, the cab sat on bushings that rode between it and the frame in the front, and torsion bushings in the rear to dampen vibrations and reduce noise. Windows were larger and ventilation was also aided by supplying vent windows for both doors and a cowl vent designed to pull in more fresh air.
Customers could select from a variety of engines based on the rating of the truck. F-1 through F-6 trucks could choose from either Ford’s 226 cubic inch inline-six or the 239 cubic inch Flathead V-8. If you ordered an F-6, you had the additional option of a 254 cubic inch flathead inline-six designed for low-end torque. F-7 and F-8 customers were treated to a 337 cubic inch Flathead V-8, which was a scaled-up version of Ford’s Flathead V-8 that debuted in 1932. This behemoth Flathead was good for 145 horsepower. That helped a lot when you consider the F-7 and F-8 trucks were rated for 17,000-19,000 lbs.
As you would expect, the higher up on the F-Series ratings a truck was, the smaller its chances of surviving to the present day. These were heavy-duty trucks that were worked into the ground over the years. They also were built for a time without interstates and most hauling was either done within cities and towns or between cities within a reasonable distance of each other. Railroads still controlled much of the heavy freight market, and trucks like this would often be used to haul freight from a railroad depot to its final destination. This 1949 Ford F-7 “Big Job” truck is a window into another time in our nation’s history. From its “Million Dollar Cab” to the 1945 Fruehauf Warehouseman’s Van Trailer hitched up behind it with Great Northern Railway signage, this truck has been treated to a first-class restoration. The seller tells us that this truck runs and drives very well and shows 11,000 miles on the odometer. We are warned that there is no documentation to prove this to be the original mileage. It is likely the mileage accrued after it was restored and placed into an extensive truck collection.
While some liberties have been taken to update the truck’s braking system, it still has a 337 cubic-inch Flathead under the hood. Power is transmitted to the rear wheels through a factory-correct five-speed manual transmission. The body and frame, which have a 148-inch wheelbase and an 80-inch width, are described as being in great shape with the paint having only a couple of minor flaws. It also uses the original-type 6-volt electrical system which is said to work well. Moving back to the trailer, it is restored to a high standard as well. All 27-feet and 8-inches of its length are in fantastic shape. Even the woodwork inside this rarely seen relic of our past is described as “beautiful.”
In all, this is a spectacular rolling museum piece that gives us a good glimpse into how America moved freight in the postwar period. While it would be hard for the average enthusiast to handle, it would be great if a well-heeled collector with ample garage space could pick this truck up. It would be a show-stopper at nearly every automotive event and would bring the house down at your next Cars and Coffee. Hopefully, someone will come along and assume the responsibility of preserving this incredible truck.
Have you ever seen or driven a heavy-duty truck from this era? Would you be willing to adopt a truck and trailer like this if you had the room? Please share your thoughts and memories in the comments.
Naturally I’m elated the site is featuring this, and well written by the “mystery author” on these auction posts. It’s bittersweet to me, and others I’m sure. Forgive a shred of bitterness part first, but I also visit an interactive truckers site, I’m literally appalled at what’s become of the trucking industry, and the caliber of drivers. They roll along 6 lane interstates in their climate controlled, computer assisted air ride apartments, and couldn’t care less how the industry got to that point. I only attend the site to see how low it will sink.
I, on the other hand, started trucking in the mid-70s, and while this era of trucks was gone, it wasn’t all that far away, I never lost fact of the pioneers before me in trucks just like this.
Now the sweet part. This truck has updated “piggyback” air brakes, originally just 1 line for application, no “fail safe”, or vacuum trailer brakes, or none at all. No gear dolly lift, it was a fulcrum thing, usually took 2 guys, the straight 5 speed was for the V8s, as a 6 would have to have a 2 speed rear axle. The 337, I bet, was a stark improvement for this driver. They obviously had a boss that listened to the driver, and not the salesperson touting economy. These have what looks like dual 50 gallon tanks, single digit mileage was good for a full day( or night) of deliveries. This truck typically picked up freight from a railroad warehouse in a big city, and “peddled it off” to where the railroad didn’t go. It should be noted, the F8 was more for heavy duty applications, mostly tandem axles, and the cabover ( designated as the C series in 1953) was just called the “cabover F series” was even more popular.
A fantastic restoration, sadly, the offer is an insult, and even more sad, nobody wants this. I struggle with that funk almost everyday. It’s painfully clear, I was born 25 years too late. Thanks to the site for a brief respite from that.
Ooops, sorry Jeff, I didn’t see your name before, great post!
One more thing, I don’t mean to start a great post like this in a negative way. My demons, I’ll deal with it. I want to say, we have many, many great drivers from all over the globe. It’s not farmboy Howard from down the road anymore, and they do a commendable job. It’s practically a completely different job today, with electronics and all. Not surprising lack of interest, really, it’s all relative, no exposure. When I learned the ropes, it was the guys that drove these trucks that I learned from. They thought tubeless tires and power steering,,350 HORSEPOWER? Stuff I took for granted.
What must be said in a post of this nature, is the acute shortage of qualified drivers. We had a deficit of 82,000 drivers in the US last year. The average lifespan of a new driver out of school is about 6 months, and by a year, 3/4 have quit. It’s forcing companies to open up the pool to offenses that were never tolerated in my day, are now being reconsidered. It’s a tough situation with no end in sight.
In conclusion, kind of, give truck drivers a break today, they still have an incredibly rough job. Things these drivers never imagined, and we simply couldn’t exist without them. Thanks to all still grinding the pavement.
Howard
I’m glad you weren’t born 25 years sooner. Otherwise we wouldn’t be reading your musings today.
I had a response but got logged out and it was erased. This is a great truck and what is really a treat, is the restored Fruehauf trailer , trailers were beat to death and cut up for scrap. I started about 15 years after Howard, and had the great fortune to know drivers from that time period that drove these and twin stick Macks, etc. The industry has changed. Im on camera and satellite, cant touch my phone etc. Nothing like it was back in the day. I’m just hanging in there until I can retire one day.
Back to the truck, this is so nicely done, I sure hope that whoever winds up with it has garage space for.both the tractor and trailer.
Howard, you and Driveinstile certainly hit the nail on the head. We live in the Florida Keys where literally every thing needed in life comes to us in trucks. Average long hauler spends at least 24 hours on the road to bring goods from the Miami area to the Keys. Our propane driver starts before daylight and gets finished after dark as does our UPS and post office package guys and gals. Trucking isn’t easy these days to say the least. Would like to know who restored this piece of history as a monument to the folks world wide who make things easy for all of us.
Now, this is a real gem! Used to see lots of F-series back in the day but F-7/F-8s weren’t nearly as popular as the F-6, which competed heavily with the likes of GM, International and Dodge. I don’t know about ’49 but by 1950 you could actually order a truck from the F-3 to F-6 with the Mercury 255 engine. If you happened to buy your new truck from the dealer on the Canadian side of the border you could also buy a Mercury truck from the M-47 to the M-155 with the 255 engine. Ford still locked the 255 out on the F-47 (F-1).
The 337 engine; it seemed to be just fine in the Lincoln but it sure left a lot to be desired when they put it into a truck. Apparently the high revs that the truck was constantly subject to caused a lot of harmonic vibrations that ended up breaking the camshaft. And when things got to rattling ahead of the firewall, you couldn’t get it shut down safely before pieces started making their own portals.
My late friend, Ronnie, had an F-8. After three complete engine failures, he installed a 312, which was a shadow of the original engine in size and weight but it had plenty of power and held up to the farm abuse for several years before he sold the truck at his farm auction.
My wife’s grandfather was a contractor who ran three or more gravel trucks. In, ’51 he was shopping for a new fleet of trucks and stopped to check out the offerings from Ford. The salesman was quick to explain all the improvements over the Big Job trucks since they were first released. “The ash tray is almost twice the size of the old one!” he proclaimed proudly. The grandfather quickly retorted. “I’m buying a truck to haul gravel, not cigarette butts!”
Anyways, this truck would be a welcome addition to any collection. I sure hope it finds a good home.
Hi geo, thumbs up, WAY up. I don’t recall what numerical designation most of the tractor trailer units were, I just know the F8 was for specialized heavy hauling. General freight hadn’t gotten to the point requiring a tandem, and most all were units just like this.
Realistically, most trucks were not equipped like this. Very few had air, west coast mirrors or chrome. They were more machine than glitz, except for a few owner operators. That speedo isn’t from a F7 either, it has the 3 speed pickup truck “speeds in gears”, the HD trucks didn’t have that. Also, an observant trooper will issue a warning for that light cord on the deck plate, ask me how I know. I seem to remember, the F5 was a general all purpose truck, mostly for farm stake beds or contractor dumps.
What’s great about geomechs post, is he is coming from the mechanics point of view. To a driver, more was better, naturally, the 337 was better than the 255, at least to the lunch counter crowd, and regardless how long it stayed together, it wasn’t the drivers problem. Our job was to get the goods there, ASAP, foot to the floor. If she blew, she blew. Besides, it kept the mechanics working. I couldn’t have done my job without competent mechanics like geomechs.
I couldn’t have set it better myself. If it weren’t for good competent mechanics, we couldn’t do our jobs. Great posts!!!
Please, guys, my head’s big enough. The mechanical profession was my life choice. And it’s been my life. Still is. More of an occupational hazard. My wife laughs when we’re beside a truck at a traffic signal. I mutter, “Cat 3406B; it’s got the older, timing device with the 2-piece carrier. Carrier’s freewheeling because it’s not holding its advance curve.”
“Well, why don’t you go tell him that?” Kenzie says sweetly.
Or, we’re watching Chicago Fire and I mention that one of those trucks is running a 3406B or they’re using a Cat engine for sound effects.
You can take the mechanic out of the shop but you can’t take the mechanic out of the man…
Naturally, the peanut gallery is going to be very vocal on this. A little history on the Great Northern Railway. GN began in the late 1800s, and became Great Northern Railway in 1890. It was the premier railroad for the northern tier of the US, from St. Paul to Seattle. I’m sure Geomechs has heard of them, they basically helped settle the northern states with immigrants from over seas. By 1950, they had 844 locomotives ( 261 diesel electrics) and over 43,000 freight cars, so it was big. They also helped pioneer intermodal freight systems. Before SeaLand containers, TOFC (trailer on flat car) was becoming popular. Later in 1970, they merged with several other railroads to form none other than Burlington Northern.
This is a cool find. I enjoyed Jeff’s write-up and the ensuing comments. What I would like to see is today’s typical semi truck/trailer parked beside this rig. I suspect the size difference would be striking.
Bob….. They don’t call them Condo Cabs for nothing!!! Just kidding. But you’re right. A tractor trailer this size was fantastic in tight areas like Brooklyn or Manhattan, or other tight congested areas for local deliveries. My Great Uncle Bob worked for a local freight company going back into the 40s onward, the stories he had were really funny. It was a different time for sure. He drove rigs this size, I know he drove Twin stick Macks with manual steering, hooking his arm through the wheel to shift the main trans and the Brownie box simultaneously through Hudson County NJ. Always wished I was alive then and could’ve witnessed it first hand.
From what I was told, city deliveries were taken care of by straight trucks, or stake beds, tractor trailers like this were more for outlying areas. Overnights, or across the seat, were common and the stories, tall or real. They also made pickups, called “LTL”, or Less Than a Truckload, and would bring freight back to the rail warehouse. I’m sure it was highly unionized, there were strict rules then on who could haul what. The railroad had a huge monopoly on shipping. It wasn’t until later in the 50s, when “outlaw” trucking hauled freight from manufacturer directly to the customer, bypassing the railroad, and the sparks flew. “Outlaws” existed before that. My favorite movie, “They Drive by Night”, was about that very subject, taking place in the 30s. Trucking was deregulated in the late 70s, right when I started. Anyone with a truck could haul anything, and clashes between union and outlaws were common. Today, only a handful of union outfits exist.
It is crazy to think how heavy of a load could be hauled with these smaller HP trucks. My International DD 400 has a whopping 170 Cummins horsepower. Oh, the horror. Oh, then there is the twin stick. By the time you figure it out, you are a gear or two too late.
It is fun to put in a modern truck driver and watch/listen them “grind to a halt”, which I think is where that term was coined?
I drove a 53 ft trailer in New York City ..( had to have a special permit ) ..for 9 years of my career. Let me tell you I wish I had a trailer this size ! The stories I could tell you !
I had to back into buildings off the street with a guy helping me that didn’t speak a lick of english. Cars driving behind me because they can’t wait a few minutes. ..OOOH, the fun I had.
The ad has been ended.
I started driving in 1961. It was a 1950 IH L190 single axle gas pot with 450RD and 5spd with 2spd rear. When I graduated to a smoker it was a 1955 KW with a 743 Cummins 220HP with 5 and a 3spd.It was a blast to get to drive the 1957 KW with an 855 Cummins 250HP with 5 and a 3spd. I felt like I died and went to heaven when I got to drive the 1968 KW with a Cummins 335 with a 13spd.
The Ford is listed on the website for $70k. Cool truck but what do you do with it?
I drove local pick up and delivery mostly with a tractor trailer for 32 years.
I did it mostly with Tractor Trailer sometimes down town but mostly on the outskirts of Syracuse NY.
I started driving tractor trailer at 19.
I drove a1962 International with a V-8 5spd. With a 2 spd. Rear axle no power steering.
I remember backing into tight spots and that steering wheel felt like a pipe valve it turned so hard.
I remember winter days when it was 20 below and snowing so hard the only way you could tell where the road was were the marker post.
32 years without a major accident.
I couldn’t think of anything I would have rather done.
These comments remind me of the stories my dad used to tell about driving his ’46 Dodge from just after WWII until after he and Mom were married in 1950,it sported a 251 CI Chrysler flathead six with a 5 speed but no 2 speed axle,when I saw this vintage Ford and Fruehauf trailer I can picture him driving it back then.
Today a truck this size (short tractor/ pup trailer) would be local delivery from a brake bulk terminal. An OOs tractor today would be as long as the trailer. Tractors survive, trailers get the axle pulled and are turned into storage where they rot into the ground. Hard to believe a truck this size didn’t have a 2sp rear, and where would you find an 8 bolt disc wheel today? And what about that flip leaver tractor protection valve and drum or band parking brake? Even if you get a guy in this thing and he figured out how to get it to move how far would he get before he ran out of fuel because he didn’t know how to swap tanks? Stuff like this was still running on the farms where I grew up and I worked on a fare share of it, the quirks that we took for granted would stymie a driver today.
And Howard, the other day I was at a stop light in town waiting to make a right, I could see a tractor trailer coming off the hill to my left, when the light turned green I sat still and when the rig blew through the light it had driver training school on the side!
Well, I’d be lying if I said I never did that, it was bad enough having a name on the door, but “driver training”, that would be a good one for the truckers site. One driver, all he does is post trucker screwups. Truck stop antics mostly, but loaded semis down foot bridges, because the “GPS told me so”, and the modern day multi vehicle pileups were unheard of in my day.
The tractor protection valve, I think, directed air away from the steer axle brakes to maintain steering control. The V8 had enough low end grunt apparently, a 2 speed wasn’t needed. Speeds loaded were still around 35 mph, maybe “double nickel” empty on a back gravel road, but mostly slow going in rural America. That’s another big problem finding a tubeless 8 bolt wheel, and why it should have been updated to an entirely new modern front axle.
Hey Howard, what’s labeled “tractor protection” valve is your trailer valve, now a days spring loaded, you have to have 90 psi to feed the trailer to release the parking brakes and get the button to stay in and it pops out about 30 psi to lockup the parking brakes ( right about the time you crap your draws!) This being an old trailer didn’t have piggyback chambers, when you lost feed air to the trailer the valve on the trailer tank shifted applying the service brakes, like a parkingbrake, till the air leaked out then you had nothing. If you remember back guys would drain the trailer tank to move it around without applying air.
I started driving a truck in the summer of 1975. It was a 1971 GMC cab-over. It was a V-8 gas with a 5 spd. and 2 spd. axel. I only drove commercially for two years but, I did enjoy it. No power steering but, the steering wheel seemed larger than the diameter of a 55 gallon drum. Good times.
Jay E., now that is a shift pattern. I like the 5-6 move, but avoid going through 12… It made my moment. If that is real, what is that from? (You never know what’s real any longer.)
It sure would be fun to turn the trailer into a weekend RV
There is some major disconnect between the market and seller expectations. The auction closed at $1,300. I found the dealer’s listing for this truck: https://tinyurl.com/5e9xawdv Their asking price is $69,900.
I can’t say I agree with either price. However, the market for a truck like this is very limited.
I would consider making a project out of the truck to be my toy hauler, but with air brakes, it would require a CDL to operate. That’s a deal breaker.
My failure at driving occurred I think in 1974 after graduating from a driving school in Novato, CA. They tried to teach us on various trucks. I was okay at the 10 speed and the 13 speed, but rusty on the two stick. Of course, my first job was with an owner who drove for North American Van. Not only was it two sticks but a cab over. I was 6′ 1″ and he was about 5′ 6″. Not adequate leg room for me. We were headed for Indiana from California. He was not impressed with me grinding the gears, took over driving and I spent the rest of the trip looking out the window or in the back. After returning he handed me a hundred dollar bill and said goodbye.
Here’s a shot of my 53 White
I thought I had posted about my regret in selling my White many years ago after owning it for almost 10 years. I was under my name Chris but I don’t see the post now and didn’t realize that I needed to sign into my account but anyway the shot above was the truck. I used it extensively hauling my cars or bikes to shows and even drove it across country a couple of times but had to sell it since I wanted to sell off my warehouse and it is not the sort of thing you store outside! Wish I had it still but this listing would be a very nice replacement but it is no longer listed….
I tried to convince my wife this truck would be great advertizing for our part time business. She is questioning my sanity, oh well it would be so cool.
As usual I am late to the comment party!! This is a great unit and well restored. I am an active member of both the American Truck Historical Society and the Antique Truck Club of America, as a result I am more inclined to like vehicles which are restored mostly to original. Like Jim Helmer, I started my 50 year driving career in 1967 In Syracuse NY on 50’s era Brockway gas jobs. I would like to advise the seller to contact Kieth Jones at the Keystone Truck and Tractor Museum located in Colonial Heights VA as he buys many completely restored units like this one. And/or advertise it in the bimonthly magazines of the organizations above. Somebody mentioned a $75,000 figure which I think(??) is in the ball park.. The Keystone Museum, on the south side of Richmond VA, is one to put on any gearhead’s bucket list, At a minimum a long half day of exploration.. Google Them!!!!
I started driving my dad’s dump trucks around 1960 on our small ranch. I was 12. They were ’46 and ’47 Fords, older than this one, but with flatty V8s with 4 speeds and vacuum 2 spd. axles. Much later in life I could be found driving 85
ton Euclid haul trucks and 992 Cat loaders when not busy mechanicing on them. Later, I did the truck and backhoe thing for 25 years in and around L.A., California, but this story brought back a lot of good memories!
Do you still need a CDL to drive these vintage trucks?
Technically NO!!!!! The “C” in CDL is the word Commercial… As long as neither the driver or the vehicle are compensated the vehicle is NOT in a commercial operation. Many of us who have retired have converted our CDL to exempted so we do not need the physical but can NOT drive for hire. These units with antique/historical plates also do NOT need to cross the scales along the highway, But it is a recommended practice so the scale man can see the plate. It is easier to answer questions behind the scale than it is along the road!! Plus a lot of the inspectors just want to see an old truck…
Thank you for the insight!
A special thanks to all who responded, “and as we wind on down the road”, I often wonder what the future of distribution of goods will be. 75 years later from this post, we are still basically doing the same thing, a truck shlepping a trailer around. Rail, you say? Nah, didn’t work then, won’t work now. A fortune awaits someone that can streamline and eliminate todays shipping problems, until then, a tip of the hat to all involved, then and now.
Wow. There’s alot of knowledgeable comments and all I’m thinking about is pulling into a snob filled cars and coffee, that is if I could get through the shifting.
About 20 years ago I entered a “monster” Mercedes that I mistakenly purchased into the New Hope (PA) car show. It ran fairly well, with its 6.3 engine, but had cosmetic imperfections. Concerning the snobs at shows, when I entered the grounds a man who directed that class said, “Why are you entering this car?” And yet later on an elderly man that I was parked next to was very nice to me. Still later an acquaintance told me that the man I was speaking with was a multi-millionaire.
Solly and Dave, Thankfully in the antique/historical TRUCK hobby there are not very many snobs, even though some exhibitors have a large checkbook!!! We have a saying ” You come to your first show for the trucks and you come back for the friends you have made”.. Because most of the trucks are driven and/ or used to haul even older trucks to the show, Many have roadworthy upgrades in brakes, lights and tires ETC and SO there is NO judging at truck shows. A lot of shows give trophys for: spectators choice, exhibitors choice, furthest driven, furthest trailered, oldest,and uglyist truck, ETC..