Sweptline Truck Chassis...
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The 1961 Dodge Trucks were (except for the wheels) new from the ground up! The new model featured a brand new frame with a drop-center side-rail. The side-rails slanted downward at the cowl and slanted up again just aft of the cab. This allowed for the cab to sit a full 3" lower for easier entry and exit.
The 1962 Dodge Trucks dropped the "Dart Pickup" name. The only names associated with 1962 trucks were either Sweptline or Utiline. Because 1962 was only the second year for the model few changes were made. Chrysler made wider use of the in-house Mopar electrical division with all; alternators, voltage regulators, distributors, starters and ballast resistors sourced from Chrysler. A new steering gear allowed for an increase in steering ease and improved the life of the steering gear. All trucks were equipped with a mechanically-actuated stoplight switch. Spare tire location was changed to an underslung carrier as standard equipment. New heavy duty front axels were made available on W200 trucks.
This was a significant year in Mopar truck history since it was the first year Dodge built the "Crew Cab Pickups," in-house. Before '63 these models were built by outside converters. The D200 and W200 (3/4 ton pickups), on a 146 in. wheelbase were available built direct from Chrysler. The crewcabs were available with either Utiline or Swepline bodies. On W100 and W200 trucks received upgraded front springs replacing the 1,100 lb. springs with 1,350 lb. springs.
One of the most exciting new pick-up's for '64, (if not the decade), was the "Custom Sports Special." This pickup was available with a powerful 426 wedge engine.
Standard chassis & equipment remained the same as in 1963.
Of most important note was the switch to a larger wheelbase of 128 in. on the; D100, D200 and W200 models. The 128 in. trucks now had greater weight distribution for hauling big loads, (in particular: Campers). Also included with the larger wheelbase was the new 8ft. pickup box. This provided tremendous utility for those working in the construction trade, (hauling the vast array of 8ft. long contruction materials; i.e., panels, wallboard, and studs). Along with these advancements also came the new full-width tailgate. The new box was completely verticle, (another move directed at the camper crowd). Swepline body construction improved with new full-depth, double-wall sides. Dodge's double wall was full height, (not the 2/3's type used by Ford & GM).
The '65 Custom Sports Special models, (and models deemed as the; High Performance Package), came with rear axel struts, and gear ratios of; 3.23:1, 3.55:1, or 3.91:1. Also included were 1,750 lb. rear springs. These options were available on: D100 & D200 128 in. wheelbase trucks.
Due to extensive changes in '65, changes for '66 were minimal. The big news was in the close ratio four-speed transmission. The new "NP 435" gave drivers the feature of higher speeds in lower gears. Drivers could shift into 3rd gear at high-speed to pass or climb a grade. This was yet one more plus toward the camper market.
Once again Dodge pickups carried over without significant changes. Good news in the safety department was the standard implementation of emergency flashers and back-up lamps on all trucks.
In '68 the exterior took on a better image with a more attractive larger looking; grill, headlamp and parking lights. The Custom Sport Special was dropped from the line-up in '68 - however, there was a galmorous replacement, the "Adventurer." The Adventurer was only available on half and three-quarter ton pickups, (with Sweptline bodies only). This was a, "top-of-the-line," truck. Two tone paint and a "vinyl-like," top, (interesting since the advertised vinyl was actually a stippled paint application - simular to today's, "rocker-guard auto paint"). 1968 model year trucks came with 2,500 lb. front axel and a 3,600 lb. rear axel. Gear ratio's were, 3.23:1, 3.55:1 or 3.91:1. Trucks came with front and rear shock absorbers and 1,025 lb. capacity front springs. The rear springs were 1,000 lb. capacity. Extra cost spring options were the; 1,250 lb. front springs, and either; 1,400 or 1,750 lb. rear. Front and rear bumpers were offered as painted or chrome.
This model year there was a strong drive from management toward making the pick-ups have a, "passenger car appearance and environment." The market for dual-purpose pickups was rapidly increasing along with the ever increasing camper crowd. For 1969, Dodge moved it's push-button dash mounted transmission controls to the steering cloumn. Another important modification came in the form of, "Cushioned Beam Suspension." This enabled Dodge to continue selling the only pickup on the market with a solid I-Beam front axel. An independent front suspension never came into production until 1972. Cushioned beam suspension was a modification to the existing suspension by way of; (1) a sway bar, (2) new front leaf springs with lower rates and plastic liners, (3) new tie-rod ends, (4) shorter pitman arms to reduce friction, (5) increased steering ratio for easier handling. Extra cost options remained the same as 1968. However, power brakes and steering, along with air conditioning was now available for the six cylinder engine package trucks. The six cylinder's also could be ordered with the, NP435 four-speed transmission as well.
Since it was already decided that this model line would end in the next year, (1971), and a brand new pick-up was in the final stages of design for a 1972 release, there were little changes in 1970.
Standard equipment and chassis remained the same as in 1969. Extra equipment also remained the same, (except for the addition of new wheel lip and sill moldings). Tire size to the E78x14-B was the only change made for 1970. Overall engineering changes were limited to transmissions. A 3-speed automatic became an option for W100 and W200 trucks. A new 4-speed fully synchronized manual was now standard for all 3-quarter ton trucks with the 383 V-8. This new transmission provided more versatility for rugged terrain or heavy loads.
Options and changes for the last model year of the Sweptline trucks were minimal. The big-news came with the new, "Sweptline Special D100 Pick-up." The Special was a low-cost, light-duty half-ton built on the 114" wheelbase, (short-box style). The rear axel was rated at 3,600 lb. and the front axel at 2,500 lb.'s. Designed for the budget minded buyer, with a need for a half-ton the Special was $300.00 less than the cheapest pick-up on the market, (Chevy's basic model half-ton).
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