Please login or register.

Login with username, password and session length
Pages: [1] |   Go Down

Author Topic: D100 versus D150  (Read 8879 times)

0 Members and 1 Guest are viewing this topic.

lsm360

  • Dippy Oracle
  • *****
  • Offline
  • Melbourne, FL
  • Posts: 10575
  • Facts can be stubborn things
D100 versus D150
« on: September 10, 2012, 21:07:46 »

Have wondered for quite sometime what the difference is, and can't figure it out now as I keep my peepers open for a truck. I see D100 and D150 trucks that are shortbeds, longbeds, sixes, eights. Is it just the rear springs and payload capacity? I should know this by now being a Mopar freak and having owned both a 100 and 150! Both were V8 shortbeds, btw.
Logged
'89 Diplomat S code AHB now with FI 410 C.I.D. smallblock
1979 Power Wagon 150 Short bed Factory 360-4
2010 Charger Pursuit 5.7

Dippy.org

  • Advertisement
  • ***

DobaMark

  • Dippy Oracle
  • *****
  • Offline
  • Pittsburgh
  • Posts: 6387
Re: D100 versus D150
« Reply #1 on: September 10, 2012, 21:13:43 »

D100 was the standard. 1/2 ton truck. Until the D150 was introduced to be a heavier duty truck that could bypass some emission requirements. It is the payload that increases, the engines didn't necessarily increase in displacement from 100 to 150 to 200.
Logged

lsm360

  • Dippy Oracle
  • *****
  • Offline
  • Melbourne, FL
  • Posts: 10575
  • Facts can be stubborn things
Re: D100 versus D150
« Reply #2 on: September 10, 2012, 21:34:45 »

So it would boil down to just the leaf springs, or more? Thanks.
Logged
'89 Diplomat S code AHB now with FI 410 C.I.D. smallblock
1979 Power Wagon 150 Short bed Factory 360-4
2010 Charger Pursuit 5.7

270SE

  • The Other F-body (the one that's fast)
  • Dippy Oracle
  • *****
  • Offline
  • NC
  • Posts: 6279
  • Vinyl, woodgrain, and shag- that's an interior
Re: D100 versus D150
« Reply #3 on: September 10, 2012, 21:45:26 »

The D-100 was the half ton. The 200 and 300 were the steps above, those are all 8 lug with heavy duty axles.


The D-150 was essentially an axle and trim package to start with. The extra bells and whistles pushed the 1/2 ton to the 3/4 ton single vehicle GVWR so it wouldn't have to run cats as a light duty truck. Later on, the heavy duty package became much more common on 4wds and more expensive 2wds to the point it ended up taking over as the base level from the D-100. The other hundreds were dropped in favor of hundred-fifties but the D-100 came back later as a budget/economy package.


When it started the D-150 would have the 9-1/4 instead of the "8-3/8" or 8-1/4. The jump in bed payload capacity from that and the springs was just about enough to push the truck to emissions exemption. Then the feds rewrote the rules in '79 but it was already in motion.

Sometime later 200s got the 318 standard and 300s got the 360 standard. But that was the only big change that happened in motors. All 200s were 8 lug, no 100s were.
« Last Edit: September 10, 2012, 21:46:57 by 270SE »
Logged

Malcolm from Canada

  • Four Fifths to attend to
  • Dippy God
  • ****
  • Offline
  • Rural Ontario
  • Posts: 1066
  • Coming back from a Lincoln
Re: D100 versus D150
« Reply #4 on: September 10, 2012, 23:20:47 »

The jump in bed payload capacity from that and the springs was just about enough to push the truck to emissions exemption. Then the feds rewrote the rules in '79 but it was already in motion.


Not before the Lil Red Express truck snuck through cat deleted in 78'. It kicked the @$$ of EVERY single GM offering, including ; the Vette itself, Trans Am and FireChicken, and the Leb-28, you name it, the Lil Red Express beat it in the 1/4 mile. Top end you ask ? No the truck didn't beat the GM offerings, it took a 4door Royal Brougham Monaco to do that (and handily).

Remember the road tests and articles vividly and the tears from my GM buddies.

BTW the cat delete 454 equipped GM shortbox (known as the Street Coupe IIRC) also had it's @$$ handed to it by the 360 equipped Lil Red Express too.

Malcolm
Logged
Had a 360/727/ 8 1/4" Suregripped 87' Fifth Avenue and many M and J-bodies over the years.

270SE

  • The Other F-body (the one that's fast)
  • Dippy Oracle
  • *****
  • Offline
  • NC
  • Posts: 6279
  • Vinyl, woodgrain, and shag- that's an interior
Re: D100 versus D150
« Reply #5 on: September 11, 2012, 00:50:53 »

The '79 wasn't a slouch either. Though they had to put cats on, they still generally didn't have to meet the same regulations as cars. It's quite likely there was a bit more than 20 horsepower to push a vehicle 1300 lbs heavier to be quicker than the Street Kit which already whipped GM that year.
Logged

79dodge4ever

  • Honored Member
  • Dippy Oracle
  • *****
  • Offline
  • windsor NS Canada
  • Posts: 6182
Re: D100 versus D150
« Reply #6 on: September 11, 2012, 05:50:26 »

The '79 wasn't a slouch either. Though they had to put cats on, they still generally didn't have to meet the same regulations as cars. It's quite likely there was a bit more than 20 horsepower to push a vehicle 1300 lbs heavier to be quicker than the Street Kit which already whipped GM that year.

yupp trucks never got lean burn til the mid 80's and a year or so after that they went to TBI (1987-1988 depending on where you live)
Logged
When told the reason for daylight savings time an old Indian said, “only the government would believe that you could cut a foot off the top of a blanket, sew it to the bottom, and have a longer blanket”

270SE

  • The Other F-body (the one that's fast)
  • Dippy Oracle
  • *****
  • Offline
  • NC
  • Posts: 6279
  • Vinyl, woodgrain, and shag- that's an interior
Re: D100 versus D150
« Reply #7 on: September 11, 2012, 09:03:33 »

yupp trucks never got lean burn til the mid 80's and a year or so after that they went to TBI (1987-1988 depending on where you live)
Sometime around '85 is when they started to, but not all did. I don't think any 360s did. TBI was '88 for the V6/318 and '89 for the 360.
Logged

lsm360

  • Dippy Oracle
  • *****
  • Offline
  • Melbourne, FL
  • Posts: 10575
  • Facts can be stubborn things
Re: D100 versus D150
« Reply #8 on: September 11, 2012, 11:29:00 »

Ok, I am sure I would be fine with a 100. No heavy hauling planned. I do hope to find a local 150, V8, shorbed locally though. We'll see. One in Vero Beach right now but it is outrageously priced, so me no buy.
Logged
'89 Diplomat S code AHB now with FI 410 C.I.D. smallblock
1979 Power Wagon 150 Short bed Factory 360-4
2010 Charger Pursuit 5.7

Rey

  • Guest
Re: D100 versus D150
« Reply #9 on: September 11, 2012, 12:53:59 »

I owned a 1985 Dodge D150 a number of years ago. It was a really good truck, I really liked it. It had the 318 with a newly replaced Holley 2 barrel on it, and it was surprisingly very good on gas around town, much better than my Diplomat. I'm really not sure what kind of emission controls these came with versus cars that year, but this one had none left and no cats so that probably helped the mileage.
Logged

DobaMark

  • Dippy Oracle
  • *****
  • Offline
  • Pittsburgh
  • Posts: 6387
Re: D100 versus D150
« Reply #10 on: September 11, 2012, 16:19:37 »

Another thing that helps in town is the gears.  The 2.2 gears in most M bodies suck in town, trucks never had such (false) economy gears.  I could get better gas mileage in town with the 5.9 Dakota R/T with 3.9 gears than I could with my 1989 Fifth Avenue with 2.2 gears (and this was at speeds where the OD in the Dakota was never in play).
Logged

79dodge4ever

  • Honored Member
  • Dippy Oracle
  • *****
  • Offline
  • windsor NS Canada
  • Posts: 6182
Re: D100 versus D150
« Reply #11 on: September 11, 2012, 16:44:26 »

Another thing that helps in town is the gears.  The 2.2 gears in most M bodies suck in town, trucks never had such (false) economy gears.  I could get better gas mileage in town with the 5.9 Dakota R/T with 3.9 gears than I could with my 1989 Fifth Avenue with 2.2 gears (and this was at speeds where the OD in the Dakota was never in play).

the first gear is a lower gearset in an O/D transmission then the 904/727 so it puts the engine at a perfect speed, as where a 904/727 may cause the engine to be at an idle most of the time
Logged
When told the reason for daylight savings time an old Indian said, “only the government would believe that you could cut a foot off the top of a blanket, sew it to the bottom, and have a longer blanket”

270SE

  • The Other F-body (the one that's fast)
  • Dippy Oracle
  • *****
  • Offline
  • NC
  • Posts: 6279
  • Vinyl, woodgrain, and shag- that's an interior
Re: D100 versus D150
« Reply #12 on: September 11, 2012, 20:12:18 »

the first gear is a lower gearset in an O/D transmission then the 904/727 so it puts the engine at a perfect speed, as where a 904/727 may cause the engine to be at an idle most of the time
The 360s use the 518 with the 2.45 first/1.45 second and most M bodies used the 2.74 first/1.54 second.
Logged

DobaMark

  • Dippy Oracle
  • *****
  • Offline
  • Pittsburgh
  • Posts: 6387
Re: D100 versus D150
« Reply #13 on: September 12, 2012, 04:17:25 »

I have a friend who had a 1980 Cordoba LS when I had my regular 1981 Cordoba, both were 318-2 cars with 2.2 rear gears.  The 1981 Cordoba had the low first gear and the 1980 did not.  That made a huge difference as far as getting the car moving.  Yet when my car shifted from first to second the car lagged a bit due to the weak engine and large gear spacing.  Still despite that small lag, the first gear made my car accelerate much faster (faster still being pretty slow compared to pre-emission V8s).
Logged

79dodge4ever

  • Honored Member
  • Dippy Oracle
  • *****
  • Offline
  • windsor NS Canada
  • Posts: 6182
Re: D100 versus D150
« Reply #14 on: September 12, 2012, 05:44:43 »

you could always buy an old turbo trailduster!

http://atlanta.craigslist.org/wat/cto/3136366946.html
Logged
When told the reason for daylight savings time an old Indian said, “only the government would believe that you could cut a foot off the top of a blanket, sew it to the bottom, and have a longer blanket”
Pages: [1] |   Go Up