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Dodge 50 Series
Dodge 50 Series
Dodge 50 Series
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Dodge 50 Series
1980 Dodge 50
Overview
ManufacturerChrysler Europe
Renault Trucks
Also calledRenault 50 series
Production1979–1993
Body and chassis
Class
RelatedDodge B series
Powertrain
Engine
Chronology
PredecessorDodge Spacevan[1]
Dodge Walk-Thru
SuccessorRenault B series[2]
Dodge 50 with refrigeration unit for "Benna"-Milk in Malta
Renault Dodge 50 "B56" (5600kg) with crew-cab and box body, formerly of British Gas, seen here working for Aid Convoy on a humanitarian project to the former Yugoslavia.
4x4 Reynolds Boughton RB44 of the British Army

The Dodge 50 Series, later known as the Renault 50 Series, were light commercial vehicles produced in the UK by Chrysler Europe and later Renault Véhicules Industriels between 1979 and 1993 as a replacement for the earlier Dodge Walk-Thru stepvan and smaller Dodge Spacevan cab-over van. The Dodge 50 series utilized the same cab as the American Dodge B series vans, modified to cater for European regulations and needs. The chassis, however, was British-designed and had no parts shared with the significantly bigger American van.[3]

The 50 series included a wide range of chassis and body configurations, including two distinctly different cab designs, and spanned the 3,500–7,500 kg (7,700–16,500 lb) revenue weight range. Various engines were offered, including the Perkins Phaser and 4.236 diesels.[4]

The RB44, a four-wheel-drive version based loosely on the Dodge van, was built by Reynolds Boughton (now known as Boughton Engineering) in the early 1990s.

Versions

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Bodybuilding companies converted many into various configurations from tipper trucks to buses. Many were built as "chassis cabs" to have box bodies fitted; these were widely used by utility companies in the UK. They often came fitted with compressors and generators. Gradually this kind of vehicle fell out of favour, partly due to reliability issues relating to combining plant equipment with the vehicle drivetrain. The vehicle is otherwise toughly built. The utility companies today favour smaller vans with towed generators. The RB44 four-wheel-drive version saw some use with the British army since it was one of very few British-built trucks of the class, and it could carry considerably more cargo and equipment than even the largest Land Rover models.

Chrysler received financial assistance from the British Government which was desperate to support the ailing British motor industry. However, having inherited various struggling car and commercial vehicle marques (and factories) from the Rootes Group, notably the commercial marques Commer and Karrier, in addition to various French concerns, Chrysler Europe struggled to return a profit. In 1978, Chrysler pulled out of their European operations altogether, selling them to Peugeot. The cars and small vans were subsequently sold under the Talbot brand.

Peugeot takeover

[edit]

Peugeot had little interest in larger commercial vehicles and the factory for the heavier models was run in partnership with Renault Véhicules Industriels, who sought a UK production site for engines for their existing Renault-branded models. They continued to manufacture the 50 Series, along with the small Dodge (formerly Commer) Spacevan, and the large Dodge 100 / Commando 2 Series of 7,500–23,000 kg (16,500–50,700 lb) trucks. The transition to Renault branding was gradual, with some vehicles bearing both a Dodge name and a Renault diamond badge.

Renault 50

[edit]

By 1987, the 50 Series had been updated and was badged as the Renault 50 Series; the UK incarnation of the Dodge marque ceased to be used for new vehicles. (Chrysler maintained an entirely separate Dodge brand in the U.S., and in 2006 began re-introducing Dodge car models from the USA into the UK market.) Renault continued to manufacture the 50 Series until 1993, but it was never a great sales success, even being forced to compete with other Renault products, in the form of the Master van, which Renault favoured in its export markets.

In 1994, Renault — keen to clear the factory for large-scale engine production — sold the production tooling to a Chinese manufacturer.[5]

See also

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[edit]

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Dodge 50 Series

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from Grokipedia
The Dodge 50 Series was a range of light commercial vehicles produced in the from 1979 to 1993, encompassing vans and chassis-cab configurations with gross vehicle weights spanning 3.5 to 7.5 tonnes. Initially developed by as a successor to outdated models like the Dodge K-series and Spacevan, it featured a simple, boxy design optimized for high payload capacity and versatility in urban and light-duty applications. Production began at the Dodge Truck plant in , , under UK, which had received British government funding in the mid-1970s to modernize its commercial vehicle lineup. Following sale of its European operations to in 1978, the series was badged as Dodge with Talbot plates through 1982, then transitioned to branding by 1983 after acquired the truck division in 1981. The lineup saw a major update in September 1987 with the Mk2 version, incorporating improved Perkins diesel engines, before production ended in March 1993 amid declining sales and the closure of the facility. Key models included the S46, S56, S66, and S75, covering payloads from approximately 1.5 to 4 tonnes, with options for forward-control cabs and specialized variants like the 4x4 RB44 developed by Reynolds-Boughton for use. Powertrains evolved from Chrysler-sourced inline-four and six-cylinder petrol engines (producing 72.5 to 88 hp) to Perkins diesels, culminating in the turbocharged Phaser 110 unit delivering 109 hp in later models. The series gained popularity for conversions into horseboxes, campers, and utility vehicles, particularly in the UK market, though total production remained modest due to competition from established British and European rivals.

Development and Design

Origins and Development

The Dodge 50 Series was introduced in as a range of light s designed to replace the outdated Dodge Spacevan and Walk-Thru stepvan models, which had been in production since the . Developed by at its facilities, the project originated in the mid-1970s as part of efforts to modernize the company's lineup amid severe financial pressures facing Corporation, including mounting losses and market share erosion during the oil crises. Engineering work emphasized creating versatile, cost-effective trucks for urban delivery and light-duty tasks, targeting a gross range of 3,500 to 7,500 kg to compete with established rivals like the Ford Transit. British engineering teams played a central role, adapting the cab from the American Dodge B-series —incorporating elements such as doors, windscreen, and front fenders—to comply with European safety, emissions, and dimensional regulations while prioritizing payload capacity and driver comfort for local market needs. Development began with initial planning and prototyping around 1975–1976, culminating in full production starting in 1979 at the existing Dodge truck plant in , , a facility originally established for and vehicles after Chrysler's acquisition of in 1967. This timeline allowed to launch the series just before the 1978 sale of its operations to , ensuring continuity in UK commercial vehicle manufacturing.

Chassis and Body Design

The Dodge 50 Series employed a British-designed ladder-frame , providing a robust foundation suited for light commercial duties across European markets. This construction allowed for gross vehicle weights ranging from 3,500 kg to 7,500 kg, with payload capacities tailored to up to approximately 3,500 kg in heavier configurations, supported by and options for reinforced suspension to handle varied load demands. The cab design drew from the forward-control layout of the American Dodge B-series vans, adapted with a shorter bonnet and integrated European styling elements to enhance urban maneuverability and compliance with local regulations. This modification incorporated components like doors, windscreens, and fenders from the Tradesman, blended with UK-manufactured parts at the plant, resulting in a boxy yet functional aesthetic optimized for high-volume cargo transport. Body configurations emphasized versatility through the forward-control cab, which maximized cargo space in setups, while chassis-cab variants permitted custom bodywork such as dropside trucks for open loading. These options catered to diverse commercial needs, with the providing enclosed protection for goods and the chassis-cab enabling adaptations like bodies or flatbeds. Safety and comfort were addressed via basic all-steel construction for durability, with optional forward-facing bench seating accommodating up to three occupants. The interior featured a straightforward layout, prioritizing essential for driver efficiency in daily operations. Standard models typically utilized a of around 3,048 mm, yielding an overall length of approximately 5,000 mm for van variants, balancing compactness with load-carrying capability.

Models and Variants

Standard Commercial Models

The Dodge 50 Series offered a core lineup of light commercial vehicles tailored for everyday business operations, including enclosed cargo vans for secure transport, chassis-cab variants allowing for custom body installations, and dropside tipper trucks suited to and tasks. These models spanned gross vehicle weights (GVW) from 3.5 tonnes, ideal for urban light delivery and parcel services, to 7.5 tonnes capable of handling heavier payloads for regional and bulk goods. Designated by GVW such as the S35 for entry-level duties and S75 for , the range emphasized durability and versatility for non-specialized commercial fleets. In the , these vehicles gained popularity among utility companies, which integrated them into service fleets for maintenance and repair operations, often with provisions for onboard tool storage in chassis-cab setups. Customization extended to roof heights, with standard and high-roof options on vans to accommodate taller loads, alongside short and long configurations to match specific payload and maneuverability needs.

Special-Purpose Variants

The Dodge 50 Series served as the basis for several low-volume special-purpose adaptations, tailored for , , and roles beyond standard commercial applications. These variants leveraged the robust forward-control cab and modular frame to accommodate specialized equipment, often through third-party conversions, reflecting the vehicle's versatility in niche sectors during the . One prominent adaptation was the Reynolds Boughton RB44 4x4 heavy-duty truck, developed as a private venture in the late to meet requirements for replacing aging 1-tonne Land Rovers. Contracted in June 1988 for 846 units, the RB44 featured a four-wheel-drive system with a and front derived from the Dodge S66 , increased ground clearance for off-road performance, and compatibility with winches for recovery operations. It incorporated a for enhanced low-speed control in rugged terrain, though early models suffered from braking issues that led to delivery suspensions in 1992 and eventual modifications costing over £2 million in total resolutions. The vehicles entered service in but faced maintenance challenges, resulting in withdrawal from active deployments like Bosnia by 1993; production totaled the full 846 units by the mid-1990s. Utility conversions of the Dodge 50 Series were common for sectors like and emergency services, where chassis-cab models were fitted with onboard compressors, generators, and extended crew cabs to support field operations. These adaptations, often by specialist bodybuilders, provided self-contained power solutions for remote work sites, with the S56 and S66 variants proving popular due to their payload capacities up to 7.5 tonnes. Such vehicles were widely used by utility companies. Bus derivatives utilized short-wheelbase configurations like the S56 for conversions, accommodating up to 24 passengers in high-roof bodies designed for urban or welfare transport. Examples include Reeve Burgess welfare buses, which featured specialized interiors for medical or , and Linwell 20-seater models for deregulated route operations, both praised for the chassis's braking and handling stability under load. These low-floor or step-entry variants emerged in the mid-1980s, with prototypes even exploring electric powertrains for short-range applications, though diesel remained dominant. Production of such derivatives was limited, typically in runs of dozens per converter. Export adaptations involved minor modifications for right-hand-drive markets, though volumes remained small compared to European sales. These ensured compatibility with regional without major redesigns, facilitating limited imports during the era.

Powertrain and Specifications

Engines

The Dodge 50 Series offered a range of petrol and diesel engines, evolving from Chrysler-sourced petrol units in early models to Perkins diesels in later versions, emphasizing reliability and economy for commercial use. Initial petrol engines included a 2.0-liter inline-four producing approximately 72 hp, with a larger 3.6-liter inline-six option at 88 hp for heavier variants. These were paired with carburetors and suited lighter-duty applications before the shift to diesels. Diesel powerplants from Perkins became standard from 1979. The primary engine was the , a 3.9-liter inline-four diesel producing approximately 70 horsepower at 3,000 rpm and 229 Nm of at 1,350 rpm for low-end pull in light trucks and vans. Heavier models used the Perkins 6.247, a 4.1-liter inline-six diesel offering around 95 hp and higher for increased capacity. Later models from 1987 adopted the Perkins Phaser series, including a naturally aspirated 4.0-liter inline-four producing up to 85 horsepower at 2,800 rpm and 282 Nm of torque. The turbocharged Phaser 110 variant, introduced in the Mk2 update, delivered 109 hp for improved performance. These engines employed via mechanical fuel pumps, such as the CAV DPA type, providing precise metering for demanding duties like delivery and construction. The design prioritized longevity, with cast-iron blocks and wet cylinder liners for field overhauls. Emissions compliance met and European standards through efficient combustion, without advanced aftertreatment. Fuel efficiency ranged from 10 to 12.5 liters per 100 km under mixed loads. Maintenance featured modular construction with accessible filters; valve adjustments required rocker cover removal in the overhead valve layout. Belt-driven accessories simplified checks. The Phaser series refined the 4.236 design for higher output and quieter operation, reducing noise by up to 5 dB while compatible with existing transmissions.

Drivetrain and Capacities

The Dodge 50 Series primarily used for reliable power in commercial applications, with available on the RB44 variant via a full-time system featuring a Reynolds Boughton with low-range and differential lock. Standard models relied on for simplicity. Transmissions were manual-only, with a four-speed synchromesh unit standard. Heavier-duty variants with turbo diesels like the Phaser 110 offered a five-speed manual (Turner 250 or ZF) for better efficiency; no automatics were available. Capacities supported light to medium use, with gross vehicle weights from 3,500 kg to 7,500 kg. Payloads ranged from 1,500 kg to 4,000 kg, with up to 4 tonnes in 7.5-tonne models for dropside or configurations. capacity was 3,500 kg when equipped. The fuel tank held 113 liters (25 imperial gallons). Performance focused on utility, with top speeds of 90–110 km/h unloaded and 0–60 km/h in 20–25 seconds under . Braking used units at all wheels for laden stopping, with leaf-spring suspension front and rear for load handling and stability.

Production and Ownership Changes

Chrysler Production Phase

The Dodge 50 Series was manufactured at Chrysler's plant in , , a facility shared with other commercial vehicles from the lineup, including and models. This location facilitated efficient assembly of the light truck range, leveraging existing infrastructure for and cab production from 1979 onward. Production volumes were modest during the initial years, with the highest output occurring in 1980 amid initial market enthusiasm for the new model. These figures reflected Chrysler's push to revitalize its commercial vehicle offerings following the development phase, though exact annual breakdowns were not publicly detailed at the time. Market reception in the was initially strong, particularly among fleet operators such as utilities and local authorities, driven by competitive pricing that positioned base models in the £5,000 to £8,000 range depending on configuration and payload. However, broader sales were constrained by Chrysler's severe beginning in , which led to reduced investment and marketing support across European operations. Early models faced reports of quality concerns, including rust-prone bodywork due to inadequate and intermittent electrical faults in wiring and systems, which affected reliability in damp conditions. These issues were addressed through ongoing refinements, including improved sealing and revised electrical harnesses. Exports were limited primarily to select international markets, with adaptations for local conditions where necessary. This restrained international presence stemmed from Chrysler's focus on domestic recovery amid financial pressures.

Peugeot Acquisition and Renault Partnership

In 1978, PSA Peugeot Citroën acquired Chrysler Europe's operations, including the British facilities at and , along with the and commercial vehicle brands, for a nominal in liabilities; in exchange, Chrysler received a 15 percent equity stake in the French automaker. This transaction enabled Peugeot to rapidly expand its presence in the light segment and integrate established UK manufacturing capabilities, positioning PSA as Europe's largest automobile producer at the time. The acquisition encompassed ongoing production of models like the Dodge 50 Series at the plant, with Peugeot committing to maintain operations and employment levels as part of regulatory approvals in the and other markets. Peugeot, however, showed limited interest in heavy commercial vehicles and sought collaboration to manage costs and technology sharing for truck production. In 1983, Véhicules Industriels acquired the Dodge truck division from , establishing a joint operation at the facility to sustain output of the Dodge 50 Series and related models, with full control by 1983 and Dodge branding phased out by the mid-1980s in favor of . This partnership allowed to focus on passenger cars and lighter vans under the badge while leveraging 's expertise in heavier-duty vehicles. The arrangement facilitated shared production efficiencies and compliance with tightening European emissions and safety standards. The strategic motivations for included bolstering its commercial lineup through acquired brands and factories without overextending into unprofitable heavy truck segments, while gained a foothold in the UK market to diversify beyond French facilities. By 1980, initial integration efforts at the plant had begun incorporating PSA components into production lines, though the truck operations remained more autonomous under the emerging Peugeot-Renault collaboration.

Legacy and Rebranding

Transition to Renault 50 Series

In 1987, the Dodge 50 Series was rebranded as the 50 Series through badge engineering, featuring a revised front end with glass-reinforced components and a forward-shifted cab while largely retaining the boxy . This shift marked the cessation of the marque in the UK for new vehicles and aligned the lineup under full control following the earlier partnership established after Peugeot's acquisition of Europe's truck operations. Production at the factory transitioned to Véhicules Industriels oversight, with output continuing uninterrupted until the line closed in March 1993. The rebranding incorporated several Renault-sourced components to enhance usability and performance. A five-speed Turner gearbox replaced the prior four-speed unit, and the suspension received longer parabolic leaf springs to improve ride quality and handling. Brakes were upgraded with 300 mm front discs and enhanced rear drums for superior stopping power. Models retained Perkins diesel engines like the Phaser series for reliability, with the 1987 update offering options for the naturally aspirated Phaser 90 (producing 84 hp) or turbocharged Phaser 100T (producing 107 hp). Under Renault branding, the 50 Series was marketed as a versatile range, but it increasingly competed directly with the newer van within the same portfolio, resulting in internal market cannibalization. This overlap, combined with rising competition from more modern European rivals like the Ford Transit and vans, contributed to declining sales, with annual UK production falling below 2,000 units by 1992.

Post-Production Impact

Production of the Dodge 50 Series, which had been rebranded as the Renault 50 Series, ceased in March 1993 when the Dunstable plant was shut down, marking the end of all truck manufacturing at the facility. This closure eliminated the final remnants of Dodge, Karrier, and Commer vehicle production in the UK, as Renault shifted focus away from the aging platform. The 50 Series was gradually replaced by the Renault B series light commercial vehicles, which evolved into models like the Master, offering modern designs better suited to contemporary market demands. Following the shutdown, the production tooling for the 50 Series was sold to a Chinese in 1994, allowing continued manufacturing of similar medium-duty trucks overseas and extending the indirect influence of the original design beyond . At the site, the closure resulted in significant job losses for workers involved in truck assembly, though exact figures were not publicly detailed at the time; the facility was demolished and redeveloped as a and industrial estate. Surviving examples of the Dodge 50 Series are preserved by enthusiast groups in the UK, such as the Dodge50 owners' community, where they are valued for their rarity and historical significance as one of the last British-built light trucks from the Chrysler era. The military RB44 variant, a four-wheel-drive adaptation by Reynolds Boughton, saw limited continued use with the British Army until its withdrawal around 2010, with some units remaining in service in other countries post-retirement. Culturally, the 50 Series symbolizes Chrysler's complete withdrawal from European operations in the late 1970s—following the 1978 sale to Peugeot—and the subsequent consolidation of truck production under the Peugeot-Renault alliance in the 1980s, reflecting broader shifts in the continental commercial vehicle industry.

References

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