Sterling Motor Truck Model Descriptions

Sterling Motor Truck Company Home Page
Sterling Motor Truck Company Model Descriptions
West Allis, WI
1907-1951

This page added 1-28-2024.

A Brief Description of Sterling Models

This page is courtesy of Warren Richardson, Sterling Historian and Truck Owner

Sterling truck enthusiast and historian Warren Richardson is driving the oldest known Sterling, a 1914 Sternberg 2-ton truck. Warren has provided all the information for this page. The Sternberg is owned by the Nuss Collection in Minnesota. Steve Skurnowicz photo via Jeff Lakaszcyck from the 2023 Macungie truck show.

Sternberg, which began in 1907, became Sterling in 1915.

Sterling models were identified by their capacity: 1½ ton, 2 ton, 2½ ton, 3½ ton, 5 ton, 7 and 7½ ton etc. through 1924:

“D” Models 1925 - 1931 (34” wide frame) Earlier manuals (back at least to 1922) also refer to the D model designation but models were listed as called out above.

“E” Models 1923 - 1931 (38” wide frame) Also EC60 Model 1933

“F” Models 1931 - 1939 Swept fenders, sheet metal grille, enclosed cab had single rectangular flat glass windshield; also Metro C cab version.

“G” Models 1934 - 1942 Cab over engine, all sizes including heavy tandem chain drive tractors. First full tilt cab model truck. Cab tilted backwards on earliest examples. “G” Models in the 1920s were bus chassis and were conventional (not cab over engine)

“DD” Models which were all wheel drive (as well as double reduction – see below) (1941- 1950 or later)

“H” Models 1933 - 1953 Heavy duty, many dumps, mixers, heavy tractors. Had same cab as F Model until 1938 when slanted V-windshield cab introduced. Windshield glass had rounded corners with different instrument panel by 1949 (126 Cab). All steel cab (3 rear windows) introduced in 1953 (trucks built in White factory in Cleveland – many completed in 1954).

“J” Models 1938 – 1941 approximately. Fancy art deco grille, skirted fenders, grilles on hood sides, medium to large including tandems and chain drive. It is thought that the J model series incorporated the bulk of the N model visual features at some point, but not the extensive use of aluminum.

“M” Models 1939 - 1945 Medium duty. Very similar in appearance to H models of the same era. Same cab but approximately 4” narrower. Curved front frame horns.

“N” Models 1939 - 1940 Similar to J Models but with louver doors (not grilles) on hood sides with simpler fenders. Single axle and tandem models. Very few produced. Extensive use of aluminum for lighter weight.

“R” Models 1939 – 1950 Over the road type. Similar to H Models but with cast grilles on hood sides and wider, thicker cast header radiators with aluminum tank.

“S” Models 1951 – 1953 Special Service, intended for use in heavy construction and mining operations.

“T” Models 1949 – 1953 Transport, over the road; mostly tractors. Includes TE and TG cab-overs from 1950 – 1953. The “T” designation was also used for several WWII prototypes for the government.

Meaning of Second and Third Letters in Sterling Models:

“A” Forward set front axle (HA and TA models) 1948-1953.

“B” Bevel gear drive (early models up through 1950 including DB, FB, GB, HB, NB and RB), or, Set-back front axle (HB, TB, SB, beginning 1948-1950 through 1953)

“C” Chain drive, except:

“CC” Models which were crane carriers (1948-1957 for Bucyrus- Erie)

“D” Double reduction including DD, FD, GD, HD, and JD. DD and DDS models were all wheel drive when produced after 1931.

“E” Cab forward models (TE 1949 - 1953)

“G” Cab over engine models (TG 1950 -1953)

“S” Six wheel (two powered rear axles) when used in third letter (DDS, FCS, FDS, FWS, HBS, HCS, HDS, HWS)

“T” Factory tag axle (one powered rear axle) when used in third letter (FBT, FCT, HCT), HDT and HWT may also have been produced but confirming information is yet to appear.

“W” Worm drive when used in second letter (DW, EW, FW, HWS, JWS, RWS etc.)

Meaning of last two digits in “D” and “E” Models:

1^st digit is number of cylinders (4 or 6)

2^nd digit is number of transmission speeds (4,5 or 6)

Example: DW18-64 SRL is a worm drive “D” model of 18,000 pounds gross vehicle weight with a six-cylinder Waukesha SRL engine and a 4 speed transmission.

Meaning of letters after the 3-digit numbers on models from the thirties and forties:

“A” Cummins model A600 diesel 377 cubic inch displacement. Example: MC96A

“B” Cummins H4 four-cylinder diesel engine 448 cubic inch displacement. Example: HC115B

“D” Waukesha (or perhaps Caterpillar) diesel. Example: FD115D & FDT200D (Waukesha D6-140 diesel), FDT180D (Waukesha 6D-100 diesel), HC115D (may be Caterpillar D468 engine) – Note that the D designated “diesel” when used in the later four-digit series models (1948 – 1953) which may have been Cummins, Buda or Waukesha.

“F” Waukesha F- head engine. Example: FC140F (Waukesha 6/125 F- head gas engine)

“H” Cummins H series 6-cylinder diesel (most frequently used)

“S” designated “Special”. Example: FB60S May have also been used to designate model with larger engine. (not yet enough information in to prove this theory) There was also an FW97S that designated Waukesha SRL engine (which also had a larger displacement than the FW97-MK. It is also possible that the S was used for a variety of different reasons and thereby may not have designated a specific meaning.

Other designations were used which were indications of Waukesha engine models. Example: FC170RB (Waukesha RB engine) FWS180AB (Waukesha AB engine). These can really be confusing, particularly because there was a Waukesha HB (as well as a Cummins HB engine). Primarily listed in specification sheets rather than on data plates.

Meaning of numbers in 4-digit Model Numbers (1948- 1953)

1^st 3 numbers represent GVW x 200

For example: HB2002: 200 x 200 = 40000 lbs. GVW
HB2755: 275 x 200 = 55000 lbs. GVW

4^th number:

1 Shaft Drive

2 Chain Drive

3 Chain Drive Narrow Track (springs under frame)

4 All Wheel Drive

5 Tandem Shaft Drive

6 Tandem Chain Drive

This information was taken from a Sterling publication from c1950 (I can’t locate this at this time) and January 1952 (section IV-1 Model Number Nomenclature).

The following is a re-creation of a series of letters that I wrote to Jeffrey Smoker (and Jeff Lakaszcyck) in 2018 after he asked me what the meaning of the model FW115 was.

Prior to 1924 Sterling models were basically by tonnage rating. In 1915-16 there was the 1500 lbs. (3/4-Ton), 2, 3, 5 and 7-Ton models which shortly thereafter became 2-1/2, 3-1/2, 5 and 7-1/2-Ton models. Later the 1-1/2 and 2-Ton models (1920) were introduced and by 1923 5-Ton ELD and EHD models (“light duty” and “heavy duty” with different engines in the “E” series). Similarly there was the 7-1/2-Ton ELD and EHD models (different engines). While never clear, it seems as though Sterling had designated an “A”, “B”, “C” and “D“ Series for internal reasons before the trucks were referred to in that manner to the purchasing public. For example, there exists a parts book for the 1-1/2, 2 and 2-1/2-Ton models which refers to them as “Model D Motor Trucks” that was dated February 1922 - at least 2 years before the DW series was announced. I have never found reference to the ”A”, “B” or “C” series in Sterling documents, so I can only guess as to their meaning. I have made a couple of attempts to determine the meaning of “A”, “B”, and “C” models, but have never satisfied myself that I was on the right track. I think that the D models came out in 1920 when an appearance change came about as well as the introduction of Waukesha engines having removable cylinder heads. The 7-1/2-Ton model was introduced in 1919 with the new 6-speed transmission. In anticipation of the D model to come, the heavier models (3-1/2-Ton and up) were designated as E models. It should also be noted that the E models had a 38” frame width whereas the D models had a 34” frame width. While there is some conjecture on my part here (since it wasn’t until 1922 that documents referring to the D model have surfaced and not until 1923 that the E series appeared in the 5 and 7-1/2-Ton ELD and EHD designations) I think that I am on the right track here. But I am not sure.

From 1924-1930 or early 1931 the D and E series trucks carried one or two digits which indicated the GVW rating when multiplied by 1000. Thereby a DC21 was a D series Chain driven truck with 21,000 lbs. gross vehicle weight rating. Likewise, an EW27 was an E series Worm drive 27,000 lbs. gross vehicle weight rating truck cab chassis.

The F series came out in 1931 and did not follow these (ever so reasonable) rules. The model series in the ‘30’s (through 1938 and into 1939) were:

FB30 – 1.5 Tons

FB35 – 1.75 Tons

FB40 – 1.5 - 2 Tons

FB45 - 2 Tons

FB50 – 2.5 Tons

FB55 - 2.5 Tons

FB60 - 2.5 – 3 Tons

FB65 - 2.5 Tons

FB65S - 2.5 – 3 Tons

FB70 – 3 – 4 Tons

FD70 – 3 – 4 Tons

FB80 – 3.5 – 4.5 Tons

FD80 – 4 – 5 Tons (also 3 Tons)

FB90 – 4 – 5 Tons

FC90 – 4 – 5 Tons

FD90 – 4 – 5 Tons

FWS90 - 3.5 Tons

FC95 – 4.5 – 5.5 Tons

FD95 – 4.5 – 5.5 Tons

FD97 – 5 -6 Tons

FW97 – 3.5 Tons

FC100 – 5 – 6 Tons

FWS100 – 4 Tons

FC105 – 5.5 Tons

FC107 – 4 Tons

FD115 – 6 – 7 Tons (rated at 4 Tons in 1931, 5- 6 Tons in 1932, 5.5 – 6 Tons in 1933, 6 – 7 Tons in 1935)

FW115 – 4 Tons

HD115 – 4 Tons - ?

FC120 – 4 Tons

FC120S – 7.5 Tons

FD125 - ?

FBT130 – 7 – 8 Tons

FC135 – 6 – 7 Tons

FC140 – 5.5 Tons

FD140 – 5 Tons

FW140 – 5 Tons

FWS140 - 6 Tons

HC140 – 7 – 8 Tons

HD140 – 7 – 8 Tons

FC145 – 5.5 Tons

FBT152 – 8 – 10 Tons

FWS152 – 8 – 10 Tons

FC170 – 7.5 Tons

FD170 – 7.5 Tons

HC170 – 9 -10 Tons

HD170 - ?

FW170 – 7.5 Tons

FCS170 – 8 Tons

FCS180 – 9 Tons

FCT180 – 10 – 10.5 Tons

FDS180 – 10 – 12 Tons

FDT180– 10 – 10.5 Tons

FWS180 – 8 – 10 Tons

HCT180 – 10 – 10.5 Tons

FD195 – 12 – 12.5 Tons

FCS200 – 10 – 12 Tons

FDS200 – 10 – 12 Tons

FCT200 – 12 – 12.5 Tons

FDT200 – 12 – 12.5 Tons

FWS200 – 10 – 12 Tons

HCT200 – 12 – 12.5 Tons

FCS210 – 10 – 12 Tons

HCS210 – 10 – 12 Tons

FDT250 – 16 – 16.5 Tons

HCT250 – 16 – 16.5 Tons

Basically, the bigger the number, the greater the capacity. Sterling went away from Gross Vehicle Weight Rating to a capacity rating. My guess is that the industry did this as well, but I don’t really know. The capacity took into account some weight for the body (which varied considerably). Guessing that there was either a potential sales advantage to this or that it became required by regulations to do so. By 1940 Sterling generally gave both a capacity rating as well as a GVW rating.

It later occurred to me that in a crude way the numbers do signify something. Model number digits x 100 = load rating in pounds approximately

FB30 – 1.5 Tons: 30 x 100 = 3,000; 3,000lbs. = 1.5 Tons

FD90 – 4 – 5 Tons: 90 x 100 = 9,000 lbs.; 9,000 lbs. = 4.5 Tons

FC100 – 5 – 6 Tons: 100 x 100 = 10,000 lbs.; 10,000 lbs. = 5 Tons

FD115 – 6 – 7 Tons (rated at 4 Tons in 1931, 5- 6 Tons in 1932, 5.5 – 6 Tons in 1933, 6 – 7 Tons in 1935): 115 x 100 = 11,500 lbs.; 11,500 lbs. = 5.75 Tons

FCS200 – 10 – 12 Tons: 200 x 100 = 20,000 lbs.; 20,000 lbs. = 10 Tons

Etc.

FDT250 – 16 – 16.5 Tons: 250 x 100 = 25,000 lbs.; 25,000 lbs. = 12.5 Tons doesn’t work

Some others don’t work either. However, my guess is that this was the basis of their numbering system.

From 1938 – 1950 Sterling models were as follows: (following some models is my interpretation of the meaning of the number – model number digits x 100 = load rating in pounds approx.

MB60 - 16,000 lbs. GVWR; Payload: 2– 3.5 Tons, 60 x 100 = 6,000 lbs. = 3 Tons

MB65 - 17,000 lbs. GVWR; Payload: 2.5– 4 Tons, 65 x 100 = 6,500 lbs. = 3.25 Tons

MB75 - 18,000 lbs. GVWR; Payload: 3.5– 5.5 Tons, 75 x 100 = 7,500 lbs. = 3.75 Tons

MD75 - 18,000 lbs. GVWR; Payload: 3– 5 Tons,

MC87 - 22,000 lbs. GVWR; Payload: 4– 6.5 Tons, 87 x 100 = 8,700 lbs. = 4.35 Tons

HB90 – 22,000 lbs. GVWR; Payload: 4 – 6.5 Tons, 90 x 100 = 9,000 lbs. = 4.5 Tons

MD90 - 22,000 lbs. GVWR; Payload: 4– 6.5 Tons

MC96 - 24,000 lbs. GVWR; Payload: 4.5– 7 Tons, 96 x 100 = 9,600 lbs. = 4.8 Tons

HC97 – 24,000 lbs. GVWR; ?

HD97 – 24,000 lbs.; ?

HD105 - 26,000 lbs. GVWR; Payload: 5– 8 Tons

HC105 – 26,000 lbs. GVWR; Payload: 5– 8 Tons, 105 x 100 = 10,500 lbs. = 5.25 Tons

HD110 - 27,500 lbs. GVWR; Payload: 5– 8.5 Tons, 110 x 100 = 11,000 lbs. = 5.5 Tons

HC115 – 30,000 lbs. GVWR; Payload: 5.5– 8.5 Tons

HD115 - 30,000 lbs. GVWR; Payload: 6 – 9 Tons, 115 x 100 = 11,500 lbs. = 5.75 Tons

HBT128 - 32,000 lbs. GVWR; Payload: 7 – 10 Tons

HBS130 – 32,000 lbs., ?

HC144 – 36,000 lbs. GVWR; Payload: 7 – 11 Tons

HC145 – 36,000 lbs. GVWR; Payload: 7 – 11 Tons

HD145 - 36,000 lbs. GVWR; Payload: 7 – 11 Tons, 145 x 100 = 14,500 lbs. = 7.25 Tons

HC147 – 36,000 lbs. GVWR; Payload: 7 – 11 Tons

HC156 – 40,000 lbs. GVWR; Payload: 8 – 12 Tons, 156 x 100 = 15,600 lbs. = 7.8 Tons

HWS160 – 40,000 lbs. GVWR; Payload: 8 – 12 Tons

HC175 – 45,000 lbs. GVWR; Payload: 9 – 12.5 Tons, 175 x 100 = 17,500 lbs. = 8.75 Tons

HC185 – 48,000 lbs. GVWR; Payload: 9 – 14 Tons

HCS195 – 48,000 lbs. GVWR; Payload: 9 – 13 Tons, 195 x 100 = 19,500 lbs. = 9.75 Tons

HC200 – 50,000 lbs. GVWR; Payload: 10 – 15 Tons, 200 x 100 = 20,000 lbs. = 10 Tons

HC250 – 60,000 lbs. GVWR; Payload: 12 – 18 Tons, 250 x 100 = 25,000 lbs. = 12.5 Tons

HCS225 - ?; 10 – 15 Tons

HCS235 - 52,000 lbs. GVWR; Payload: 10 – 15 Tons

HWS235 - 50,000 lbs. GVWR; Payload: 10 – 15 Tons, 235 x 100 = 23,500 lbs. = 11.75 Tons

HCS255 - ?; 12 – 18 Tons

HCS265 – 60,000 lbs. GVWR; Payload: 12 – 18 Tons, 265 x 100 = 26,500 lbs. = 13.25 Tons

HCS285 - ?; 15 – 20 Tons

HCS297 - 70,000 lbs. GVWR; Payload: 15 – 20 Tons, 297 x 100 = 29,700 lbs. = 14.87 Tons

HCS300 - ?; 18 – 25 Tons

HCS330 – 80,000 lbs.; Payload: 18 – 25 Tons, 330 x 100 = 33,000 lbs. = 16.5 Tons

HCS340 – 90,000 lbs., ?

The Sterling (and Sterling-White) 4 digit series models from 1948-1953 followed the following rule (roughly):

The first 3 numbers x 200 equaled the GVWR in pounds approx.

Thereby:

HA1502 = 30,000 lbs. GVWR,

HA1802 = 36,000 lbs. GVWR,

HB2002 = 40,000 lbs. GVWR,

HB3006 = 60,000 lbs. GVWR

Etc. These are approximate numbers. The meaning of the numbers for this 4-digit series came from a Sterling document for internal sales. I didn’t make this up.

Hope this helps! If nothing else, it was a good exercise for me. I can see that the numbers increased but they didn’t always increase as one might expect. When the lower ratings appeared in the middle of things it may have been (may) because the model came early in the series period. I don’t know the reason so I’m speculating here. The FD115 provides an interesting example. Many of the models listed appeared for a short period in the ‘30’s. This information is from a database that I’ve put together since 1990 and I keep adding to it when I find additional information.

Regards,

Warren Richardson

sterlingchaindrivetrucks@gmail.com

Meriden, CT

PS – Don’t hesitate to ask questions! Sterling truck history is my favorite subject and I always learn things when I attempt to answer a question!