standard catalog of °U. S.
MILTTARY andEition
VEHICLES
Toad 155 HOWITZER § > “we Th Een
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standard catalog of® U.S.
MILIVARY — antesition
VEHICLES
David Doyle
© 2003 by Krause Publications All rights reserved.
No portion of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording or any information storage and retrieval system, without permission in writing from the author, except by a reviewer who may quote brief passages in a critical article or review to be printed in a magazine or newspaper of electronically transmitted on the radio or television.
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ISBN: 0-87349-508-X Library of Congress Number: 92-72123 Printed in the United States of America
Edited by: Brian Earnest Designed by: Brian Brogaard
To Everette and Joyce. For instilling a respect and interest in history, and understanding of mechanics, thanks Dad, and for tolerating the folly of her boys, thanks Mom.
STANDARD CATALOG OF U.S. MILITARY VEHICLES 3
ACKNOWLEDGEMENTS
This book would not have been possible without the generous help of the following individuals and organizations:
Candace Fuller and Charles Lemons with the Patton Museum at Fort Knox, Kentucky, spent hours answering questions and point- ing me in the right direction in my never- ending quest for photographs.
Ann Bos and Randy Talbot with the U.S. Army Tank-automotive and Armaments Command History Office allowed me access to their photo files, which yielded many of the previously unpublished photographs.
My friend, John Adams-Graf, editor of Military Vehicles Magazine, who used his skills as a talented photographer to provide not only the color cover photos, but the interior color photos as well. But especially for his unflagging friendship and support during this project.
Tripp Jones, Max May, and Roy Coates and the rest of the staff at Memphis Equipment gave me unfettered access to their knowledge, facilities, and library.
My family, who not only endured photo- taking and archive digging excursions while on vacations, but also provided support throughout this task.
Francis Blake and Robin Markey provid- ed photos and information regarding Harley-Davidson and Indian motorcycles, respectively. Lee Rudd spent an afternoon allowing me to photograph his beautifully restored motorcycles.
My friend, Bruce Gray, spent two hot days rolling his vehicle collection out of storage for me to photograph for this book.
Tom Loetzbeier of the Mack Truck Historical Museum provided needed produc- tion facts, specifications, and photographs
4 STANDARD CATALOG OF U.S. MILITARY VEHICLES
of various Mack-built trucks.
Herb Muktarian of United Defense Ground Systems Division provided photos and other materials.
Thanks to Brian Earnest with Krause Publications, who guided me through the construction of my first book, and reined me in when I began to go too far astray in my research.
Craig MacNab with AM General provided extensive background information and pho- tos of the HMMWV family of vehicles.
Fred Crismon generously provided copies of historic documents, and Richard Hunnicutt’s vast collection provided several new photos.
Richard Adelman, Bryce Sunderlin, Nelson Dionne, Cecil Jones, the Diebold Safe and Lock Company, Evelyn Harless, Reg Hodgson, Don Moss, Ron Grasso, Joe Shannon, Ken Whowell, Steve Keith, Jeff Symanski with Tacticaltruck.com, Mark Dodd of Rapco, Steve Zaloga, Denise Moss, Shane G. Deemer of Military Rails Online, and Bruce Kubu all contributed photos or information without which this volume would have been badly lacking.
Larry Roberts with the United States Army Engineer School History Office, Fort Leonard Wood, Missouri, dug up several newly discovered photos for inclusion in this volume.
Also thanks to Richard Grace, Jim Davis, Gordon McMillan, Ralph Moir, and Daryl] Bensinger.
My mother, Joyce Doyle, and my friend, Denise Moss, not only willingly gave untold hours proofreading this book, but also pro- vided needed encouragement and support during its compilation.
CONTENTS
CONTENTS
Acknowledgements . ee eee
Introduction ... S95 heken Aka tartan Condition and Rarity Codes..................
SECTION ONE: WHEELED VEHICLES
Motorcycles G-523 Harley-Davidson WLA............ 11 G-524 Indian :340-Bio..aice pete oe eS 13 G7524 Indian: 640-Bis os. es eieve sre sas 5, oe a 14 G=524 InGian: TEISBE ae coi aie ece er oe s,sctie wet oe 100 8 15 G-585 Harley-Davidson XA .........+.4-. 15 Ge6S 1 Inidiaty, BAM ete. sise oes Save lacey Bosna aps ry G-680 Harley-Davidson UA, U........... 18 Quarter-Ton Trucks Bantam Reconnaissance Car............ 20 GtEBOStRONG hein. iis see eee a aay © 8 24 PY DIV ee etioders ves soy 29055 9) Puste Le TA ig os a 29 PAVIA OMD 6.25 kei. fo bayes) fn ot-ebiecat © “Gi ac rotlordei chin te a 29 GPC Te a. oreacemita, a ater eee nema 25 G-5OSEWIIIYS «<<, cy Wa-n ye amalious abnaamerenetee nes 28 QUA BASS. <<. 5-5: ss aupienorenctar eae eam Reet 28 Medes soe. oe as enh ot art ane Peeag eS 28 MB ike. «oe 58s 6 oo Severe nae pe epee 28 CURVS SAD. ic soe foe eo tcaia a oe eae 30 GaBOs Mord GPA ow. eee oon seeders 25 Ga74Z0 Willys MC... 04.4505 0s RRR 31 G37OSiWillys MD is. ek ee 32 MGB AUR. oo ie ee eis oie oe» «eee 32 MSSALCH 2566s cae eee ed. ee 33 MSSAUD Ei oc ce bees il 33 00). |. er Ss Ses 35 G-83SIMEBI wis. ke ie. 36 MSAD es 8 es oe oe heen 37 M15 Wai 2. 39 M7 1S @ee. s.r. 39 M7 1SAS@e, ee 39 G-483 M422zeaee. ....... fe ee 40 M422A) Weeeeet 0. EM ee 40 Half-Ton Trucks G-505 Dodge VGSRiretgeie, sie cee eee es 43 Dodge VC-2.. ... RERRMMEOMEIMn oc eee ee 44 Dodge VC-3.. ..... . HEReROEEIMI so oes 44 Dodge VC-4.. ......... . Veena IEEE. « 44 Dodge VC-5......... yin 44 Dodge VC-6............. = 44 Dodge WC-1 .........++.... —_—_——o 44 Dodge WOO oc kaa see ha heen eo eee 45 DOGSE WICHS ruin. Site) ails, Sear 6 Sorcsiades Ain MONS 45 DOGZO: WGEB is siatausce aha s/h alah al hater lees 44 DOdZE WGC-Bi ake. suse S05 oe DAW os He GR 47 DOdgE WCET ice iis Siete iis es Mie Gee 47 PROCS C WCB odin ee is at sconerarw.s es Bo Riw ele wlane 47 DOGS WORD co osvs SRMTOR I hod heeds 48 Dodge WC-10: 2...<:. Jee i 2 hc acd 46 TIO GE WAV str 35 cS R ON «Ss Piche Are 47
Dodge WCAI2: wi, wis 5x Sept a Bie Weare Fee 44 DOGSe WHI Ss te Sas ets acl hits | otek seas Way 45 Dodge WCs14: se ax5 See Pee Sees 44 Od Re WESTS ada sn yaa ac Risch ab ueicne See 47 DOGBEWGal Go. score wnietatseay a wo etn began dehy hoa 47 Doge WEL? 22nc esa a FA aE h ee ERR 46 Dod Be wWGrl8 tata ibe hs de caw tare iyo te asarayar one Js 48 DOA PE WERT OD Bes Stee te, oie ten aioli eine ira 47 Dodge WG-20. ihn sa ariatihs eee oat ores 46 Dodge WG=21. Seba ntrtcstees fae seacieisoo es 45 Wedge WO-22 occ, Sees il et ce ww es 45 Dodge WC-23) ss 54 +. Fea eas he ages 47 Dodge: WCr24 ox ccia-s~0 « eoniera ce was Roe ss 47 DOdgE WCr25 nia sooo to eae eaete ® ae ony 47 Dodge WC-26) s.s.5.< Seen Mesos 438 3 46 ROSE WIS vi: a's, Cass. &s.9 Set foe p 48 Dodge WC-40) icc i nc nd vce Rs 44 Dodge WC-41 3.62 s6.sues003 0 3 Se ee 46 Dodge WG-43, ccs g 4 cei en 1 ee 49 TAT RB oe cw tae tae ee oo 6 SM 3 49 GA200 MOT Sac ere SEE. Sere 50 G=83SiM274 A) Vesta aie + < . emeeetem, 50 M2TARD Lies sgitee Nees... ss see 50 PAE Ps SS ia ee iD a Se, 50 WA2TARS REE. 6 es es sos Gee 50 M2TAAB I Pee. wc es + ae 50 3/4-Ton Trucks GDOZMWEO)] oo eee 2 54 NOONE. oe ee eee ee ss 54 WOssoly :, | ii rr od 57 Oi ) ie 57 IWGEOD Weegee ee ee + 58 Wi DGHE. 6 ck sss «ee 59 VOLS i aM 59 WOO RE 6 es os 59 WC OORT 6c oss AO oe 59 WC-GOMEEE 6 ee. 59 WC-G64. “eee... 60 G-741. .... SRR 3 ss ss I ee 61 M37B1 ... 5. Sah. + « i oo ee 63 M42 0 oe ee ee he II oo ee ee 63 M43 .. 2... 2. + ED, 6c ci te 64 M43B1 ... ... QM 2 56 ee ee 64 0 oe 8 + pce ET oe ee ee 66 MB2 pe eee 66 EES |” ll a 65 MCCS < -. lll S aa 65 IR 5. oo co RE alk ys aes Le eS Rwy 65 VETS 5 5 cing 92a Sse ins oe Sich eSecer es Geas pees 65 IMT, op acta tar ditaiess anes sas dean i atia GPRS Sony a6 a ald 66 1-Ton Trucks 1 oe: SA eae et ara eee Ore We ee 69 1 1/4-Ton Trucks GEBOO IMTS ars a yaa! athe Asatte lal serials ahce enn ete 71 ME ee hte HCL T OE HOD Solo ts SE 72
STANDARD CATALOG OF U.S. MILITARY VEHICLES oO
CONTENTS
M2 ad ih a ovens, ore e Ook bohee Stee ans 72 M726" ¢ hive 23425 SSR FEE Fetes 72 MSSO: SENIES a2 o5 eis. She see BA ed ao See ee 75 IMSS si, Sot ote nae ett We Breen, elise beaten S97 societis baka 75 IMSS a esr eG ie Ste a ce ae Nite Sted Gee Ber vie) MSS3 >a een eetyen ek Wiese pare ited ware wis Fue 75 MSS4) fla dak nS Rea egielees tem oma as 75 M885: onsy, oy os sea eh esi eam wees eRe 75 MSS6° % tS. aad ace spereue ee cipiced wm tod ad Se 76 IMS SS i siers Riese gee elatae a cen ons des ace tena te teks 76 M889) + cs 4 soos Hae BO ee ee ee 76 MS90® asics Soarsee ents anes ns de oy EO ems 76 MSOT sess celere nneasece 2.8 page anerene eee kekeere 76 M892. «3s 4 4 tlaw 5 eet ere enone 76 M898. joscd seca w ca ayapiegegetokecn aes -< wuss 76 CUCV M1008 Series vacates eco vs sere wae MIOOSAI) ocn% is dations @ a eae wee 47 MLOOS) aco spar terg eat e tes Seo eho} aoa « 79 WELOLO (5.5, ARP RS a Se caieins lie 4 GER ta ove 80 MOD 8: «ee Mima ois. 2 Selene ot ae ee ea 77 WMUOQD SAT. faerie tapes aries wie 6 GM ge as “ol erg eee 79 WOOD T: keer MB cnet ah'stayisr cba palisissaeisteweleiun's 79 1 1/2-Ton Trucks G-622 Ford:GTB Family... cise oe 3 ae 88 G SOG: CHEVTOLEt . 5. ss05 canine Gis Soc e a ee Be 91 G-507: Dodge WC-62... 5.6.8 ewes ee oe 100 Dodge; WC-68ixsssapevcrorn nes etieys carmen 100 International M-3-6.... 60,5 sus shecentee eens eee 101 G-874 M561 Gama Goat.............. 102 M792"Gama Goat. <.. cect vepage ees eee 102 8 1/8-Ton Trucks G-5OSYAF KW osc cs eo MGReReer nen 105 G=5O8;CCKW ooo ce es ces ae 108 G:501L-DUKW. .... 66.05 006% 6 119 G-6300US6 . 0. eee ect 122 G-G50M-5-6 ............0.. 2 125 G-742Reo-design........... Zaaameme 127 G-749.GMC design. ....... + .S:eeeeneee 156 4-Ton Trucks G-509' Diamond T ........ S@eeuenaenee 161 G-510 Autocar U7144T ..... 0.73... 166 G-69 l*White’444T ....... eee... 166 G-513 Rederali94X43 .... dee oe 168 5-Ton Trucks G-511 AutocarWSiaa.. oF ccs ses 171 G-635 Autocar U-5044............... 173 G-639 Mack NJUBIRREtin ce ee 174 G-671 TH M425 M426Rur ri, we 174 G-744 M39 Series . Si aeeeein » 178 G-852 Ford M656 family ............. 189 809 Series 22.6.6 ce 5 a. 192 900 Series... 0 ce eee cas 6 ee 200 6-Ton Trucks G53 57 MACK INM isis: sree sachs ycaldy ararocsue-s 205 G-512, 514, 526, 669 White-design...... 208
7 1/2-Ton Trucks Gs5382 MackiNOwn ks ca s.5 a Si a alton es oe 213
G STANDARD CATALOG OF U.S. MILITARY VEHICLES
10-Ton Trucks GeTIG Mi-MIAT wrecker «, «oa: er e5 85 89 216 GHB42) White: LOGS: 3 seas ds ts tert: tors hed, See 222) G-792 Mack-design . ....0 ce eee we ee 223 18-Ton Trucks G-159 Diamond T 980/981 ........... 230 Miscellaneous Trucks G=160,M26/M26A1 Pacific... 6.0. cis ree 232 G-268 M249/M250 Kenworth........... 241 GESCIRG ORR: 0. vos soon) g's Se a Beal ewe Ged 242 G-903 XM746 Ward LaFrance .......... 243 MOT TOshkoshvHET tes. os 3 oa eo sae sans boa 245 OShcOS I IE Mi pea tee ag wel, Sb) aletar exaencesias 247 LARG 4 eck oS Oe eee Reine Se ses 250 Wheeled Armor G-067 M3A1 White Scout Car.......... 252 G-136 M8 Armored Car..............- 254 G-176 M20 Utility Car... /.. sbsnseieaeis)s «06 256 G-392 Commando .. «bantu « Ge - 266 MBA) sd, dss séh sa fay 66 a2 Ww YS Siero 6 268 IVIOS) FOX: lie cec ous wo. eheca anes doesn RM 269 SECTION TWO: TRAILERS 1/4-Ton G-D2ZUIMBTETY De ceasieias «+ i. «nanan 271 (CU ING ENOL OF ec in th eR 273 GSO 7EMA LG Bartels 6 koe ke toe ob Oia 274 3/4-Ton G-7ASiMIO! family ........... See 276 1-Ton GeOUSeeMON 26.6 ee ees 278 (CHSPa hs 0 <n ek | 279 1 1/2-Ton Carpe MiLOasfamily ....... + «suenee. » 280 Low Bed G-159@OFtOn ie. «6... 5. + SE. oa 283 G-160 50htGnigA........ . sees. 5 283 G-797 M172mSaton . . . apa. «ss ss 288 G-797 MI172A1(25-ton eereeee? 6 ks 288 G-802 M269/M270... .Qamna 3 cee 289 G-904 M747. ... . aimee oo ces 290 Ammunition RPA 36) ir 291 Nee NOM eI oa os ek ek ee ale 292 SOOO VLOMEI. ww nena eee 292 LEE a a a aa aa rr Te 294 Miscellaneous G-221 Searchlight and director trailer... . 295 Ss MB oo Kin joe Pee earn Coe beeen ae 296 G-750 M127 12-ton stake............. 297 APod, BETICR.. 0) 5. ale wig > dian wiace $a REE 299 G-755 M131 12-ton tanker.......5.... 300 G-782 M271 Pole Handling............ 301 G-813 M310 Cable Reel 2 s.c03.6 6 3.55 betes 302
G-816 M345 10-ton flatbed............ 303 Convertor Dollies Ge676 MSGS ss Soh wig nO eae NS BE OS 305 G=695:K=83: 1Oston s,s abs ope eas 2,005 'G#708 M363) VOHOM p<: ci2.g Seetowens «envi 00 G-800\MI97 GOR 42% cout imees &ob-as5 306 GsBOO/MINOS wie acy aps dedhs ee wie een ents ow 306 GBI] M199 8°tOn: «6s ccs gids eu ou OOT
SECTION THREE: TRACKLAYING VEHICLES
Armored Personnel Carriers
NZS PAY ica: Rare Rey oe Be e050 e aan ess 309 Moo Fanuly .5.. scams Uk 6. os awe als, 3 310 MUI3' Family- . ar aweh Gas anc, 3 24) oe e8 8 ee 2G 312 IRICEN SE) oe lie anaes (ery eee re rears 322 Bradley \:. stemsastghers 044052 04 34S oe es 325 Amphibious Landing Vehicles EVE taeda s ok Kee EN Grew Fees 329 OVE (D) racaiss tab anes) ies Seais. con dee sah nie St dora eT 330 TAS hath ace isn eae eo win 88, eb 331 LV TA) eres Sas i hE OE OEE ROO 331 LV AUER G6 sis eas ed ew Oa wR ee 332 LVIA) A) ® «cpa cre eager 333 LVFIA Bs ss. oh iedas detonate S 333 LYVRDP Seyi oso as NRE Shapy career enna area 337 LR PGR «oo 5 no + 0 MOM eee lite and 341 Carriers Gal545M28 Weasel... ...... 4. mguenelncmenan 342 Gel7O\M29 Weasel «ss ss «ss.» Mabaetemee 343 GQeQASOtter. bce ce ere ono See 345 Gg299)HUsky . nc. kee eee es Re 347 MPA BOEr. aie ee a ee eee > cn 349 Self-Propelled Artillary M7 §ERIGStER ce ee ce eo oo A 353 M1GHGMGRe ....05.0+5... 356 M19 'GMGiai. os so A 357 M36 GMGiem,........... ne 359 G-158 MIZIGMC .........,:aaeee. . . 360 G-163 MiSaGMIG., ...... . SE wos 363 G-232 M409MASiy. ..... Gm. oo 2s 364 G-236 M4 WHMI@iie. .. . Hr. we ee 366 G-238 M37 FG. ee 367 G-253 M42... MERPMENME ee e 368 G-258 M52 HMC@ieii, 2 es 370 G-259 M53/M55 “Wiens 6 as 372 G-279 M44 HMC . . “ieee 373 G-288 M50 Ontos... . . . "Wii eee 376 G-289 M56 Scorpion... . . “Vaieesaeeneees 377 G-295 M107/M110......... . ne 379 G-296 M108/M109. .......06..80. 00m 382 Halftrack vehicles GL OZIMO YMG wis a. cdg no ailwcateh daha ole angel aie 386 G-147 International Harvester.......... 398
CONTENTS
High-Speed Tractors
G-096 M2 High-Speed Tractor ..........399 G-150 M4 High-Speed Tractor ........ . 402 G-162 M5 High-Speed Tractor .......... 405 G-164 M39 Armored Utility Vehicle. ...... 408 G-184 M6 High-Speed Tractor .......... 409 G-252 M8A1 High-Speed Tractor......... 411 Armored Recovery Vehicles EBL aps share a ree Sta Aces & tera eg bua nee tat 412 MS 2 iscis 60s 2 a Sista Hehe Wa Fal epee eee & 413 ASS ai sald bee hb cas Wave RU NG SG Haas EorAsl Gee WAR 416 I eh sis My hetaay ak oes wines apatant ar Sate Gre te 419 MSSy. oti veh adnate a ese re Glow <G.8 42] MSG ote te are vt BIER 6 eis a's Bold G8 Be 423 Light Tanks Gpl03: MStand>M5S: Stuart sae s.st6 o806 46 ye a wits 426 G=14.3° M22 DOGUst a osc cusnaterpiene a; Piglets ds 429 G-200 M24 \Ghatfee) «55/55 dita whe eden or gae 430 G-251 M41 Walker Bulldog ............ 432 MSS 1 SHErIGAaN, «5 oi o20%: 3s dere ereke WRB es 434 Medium Tanks IMS G8 5s le gay Svs ath, & Gases ets RR eR 435 MaésShermiani:. ¢ oi 5¢00.33 Kg 3 at ome 439 M26, M45, M46 Pershing.............. 446 M4:7o Ratton cicmeumemmseerersarorea vei tieir « iles(« ref bale 451 M48 | Pattonimm rae ee cteisys «s+ aapauan 454 MGO)Pattonite stasis a «64s share wtelte 459 Main Battle Tanks MOSS EEEOET: 5 5558 a ie ors Selene 462 MISADrAtStE amily... ws ware 464
APPENDICES Machine Gun mounts for WiSawheeled vehicles... 6.5. stewed 467 Color and Markings of U.S. Military Vehicles, WWII through Desert Storm ... .
STANDARD CATALOG OF U.S. MILITARY VEHICLES 7
NTRODUCTION
While this new edition of The Standard Catalog of U.S. Military Vehicles is built upon the foundation laid by Tom Berndt in the first edition, it has been completely revised. Every entry in every chapter has been rewritten and expanded. While the U.S. Armed Forces have fielded quite an array of vehicles, both wheeled and tracked, it would be impossible to chronicle all of them in a single volume that one could hold in their hands. Rather, this edition covers those vehicles most often sought after or encoun- tered by the collector. Because most vehicles of pri- marily civilian design are of limited interest to collec- tors (staff cars and certain trucks, such as the Ford F-5 1 1/2-ton 4x2 truck), they have been omitted from this edition.
ORGANIZATION
You will hopefully find the organization of this book easy to follow and user friendly. All chapters are written in a similar manner, and begin with an overview of the subject manner. Separate appen- dices examine weapons mountings used on an array of vehicles, as well as the paint and marking of U.S. Army vehicles from World War II through Desert Storm.
The remainder of each chapter concentrates on a specific class of vehicle, and within each chapter vehicles are grouped by series. For most wheeled vehicles, I have used the G-number assigned to each chassis type by the Standard Nomenclature list of the War Department. These series are then broken down further into specific models (as an example, the M37 cargo truck and M43 ambulance are both members of the G-740 class, and are basically the same mechanically).
DETERMINING VALUE AND RARITY
There are often seemingly infinite variations of vehicles even of the same model. Add to this factors such as condition, the relative knowledge of the buyer and the seller, the seller’s desire to sell, and the buyer’s desire to buy, and it is easy to see why putting together a blue book of prices is almost impossible. The pricing shown in this edition is a result of averaging the responses of several dealers and collectors in an attempt to represent a reason- able value for a given vehicle. Some vehicles are so rarely traded that it is impractical to attempt to establish a market value, either because of scarcity or current military usage. These vehicles are noted as NRS, no reported sales.
One other major factor in determining value is through vehicle material (OVM) or basic issue items (BIL). This can range from a jack, lug wrench, and a few basic hand tools for an MB Jeep, to a list of hundreds of tools carried on contact maintenance trucks. In some cases, the value of the OVM can
8
STANDARD CATALOG OF U.S. MILITARY VEHICLES
exceed the value of the base vehicle. To be consid- ered in the top grade, a vehicle must include all the BIIL equipment required to be deemed mission ready by the military.
Rarity is, of course, initially driven by production quantity and also by survivability and accessibility. Production of four-wheel-steer GP quarter-ton trucks was originally low, so they are inherently hard to find. Production of GOER vehicles was much higher, but the demilitarization standard applied to them by the Department of Defense has significantly reduced the number of survivors. Many of the Bantam Reconnaissance cars were supplied under lend-lease to Russia, and while their survivability is unknown, their accessibility is nil.
Rarity is not synonymous with value, and demand has as much influence on price as rarity. There are more MB/GPWSs available than CCKW tanker trucks, but the Jeep fetches more money. Many of the vehicles in this book are rated on a rari- ty scale of 1 through 5, with 1 being the most com- mon (M-37, for example), and 5 being the scarcest (M-386 rocket launcher, for example). Vehicles that existed in only prototype or extremely limited pro- duction quantities (Willys TUG for example) are omit- ted because they are not a significant part of the marketplace.
CONDITION
Not only does condition affect the price of a given vehicle, it also affects its collectibility. Another factor closely related is the quality of restoration. A pre- served vehicle is maintained in a “state of suspended animation.” All the flaws, scratches, and rust pres- ent when the vehicle is “discovered” are preserved. While this style of collecting is more popular over- seas than in this country, it is commonplace in other areas of collecting, such as furniture.
The term “restoration” is often ill defined or improperly used in the military vehicle hobby. What some call a restoration is actually a representation, and sadly, is sometimes only a characterization. For a true military vehicle restoration, one must know the history of that particular vehicle. Once known, it is then important to define what time frame the vehi- cle is to be restored to. This could be as it appeared as it left the factory, or at any subsequent time (June 6, 1944, March 3, 1952, etc.). Because the military constantly is improving, upgrading, and modifying its vehicles, the date you wish to return to must be defined. For example, while G-742 cargo trucks were used during the Korean conflict, none of them had composite-type taillights at that time. To be restored to factory condition, a vehicle would need to have all the equipment supplied at the facto- ry, but no more. Ambulances, for instance, didn't leave the factory outfitted with equipment and med-
ical supplies, nor did Jeeps leave the plant with machine guns and deep-water fording pipes installed.
Many people also don’t understand the difference between a restoration and a representation. A repre- sentation could mean rebuilding and painting and marking a Jeep to represent the one your grandfa- ther drove into Paris, even though the Jeep you own never left North America. While not a true restora- tion, this type of representation is the most popular with collectors.
Some people think that a paint job alone qualifies as a restoration, and unfortunately that often isn’t even done right (how many M-38s have you seen with invasion stars painted on them?). That is what is referred to as a characterization—it looks at a glance like something that it is not.
Some of these modifications are done from a safety standpoint, such as turn signals or safety belts. These safety-based modifications are normally overlooked by judges at shows.
Whenever possible, the vehicles illustrated in this book, if not in archival photos, are vehicles that have
INTRODUCTION
been restored to as-built condition. Any known dis- crepancies are noted in the captions
WHICH VEHICLE IS FOR YOU?
The size and weight of components relative to your facilities should obviously be considered when contemplating a purchase. Likewise, while most wheeled vehicles can be considered self-transporting, tracklaying vehicles almost always must be hauled to events for display, and have other unique prob- lems, which are covered in the introduction to the tracked vehicles section.
Another factor to consider is what type of collec- tion you desire to build. Do you want one of each model of Jeep vehicle built, or do you want to collect vehicles used in the Vietnam War?
Finally, when considering the purchase of a vehi- cle, give some thought to what grade of vehicle you wish to own. Shop and value vehicles accordingly, just as a factory-fresh appearing vehicle is probably not the best choice for a re-enactor, if you are all thumbs mechanically, a work-in-progress wouldn't be for you.
VEHICLE CONDITION SCALE
The vehicles in this book are given a value grade based on a 1-to-6 condition grading scale:
1=Excellent: Restored to maximum professional standards, or a near-perfect original.
2=Fine: Well-restored or a combination of superi- or restoration and excellent original parts.
3=Very Good: Complete and operable original or older restoration, or a very good amateur restoration with all presentable and serviceable parts inside and out,
*US ARMY
4h2307
4=Good: Functional or needing only minor work to be functional. Also, a deteriorated restoration or poor amateur restoration.
5=Restorable: Needs complete restoration of body, chassis, and interior. May or may not be running, but is not wrecked, weathered, or stripped to the point of being useful only for parts.
6=Parts Vehicle: Deteriorated beyond the point of restoration.
STANDARD CATALOG OF U.S. MILITARY VEHICLES 9
Section One:
WHEELED
VEHICLES
10 STANDARD CATALOG OF U.S. MILITARY VEHICLES
MOTORCYCLES
MOTORCYCLES
G-523 Harley-Davidson WLA
The Harley-Davidson WLA is the most popular military motorcycle among collectors. However, the common name WLA is only part of the model number. There were 40-WLA, 41-WLA, 42-WLA, and other models, each slightly different. These bikes were basically a given year's civilian WL modified with the addition of military items.
This early 41WLA is equipped with a winter windshield. Notice the position of the headlight compared to later models, and the optional leg shields mounted just behind the crash bars. (Photo courtesy of Fran Blake collection)
The same WLA bike from another angle. The muffler used on these early bikes was the standard civilian item. Notice the long buddy saddle that was installed on early models. (Photo courtesy of Fran Blake collection)
STANDARD CATALOG OF U.S. MILITARY VEHICLES
The 42-WLA is what most collectors are referring to when they say “WLA.” It included such military gear as a scabbard for a Thompson submachine gun on the right side of the front fork, blackout lights on the front and rear, a crankcase skid plate, and a substantial luggage rack.
The headlight was mounted on the front fender, with a small blackout light in front of it, and the electric horn was located above the headlight. Just to the driver's left of the headlight was the blackout driving light.
The spark advance was on the left handlebar, as was the front brake control, horn button, and rearview mirror. On the right handlebar was the throttle. A foot pedal on the right side of the motorcycle controlled the rear wheel brake.
The tank had two compartments — the right side holding crankcase oil, the left side gasoline. In the center of the tank were the speedometer and light switches.
The power plant was the classic 45-cid Harley-
Later production 41WLAs did away with the two-person buddy seat, replacing it with a solo seat. (Photo courtesy of Fran Blake collection)
As the war progressed, subtle changes were made in the 41WLA. The front fender was simplified, becoming little more than a curved piece of sheet metal. Harley-Davidson began to paint crankcases black, whereas previously they were unpainted. (Photo courtesy of Fran Blake collection)
11
MOTORCYCLE
Davidson 45-degree V-twin, which used a right side- mounted chain to drive the bike to speeds up to 70 mph.
S
MODEL WLA WEIGHT 513 Ibs. LENGTH 88 in WIDTH 36.25 HEIGHT 59 in. WHEELBASE 50.75 TIRE SIZE 4.0-18 MAX SPEED 70 mph FUEL CAPY 3 3/8 gal RANGE 124 miles ELECTRICAL 6 neg TRANSMISSION
SPEEDS 3 TURNING
RADIUS FT 7 right 7.5 left
ENGINE DATA
ENGINE MAKE/MODEL NUMBER OF CYLINDERS CUBIC INCH DISPLACEMENT HORSEPOWER
TORQUE
GOVERNED SPEED (rpm)
VALUES
6 5 4 3 2 WLA 2,000 5,000 10,000 13,000 17,000 20,000 SCARCITY Scarcity 2
This overhead view of an early 41WLA shows the cut-out in the luggage rack. During tire-changing operations, the rear fender hinged upwards and the notch accepted the taillight. The upper filler on the tank is for oil, the lower for gasoline. (Photo courtesy of Fran Blake collection)
Harley-Davidson WLA 45-degree V-2
45
23 @ 4600 rpm
28 Ibs..-ft. @ 3000 rpm Not governed
s Pre 2 This is a very rare 50WLA. It may be the only SOWLA ever built. Notice how the headlight has moved back to the upper position, and the taillight and muffler have been changed once again. (Photo courtesy of Fran Blake collection)
1
The box mounted on the fork of this 41WLA was used to store ammunition for the operator’s submachine gun. Notice the cylindrical oil bath air cleaner just ahead of the rear wheel. (Photo courtesy of Fran Blake collection)
This is the machine most commonly associated with U.S. military motorcycles: the 42WLA. Notice the repositioned headlight. Also, the 42WLA had the rectangular oil bath air filter shown here instead of the somewhat fragile canister type used previously. (Photo courtesy of Fran Blake collection)
The 52WLA was the last of this classic product line. Only a few hundred of these were built, and they differed in details from the WWII production. The easiest way to distinguish the later production is their reversed shift pattern. (Photo courtesy of Fran Blake collection)
12. STANDARD CATALOG OF U.S. MILITARY VEHICLES
G-524 Indian 340-B
The 340-B was the big Indian, roughly equivalent to the Harley-Davidson models U and UA. In military service they were occasionally seen with their sidecar removed. These motorcycles were militarized versions of Indian's civilian Chief model. About 3,000 of these were supplied to the U.S. military, and another 5,000 had been supplied to France before that country fell.
This partoular 340-B was assembled by Robin Markey using essentially all NOS parts. Notice the blackout and taillights mounted on the rear fender above the vintage license plate. (Photo courtesy of Robin Markey)
MOTORCYCLES
GENERAL DATA
MODEL 340-B
WEIGHT 550 Ibs. WHEELBASE 62 in
TIRE SIZE 4.5-18 in
MAX SPEED 75 mph
FUEL CAPY 3.5 gal ELECTRICAL 6 neg
ENGINE DATA
ENGINE MAKE/MODEL Indian NUMBER OF CYLINDERS V-2 CUBIC-INCH DISPLACEMENT 74 HORSEPOWER 40
Even without the sidecar, the 340-B is a big bike. In civilian form these bikes had skirts on their fenders and extensive chrome. (Photo courtesy of Robin Markey)
Here is a 340-B as delivered, with sidecar in place. The horn can be seen above the headlight. (Photo courtesy of Robin Markey)
STANDARD CATALOG OF U.S. MILITARY VEHICLES J]3
MOTORCYC
6 5 4 3 2 1
340-B 5,000 10,000 16,000 25,000 30,000 35,000
Values above assume presence of sidecar.
SCARCITY
Scarcity 4
The oil-bath air cleaner and the rearview mirror can both be seen on the left-hand side of the bike in this overhead view. (Photo courtesy of Robin Markey)
The Indian model 640-B was essentially a militarized version of Indian's civilian Sport Scout. The 640-B used a 45-cid engine, and thus was considerably more powerful than the more common Model 741-B. While the 640-B was most commonly used as a single bike, a few of the 2,500 produced were equipped with sidecars.
This soldier on prewar maneuvers relaxes on a break across his heav
anticipated role of the motorcycles in the U.S. military. (Photo courtesy of t
14
the Robin Markey coll
STANDARD CATALOG OF U.S. MILITARY VEHICLES
GENERAL DAT.
MODEL 640-B WEIGHT 485 Ibs.
LENGTH 58 in. TIRE SIZE 4.00-18 in.
MAX SPEED 75 mph
FUEL CAP. 3.7 gal
ELECTRICAL 6 neg
TRANSMISSION
SPEEDS 3
ENGINE DATA
ENGINE MAKE Indian
NUMBER OF CYLINDERS v-2
CUBIC-INCH DISPLACEMENT 45
HORSEPOWER 22
VALUES
6 5 4 3 2 Ad
640-B 2,500 5,000 11,000 15,000 20,000 25,000
SCARCITY
This 640-B has been restored to represent a motorcycle that had a sidecar added to it by a field maintenance unit. Such modifications were not uncommon, and greatly increase the usefulness of the motorcycle to the collector. (Photo courtesy of the Robin Markey collection)
0-B. The widespread use of the Jeep greatly reduced the
lection)
G-524 Indian 74 1-B
From 1941 to 1943 Springfield, Massachusetts- based Indian produced about 35,000 741-B motorcycles for military use. Primarily used by foreign nations, the 741-B was nevertheless the military Indian model produced in the greatest quantities.
The 741-B was powered by an Indian GDA-101 two- cylinder, 90-degree, 30.5-cid V-engine producing 15 hp, which drove the bike through a_ three-speed
transmission. The bikes were equipped with leather saddlebags and a leather submachine gun scabbard. A metal ammunition box was attached to the left front fork. The stoplight was mounted on the rear fender, and the rear blackout marker light was mounted below it. The front blackout marker was mounted on the front fender, and the headlight was mounted above it.
The kick-starter pedal on this 741-B is clearly visible, as is the gearshift lever. The shift lever of the 741-B could be located on either side of the tank. (Photo from the collection of Robin Markey and Bob's Indian Sales and Service)
¥
The leather submachine gun scabbard was mounted on the left side of the
front fork, while the ammunition box was on the right side of the fork. The
ammo box on this 741-B has been bar coded for the ist Infantry Division,
26th Infantry. These barcodes were used during the Normandy invasion.
ee oe the collection of Robin Markey and Bob’s Indian Sales and ice)
MOTORCYCLES
GENERAL DATA MODEL 741-B WEIGHT 513 Ibs. LENGTH 88 in WIDTH 34 in HEIGHT 40 in. TIRE SIZE 3.50-18 in. MAX SPEED 65 mph FUEL CAPY 3 gal RANGE 90 miles ELECTRICAL 6 neg TRANSMISSION
SPEEDS 3
ENGINE DATA
ENGINE MAKE/MODEL Indian GDA-101
NUMBER OF CYLINDERS V-2 CUBIC-INCH DISPLACEMENT 30.5 HORSEPOWER 15 @ 4200 rpm VALUES
6 5 4 3 2 1 741-B 2,000 5,000 10,000 13,000 17,000 20,000 SCARCITY
Scarcity 3
The horn of the 741-B was mounted below the tank and just ahead of the engine. Like the early Harley-Davidson WLAs, the 741-B used a rectangular oil-bath air cleaner. (Photo from the collection of Robin Markey and Bob's Indian Sales and Service)
G-585 Harley-Davidson XA
The Harley-Davidson Model XA was a copy of the German BMW R71 military motorcycle. The advantage foreseen was the elimination of the chain and its associated maintenance, especially in a _ desert environment. The 1,000 XAs built all featured shaft- drive, which was unusual for American bikes at the time. The 23-hp, 45-cid engine, unlike the classic Harley V- twin design, used an opposed-piston design and featured a carburetor for each cylinder.
While the performance of the XA was adequate, critics said it unnecessarily diverted production facilities and introduced more parts into the supply chain. Production of the XA lasted from 1941 to 1943.
STANDARD CATALOG OF U.S. MILITARY VEHICLES 15
MOTORCYCLES
LO} STN OB WY
MODEL XA 4 3 2 1 WEIGHT NET 525 Ibs. 2,500 5,000 11,000 15,000 20,000 30,000 WHEELBASE 59 1/2 in.
TIRE SIZES 4.00-18 in.
FUEL CAPY 45
ELECTRICAL 6 volt SCARCITY
SPEEDS 4 fwd Scarcity 5
ENGINE DA’
ENGINE MAKE/MODEL Harley-Davidson NUMBER OF CYLINDERS 2
CUBIC-INCH DISPLACEMENT 45 HORSEPOWER 23
eins
i 7
MF mens
Geile lt
This Harley-Davidson XA was photographed during WWII at Ft. Knox, Kentucky. Lt. John E. Harle directed motorcycl of the horizontally opposed engine is visible just ahead of the rider’s leg. (Photo courtesy of the Patton Museum) yes ireena aroun ea zeThe pea
1G STANDARD CATALOG OF U.S. MILITARY VEHICLES
G-631 Indian 84 1
The Indian Model 841 was Indian's response to the Army's desire for a shaft-driven motorcycle similar to the BMW R71. The 45-cid Scout engine was modified with the cylinder angle spread from 45 degrees to 90 degrees and the engine rotated so that the crankshaft was to the rear. The resultant engine was much smoother running than other Indian engines.
The Model 841 featured a new four-speed foot-shift
« . . = Pha.
oa Sa
MOTORCYCLES
gearbox developed specially for use with shaft drive. Unfortunately, the gearbox was hard to shift and trouble prone. The 841's frame and final drive were essentially copies of the BMW R71's components, but Indian designed all new front forks made from tapered, oval cross-section tubing.
While the shaft-drive motorcycles — the Indian 841 and the Harley-Davidson XA — were developed for desert warfare, neither ever saw action. Indian manufactured just over 1,000 841 models to fulfill the prototype contract, but the sole military use of these motorcycles
ere a c : 3S,
Among the most sought-after Indian military motorcycles is the shaft-driven model 841. The shaft drives were developed based on the BMW R71 idea, and were intended for desert use. However, the widespread use of the Jeep precluded their deployment. Robin Markey is astride this beautifully restored example. Notice the cylinder heads protruding just ahead of his knees on either side. (Photo from the collection of Robin Markey and Bob's Indian Sales
and Service)
MILITARY VEHI
MOTORCYCLES
was for testing. The vast majority of the production run was sold as surplus without ever leaving the Indian warehouse in Springfield, Massachusetts.
GENERAL DATA MODEL 841 WEIGHT 550 Ibs. MAX SPEED 75 mph ELECTRICAL 6 neg TRANSMISSION SPEEDS 4 ENGINE DATA ENGINE MAKE Indian NUMBER OF CYLINDERS V-2, 90-degree CUBIC-INCH DISPLACEMENT 45 IVALUES 6 5 4 3 2 1 841 2,500 5,000 11,000 15,000 20,000 30,000 SCARCITY Scarcity 5
G-680' Harley-Davidson U&UA
The Harley-Davidson U was a civilian Harley- Davidson prewar bike powered by Harley's 74-cid flathead engine. This “Big Twin” Harley was considerably larger than the more common WLA. The additional power afforded by the larger engines allowed these motorcycles to be fitted with sidecars, and they often were. When sidecar equipped they are sometimes referred to as model US. The Navy procured some of these sidecar-equipped model U bikes and employed them with the Shore Patrol, among other things.
The Army also liked the Big Twin, and purchased some as well. These were designated model UA. Differences between the military and civilian models were limited as these machines were intended to be used
The Harley-Davidson Model U was originally designed and marketed as a civilian motorcycle. However, a limited number of these were acquired by
the U.S. Navy and supplied to the Shore Patrol. Lee Rudd has restored the beautiful U shown in these photos.
The additional power of the U, compared to the WLA, was used to propel the bike and sidecar. While civilian U models were adorned with chrome, the military bikes were rather plain.
Both the U and UA carried a spare tire on the rear of the sidecar. These sidecars were not built by Harley-Davidson, but were supplied to Harley by an outside contractor.
only in rear areas. They lack the characteristic black-out lighting and large gun scabbard and ammo box of the WLA.
Sidecar-equipped examples often carried a spare tire on the rear of the sidecar. The sidecar’s windshield was hinged and could be tilted forward to allow the passenger to get in and out.
Despite appearances, very few parts interchange between the U series and the WLA.
The tank had two compartments. The right side held crankcase oil, the left side gasoline. In the center of the tank were the speedometer and light switches.
GENERAL DATA
MODEL U&UA WEIGHT 850 Ibs. LENGTH 95 WIDTH 69 HEIGHT 42 WHEELBASE 59.5 TIRE SIZE 4.50-18 MAX SPEED 55 mph ELECTRICAL 6 neg TRANSMISSION
SPEEDS 3
Overall dimensions listed in inches.
MOTORCYCLES
ENGINE DATA ENGINE MAKE/MODEL Harley-Davidson U
NUMBER OF CYLINDERS 45-degree V-2 CUBIC-INCH DISPLACEMENT 74
VALUES
6 5 4 3 2 A UA 3,000 7,000 20,000 29,000 37,000 45,000
SCARCITY
Scarcity 4
The fuel and oil fillers, instrument panel, and mirror of the U can be seen in this view.
The canister-type oil bath air cleaner and chain drive he U and UA models did not use saddlebags, but certain foreign sales bikes had skirted fenders.
This is the builder's photo of a Harley-Davidson model UA. The particular machine was supplied to the U.S. Marine Corps. (Photo courtesy of Francis Blake collection)
This UA is set up for maximum personnel transportation, with a sidecar, operator's seat, and the tandem seat behind the operator's seat. (Photo courtesy of Francis Blake collection)
The connection and suspension utilized by sidecar-equipped bikes is shown in this photo a model U.
STANDARD CATALOG OF U.S. MILITARY VEH
QUARTER-TON TRUCKS
QUARTER-TON TRUCKS
‘Bantam BRC
While the is much debate over the origin of the term “Jeep,” there is little argument among scholars that the vehicle known by that name was originated by the American Bantam Car Co. of Butler, Pennsylvania. While Karl Probst is widely credited with the design of the Jeep, more recent research indicates that Probst was a late addition to Bantam’s own engineering team, which included Harold Crist, Ralph Turner, and Chet Hemphling. Crist and Hemphling were later involved in Mid-America Research Corporation’s development of a later vehicle, which became the Mighty-Mite. Crist was instrumental in ensuring that the first Bantam was constructed in just 47 days, and two days later he drove it to Camp Holabird, near Baltimore.
1 (0) 0) 9) Pt)
Following approval of the prototype, and after a few modifications, 69 more pre-production units were built, with eight of these being four-wheel steer models. All of
Oe. f = ‘ “%
these were completed by December 17, 1940. These original Bantams, known as the Bantam Model 60, had a rounded grill and fenders.
re os WERE eee oho Shown here is arguably the original Jeep, the prototype Bant
20 STANDARD CATALOG OF U.S. MILITARY VEHICLES
The Bantam Reconnaissance Car was placed into series production with an order for 1500 units. These vehicles were known as the BRC-40. With the appearance of the BRC-40, the Jeep had arrived.
orig oes
e > lam Reconnaissance Car. Notice the scalloped cutouts for crew access and the curved fenders and separate protruding headlights without brush guards. All these features that were eliminated when the first 75 pre-production units were built. The massive 4x4 beside it is a 5-ton prototype artillery tractor built by Oshkosh. (U.S. Army photo)
BRC-40
The second batch of Bantam’s was an order for 1500 vehicles, which were constructed in the period March 10 through July 2, 1941. These and succeeding units built by Bantam were known as BRC-40s. Before production commenced on these vehicles the design was changed to incorporate a flat hood and grill and a_ two-piece windshield. All the Bantams were powered by the 48 horsepower Continental Y-4112 6-cylinder engine.
According to testimony of Francis Fenn, Bantam president, before the Truman committee, in addition to the 8 four-wheel-steer Model 60s, there were 50 four- wheel-steer BRC-40s built. Bantam’s third and last order for reconnaissance cars was for only 1175 units, and work was completed on them in December 1941. Bantam produced torpedoes for the Royal Navy, and thousands of their 1/4 on T-3 trailers for use behind Jeeps, but sadly after December 1941 their days of producing the 1/4 ton reconnaissance vehicle they pioneered was done.
The underside of the floor of the earliest of the BRC- 40s were made of corrugated steel, while later models used conventional flat sheet metal and hat channel construction. Other variations between early and late BRC-40s included the use of a curved shift lever on the early models, and a reinforcing fillet on the windshield hinge dogleg on the later production units.
QUARTER-TON TRUCKS
GENERAL DATA MODEL BRC-40 GROSS WEIGHT 2,600 Ibs. LENGTH 126 WIDTH 54 HEIGHT TOP UP 72 TRACK 47.5 TIRE SIZE 5.50-16 MAX SPEED 55 mph FUEL CAPY 10 gal RANGE 165 mi ELECTRICAL 6 neg TRANSMISSION SPEEDS 3 TRANSFER SPEEDS 2
Overall dimensions listed in inches.
ENGINE DATA
ENGINE MAKE/MODEL NUMBER OF CYLINDERS CUBIC-INCH DISPLACEMENT HORSEPOWER
VALUES
6 3,500
Continental BY 4112 4
112
45 @ 3500 rpm
5 9,000
4 3 2 1
All models 15,000 22,000 28,000 34,000
SCARCITY
Scarcity 5
The 69 vehicles that were built on n the pilot ontfidt were ‘ance as s the Bantam Model 60. This one was es Bhotographed at Aberdeen Proving Grounds in
March 1941 outfitted have been replaced
with a machine gun. The scall doorway of the with
loped doorway i flat versions. (Photo courtesy of
fotype has been replaced with a simpler opening, just as the elaborate fenders the Patton Museum)
yd
~
STANDARD CATALOG OF U.S. MILITARY VEHICLES
1
QUARTER-TON TRUCKS
“>
TENG DEPT A ; 5 302 »
A a HOL ABIRE rks
4
This view of the Bantam prototype at Camp Holabird clearly shows the fenders. (Photo courtesy of the Patton Museum)
Pai <n
graceful curved fenders that were soon to give way to the characteristic flat
22 STANDARD CATALOG OF U.S. MILITARY VEHICLES
QUARTER-TON TRUCKS
ord : CAD Sec DR Sitiaitd ree i Lael The Model 60 also included brush guards for the headlights. The windshield was replaced with and Records Administration photo)
a two-pane version on later models. (National Archives
The rear corners of the BRC-40 bodies were all sharply squared, unlike the Th i
the ;. t e flat hood, flat fenders, and flat grille of the BRC-40 were features that
po Nate aa Hele pa compere Ford and Willys products. Also were characteristic of WWII Jeeps, and all were all present on this model. pereties. (Photo courtesy of Military History Institute)
STANDARD CATALOG OF U.S. MILITARY VEHICLES 23
QUARTER-TON TRUCKS
eM {ok yy pe) sap) /PYGMY |
Ford's entry into the Army's reconnaissance car competition was the Pygmy. While the Pygmy introduced many features that were later included on the standardized Jeep, including the grille-mounted headlights, dog-legged windshield hinges, and squared- off hood, its modified tractor engine was no competition to the Willys “Go-Devil” engine installed in the Quad.
A second prototype was constructed by Ford, this time using a body supplied by Philadelphia’s Budd Company. This body closely resembled the Bantam body, with its unusually shaped door openings. Only one vehicle of this design was produced.
When the U.S.
government ordered 1,500
reconnaissance trucks each from Bantam, Willys, and Ford, Ford delivered the GP. GP was the Ford nomenclature — G meaning government contract vehicle, and P indicating it is an 80-in.-wheelbase reconnaissance car. In addition to the 1,500 vehicles on
The Pygmy was the original Ford vehicle for the Army reconnaissance car contract. Notice the dog-legged windshield hinges and squared-off hood, both features eventually incorporated into the final universal Jeep design. (Photo courtesy of Veteran’s Memorial Museum/Alabama Center of Military History)
Early Ford-built Jeeps, both GP and GPW models, had the Ford name
embossed in the rear panel. Tie rod ends can be seen under the rear body
of nls example, identifying it as one of only 50 four-wheel-steer GPs that ‘ord built.
24 STANDARD CATALOG OF U.S. MILITARY VEHICLES
the initial contract, another 2,958 units were built. Four-wheel steering was fitted to 50 of these vehicles, but this setup was deemed excessively dangerous and bad for the supply channels.
Once the design of the Jeep was standardized, a production contract was awarded to Willys for its MB model. The anticipated widespread use of the Jeep led to a desire for an additional source of manufacture. Ford was licensed to build copies of the Willys design, which Ford designated GPW. Again, G meant government contract vehicle, P indicated it is an 80-in. wheelbase reconnaissance car, and the W suffix indicated it used the Willys-designed engine.
Ford built the GPW at six plants, including Ford's huge Rouge complex. Like the MB, the earliest models had the maker's name embossed in script on the rear
ee
The now familiar “Jeep” grille was developed by Ford engineers to save labor, material, and money. It was introduced on the GPW during January of 1942. This beautifully restored GPW is owned by Charles Wilson. (Photo by Evelyn Harless)
EOE During the field eval improved GP model from Ford. These vehicles had fabricated “slat” grilles.
pen i
ordered 1,500 vehicles of the
> a
luation period, the Ari
panel. The grille was of fabricated steel construction until January 6, 1942. At that time, Ford introduced the stamped steel grille that was later ironically registered as a trademark for Chrysler's Jeep. The script Ford name on the rear panel was discontinued in July 1942.
Ford built its own bodies at the Lincoln plant until the fall of 1943. At that time Ford began buying bodies from American Central, which was already supplying bodies to Willys. Soon, representatives of Ford, Willys, and the Ordnance Department met and created the composite body, which incorporated the best features of each maker's body. This body is what is now known as the composite body, and it was used by both Ford and Willys from January 1944 onward, although a few were used during the last months of 1943.
During the production of the 277,896 GPWs, Ford marked many of the components with the Ford “F” logo. Among these components were pintle hooks, fenders, bolts, etc. However, due to materials shortages, non-F parts were sometimes substituted on the assembly line. As a rule, the most notable difference between the MB and the GPW involves the front cross member. There is a tubular member on Willys vehicles, and an inverted U- channel on the Ford.
‘war
Early Jeeps, whether Ford or Willys built, did not have the rear-mounted liquid container rack. (Photo by Evelyn Harless)
The Army was not the only user of GPWs, as shown by Wayne Dowdle’s restored U.S, Navy Jeep. (Photo by Evelyn Harless)
STANDARD CATALOG OF U
QUARTER-TON TRUCKS
GENERAL DATA
MODEL GPW MB GROSS WEIGHT 3,650 Ibs. 3,650 Ibs. LENGTH 132.25 132.25 WIDTH 55.5 55.5 HEIGHT (TOP UP) 71.75 71.75 HEIGHT (TOP DOWN) 52 52 TRACK 49 49 TIRE SIZE 6.00-16 6.00-16 MAX SPEED 65 mph 65 mph FUEL CAPY 15 gal 15 gal RANGE 285 mi 285 mi ELECTRICAL 6 neg 6 neg TRANSMISSION
SPEEDS 3 3 TRANSFER
SPEEDS 2 2
Overall dimensions listed in inches.
ENGINE DATA
ENGINE MAKE/MODEL Willys 442 Ford GPW
NUMBER OF CYLINDERS 4 4
CUBIC-IN. DISPLACEMENT 134 134
HORSEPOWER 54 @ 4000 rpm 54 @ 4000 rpm
TORQUE 1085 Ibs.-ft. @ 2000 rpm 1085 Ibs.-ft. @ 2000 rpm 6 5 4 3 2 1
All models 800 4,500 9,000 12,000 16,000 20,000
>G-504 GPA
The GPA was developed at the request of the Quartermaster Corps by Ford Motor Company working with the National Defense Research Council. It is affectionately referred to as a “Jeep in a bathtub.” Just as was the case with the DUKW, yacht builders Sparkman and Stephens Co. assisted in the design of the hull.
Mechanically, the GPA is very similar to the GPW, with the same type engine, transmission, axles, and transfer case, and only slight modifications to adapt them to the amphibious role.
Not only did the overhanging front and rear hull sections make the GPA longer than the standard Jeep, but the wheelbase itself was 4 in. longer than its non- amphibious brother. On the bow of the vehicle was a hinged splash shield. The winch was driven via pulley off
The conventional interior layout of the GPA is apparent in this period photo. The spare tire is seen stowed on the rear deck, near the fuel filler and between the protected Malt gis The winch capstan is visible on the fore deck, just ahead of the surf shield, which is in the stowed position. (Photo courtesy of the Patton Museum)
S. MILITARY VEHICLES
TRUCKS
QUARTER-
The engine-cooling door has been closed in this photo, but the hood itself can just be made out ahead of the windshield. Alongside the passenger compartment 5 the boat hook (pike pole) that was released as standard equipment for the GPA vehicles on Dec. 27, 1942. (U.S. Army photo)
The hull of the GPA and DUKW were designed by the same firm. In this shot the surf shield has been placed in operating position, and the engine-cooling door can just be seen beyond it in the open position. (U.S. Army photo)
26 STANDARD CATALOG OF U.S. MILITARY VEHICLES
the front of the engine. At the rear of the vehicle were a propeller and rudder, and the standard pintle hook.
QUARTER-TON TRUCKS
GENERAL DAT:
; MODEL GPA Inside, the passenger compartment was much like a WEIGHT GROSS 4,460 Ibs. standard Jeep, with two individual seats in the front and Wea ee a bench-type seat in the rear. Steps were recessed into yEjGHT 66.25 the hull sides to permit entrance and egress to the TRACK 49 vehicle TIRE SIZE 6.00-16 se : : MAX SPEED While Ford built the last of the 12,778 GPAs in 1943, Lanp 50 mph unlicensed copies continued to be built in the Soviet Be aey S° mph 4 5 ° gal. Union for some time after that. RANGE LAND 250 mi WATER 35 mi ELECTRICAL 12 neg TRANSMISSION SPEEDS 3 TRANSFER SPEEDS 2
Overall dimensions listed in inches.
ENGINE DATA
ENGINE MAKE/MODEL Ford GPA NUMBER OF CYLINDERS 4 CUBIC-INCH DISPLACEMENT 134
HORSEPOWER 54 @ 4050 rpm VALUES 6 5 4 3 2 1 All models 4,000 14,000 20,000 25,000 32,000 38,000
The driver's compartment of the GPA was not that different from that of a normal Jeep, as can be seen in this photo taken at the United States Army Engineer Museum, Fort Leonard Wood, Missouri.
USA. FOLII89
the rifle rack is mounted on the windshield, and the offset tunnel houses the propeller
On the GPA, the Danforth anchor is stowed on top of the spare tire, and rudder. (U.S. Army photo)
lod
a
STANDARD CATALOG OF U.S. MILITARY VEHICLES
QUARTER-TON TRUCKS
'G-503 Willys
iQuad |
The 1940 Willys Quad was that company’s offering to compete against the Bantam prototype. The Quad pushed the weight limit established for the new reconnaissance car, so much so that the original was reportedly stripped of its paint and refinished with thinner coats covering only the exposed surfaces. Two Quads were built, both powered by the Willys “Go-Devil” engine. The engine turned out to be Willys’s greatest asset. None of the Quads is believed to have survived.
EcOs PEA
The MA was the Willys followup to the Quad. The MA featured a flat hood, full-length front fenders with headlights mounted on them, and column shift for the transmission. The Willys name was embossed in the front of all the MA vehicles.
Willys built 1,553 of these vehicles, the bulk of which, like the Bantam BRC-40, were supplied to Russia under lend-lease arrangements. Production of the MA ran from June 5, 1941, through September 23, 1941. Today the MA is an extremely difficult vehicle to find in this country.
After 1,500 units each of the Bantam BRC-40, Ford GP, and the Willys had been ordered, the road had been paved for mass production. Willys was awarded a contract for an improved MA, known as the MB. The first
ta = a > 7 » The Quad, shown here, was the Willys entry into the 1/4 ton truck competition. become the familiar MB. (Photo courtesy of Military History Institute)
28 STANDARD CATALOG OF U.S. MILITARY VEHICLES
25,808 of these trucks had what is now known as a “slat grille.” This was a welded assembly of heavy bar stock. Vehicles produced after June 12, 1942, used the now familiar lightweight stamped-steel units originally developed by Ford for the GPW, which ironically, were later registered as a trademark for Jeep. The stamped grille was not only lighter weight, but also reportedly could be produced for about one-third the cost of the fabricated unit it replaced.
iy i
As seen on this MB, owned and restored by B.J. Smith, the bows and windshield and could be lowered to reduce the overall height of the vehicle. The stamped steel grille was developed by Ford, but was soon adopted by Willys-Overland as well. (Photo by Evelyn Harless)
Notice how much the designed had to evolve to
QUARTER-TON TRUCKS
wee S rd : roel wT wats oe i After extensive field testing of the MA, the design was improved and standardized as the MB. The first 25,808 of these featured what collectors refer to as a “slat grille.” This was a welded assembly of heavy bar stock. (Photo courtesy of Reg Hodgson)
juate headroom for passengers. The siren on the left and red light on the right front fenders were not standard equipment on MBs. (Photo courtesy of Reg Hodgson)
NDARD CATALOG OF U.S. MILITARY VEHICLES 29
wet
QUARTER-TON TRUCKS
The first 20,700 MBs used solid disk wheels. After that, combat wheels were used. Like its Willys predecessors, the MB had the “Go-Devil” engine. The early models had “Willys” embossed in the rear body panel, and are known as “script” Jeeps. This practice was discontinued in July of 1942. From March 16, 1941 through August 20, 1945, Willys-Overland bought its bodies from American Central (formerly known as Auburn Central), of Connersville, Indiana. After 65,582 vehicles had been built, the now familiar liquid container bracket began to be installed on the left-hand side of the Jeep's rear panel.
Like most of the WWIl-era military vehicles, production of the MB ceased with the end of hostilities. Willys-Overland motors had built 359,489 of the vehicles when production halted. Other minor changes were made during the production run, enough so that numerous books are on the market to aid the Jeep restorer in “getting it right.”
— a ~ " ¥ aan ~*
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One of the most unusual variants of the military Jeep is the CJ-V35/U. One-thousand these vehicles were ordered in February 1950 for use as communications trucks. Willys-Overland produced the CJ-V35/U from March 1950 through June 1950.
All of these vehicles were bought by the Department of the Navy, Bureau of Ships for use by the Marine Corps.
The CJ-V35/U looks very much like a civilian CJ-3A, but there were numerous detail differences. The most obvious are its use of a unique deep headlight bezel, combat rims, and a 12-volt auxiliary generator mounted between the front seats. The auxiliary generator was driven via belts of a PTO. This generator charged two 6-
volt auxiliary batteries that powered the radio equipment. ot i ;/T¥ oe ik 5 : aw
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Here is the production pilot for the CJ-V35/U emerging from a fording test. The Willys name is embossed in the side of the hood. While characteristic of
this model, is not correct for any other model of U.S. military Jeep. (Photo courtesy of Richard Grace collection)
LOG OF U.S. MILITARY VEHICLES
Although it has a waterproof electrical system and provisions for deep-water fording, it retained the 6-volt ignition system like its predecessors. A radio cabinet occupied the position normally reserved for the back seat.
GENERAL DATA
MODEL CJ-V35/U WEIGHT GROSS 3,500 Ibs. LENGTH 136 WIDTH 60 HEIGHT TOP UP 74 HEIGHT TOP DOWN 55. TRACK 48.25 TIRE SIZE 6.00-16 MAX SPEED 60 mph FUEL CAPY 10.5 gal RANGE 200 mi ELECTRICAL 6 neg TRANSMISSION
SPEEDS 3F1R TRANSFER
SPEEDS 2
G-740 Willys MC
The Jeep that the military knew as the M38 was known by Willys as the model MC. At first glance, the M38 looks like the WWIl-era Jeep, but there are several significant differences.
The vehicle was slightly larger, with more room for the driver, and there was a significant improvement in the transmission. While the fuel can rack and spare tire were mounted in the same locations as they had be previously, the fuel filler was relocated and protruded through the side of the body. The two features that most readily distinguish this from the WWII vehicles are the one-piece windshield glass (rather than two-piece glass of the MB and GPW) and the protruding headlights (they were inset on earlier Jeeps). The M38 used larger 7:00- 16 tires and wheels than were used on the WWII Jeeps. Like the other postwar tactical vehicles, the M38 had a 24-volt electrical system. The 24-volt system required
The pioneer tools were carried on the passenger's side of the M38, just the opposite of their ion on the WWII era Jeeps. Notice the guards protecting the lights. (Photo courtesy of Evelyn Harless)
STANDARD CATALOG OF U.S. MILITARY VEHICLES
QUARTER-TON TRUCKS
‘ a at ada j
Barely visible just ahead of the windshield of the M38 is the battery box cover for one battery. The other battery is under the hood. This vehicle is owned by Jane Hunt of Arkansas. (Photo courtesy of Evelyn Harless)
hi}
ee ys NE ee Pe oe The postwar Willys M38 may look like its WWII brother, but closer examination reveals many differences. The protruding headlights and external fuel filler are perhaps the most obvious changes. This example is owned by Greg Stanton. (Photo courtesy of Evelyn Harless)
eee ‘i * The pioneer tools were carried on the
opposite of their position on the Evelyn Harless)
ll era Jeeps. (Photo courtesy of
31
QUARTER-TON TRUCKS
two batteries, one of which was mounted under the hood, the other in a special compartment in the cowling. Despite the similar appearance, very few parts are interchangeable between this truck and the WWII version.
Correspondence from Brigadier General John Christmas dated July 12, 1949, indicates that by that time the procurement process for the M38 was well advanced. From 1950 until 1952, Willys produced 45,473 of these improved Jeeps. A rare few were equipped with Ramsey PTO-driven winches.
GENERAL DATA
MODEL M38
NET WEIGHT 2,625 Ibs. GROSS WEIGHT 3,825 Ibs. MAX TOWED LOAD 2,000 Ibs. LENGTH 133 WHEELBASE 80 WIDTH 62 HEIGHT 74 WIDTH" 41.375/57 TRACK 49 3/16 TIRE SIZE 7.00-16 MAX SPEED 60 mph FUEL CAPY 13 gal RANGE 220 mi ELECTRICAL 24 neg TRANSMISSION
SPEEDS 3 TRANSFER
SPEEDS 2 TURNING
RADIUS FT 20 R, 19L
Overall dimensions listed in inches. *Inside/outside width at tires.
ENGINE DATA
ENGINE MAKE/MODEL Willys MC NUMBER OF CYLINDERS 4 CUBIC-INCH DISPLACEMENT 134
HORSEPOWER TORQUE GOVERNED SPEED (rpm)
VALUES
51 @ 4000 rpm 97 Ibs.-ft. @ 2000 rpm Not governed
6 5 4 3 2 1 M38 1,000 3,000 6,000 8,500 12,000 15,000 SCARCITY Scarcity 3
G-758 Willys MD
The M38 was a considerable improvement over the World War Two-era Jeep, but it was also heavier without a corresponding increase in horsepower. The M38A1, with its new F head “Hurricane” engine replacing the “Go Devil” L-head, increased the horsepower. What had begun as a simple revision (hence the “Al” designation) evolved into an almost totally new vehicle. MD was the Willys model designation for the M38A1.
M38Al1
When production of the M38A1 began in 1952, the vehicle was being built by Willys-Overland Motors in Toledo. However, on April 28, 1953, Kaiser bought Willys-Overland and changed the name to Willys Motor
32 STANDARD CATALOG OF U.S. MILITARY VEHICLES
Company. It remained that way until 1963, when it became Kaiser-Jeep Corporation.
The M38A1 would be the basis for the familiar CJ-5 introduced later. In addition to the different brand
names on the data plates, there were other variations
ar 2
The M38A1 was the base vehicle of the recoilless rifle-armed M38A1C. Modifications included: the weapon, the split windshield, relocated spare tire, and relocated liquid container bracket to the passenger's side of the vehicle. (Photo courtesy of the Patton Museum)
The spare tire and liquid container bracket were mounted on the rear panel of the M38A1, which had no moveable tailgate. Just visible along the edges of the tarpaulin are the twist fasteners used to secure the side curtains for total enclosure of the vehicle. (U.S. Army photo)
This photo, taken at the Yuma Proving Ground in 1952, shows the recess on the right side of the vehicle that accommodated the slave receptacle, Also faintly visible in this view is the inverted V-shape panel on the hood side that was to be removed when installing the deep-water fording gear. (U.S. Army photo)
during the course of production. The early production M38A1 were built from 1952 through winter 1953. Characteristics of these early trucks include: the hinged front grille to facilitate engine and transmission removal, the cowl-mounted battery box had its cover retained by eight thumb screws, and a seam in the front fenders. The front bumper on the earliest vehicles was narrower than the 54 1/2-in. bumper that was used on subsequent trucks, but the change in bumper length preceded the other changes.
In late 1953, several minor changes were made in these vehicles, beginning at serial number MD62000. Vehicles made subsequent to this are referred to as late- production vehicles. Spotting features of these vehicles include: a single strap replacing the eight thumbscrews retaining the battery box lid, deletion of the hinged grille, seamless front fenders, and the addition of two long radiator support rods extending from the radiator support to the firewall.
Domestic production of the M38A1 ceased in 1957, by which time 80,290 vehicles had been produced for U.S. use, and an additional 21,198 units for foreign sales. M38A1 CDNs were built by Ford of Canada in the 1950s, then by Kaiser-Jeep in Windsor in the 1960s.
Beyond the basic M38A1, there were two interesting armed variants — the M38A1C, and the M38A1D.
ee ee
changes was a reshaped hood. (U.S. Army photo)
STANDARD CATALOG OF U.S. MILITARY VEHIC
QUARTER-TON TRUCKS
The M38AIC was initially armed with the 105mm Recoilless Rifle M27 or M27A1, but that was soon replaced with the 1953 M40 106mm Recoilless Rifle. It has been reported that these vehicles were not factory built, but were converted to the armed version by the Watervliet Arsenal. There were several changes made to the vehicle to accommodate the weapons. A new windshield was installed, with a gap in it to accommodate the weapon tube. The spare tire and liquid container bracket were relocated from the rear of the vehicle to the passenger's side. The rear of the vehicle was also opened up and the rear seat removed. Ammunition racks were installed in the floor of the rear of the vehicle, and the recoilless rifle mount was suspended between the rear wheel wells.
M38A1D
The M38A 1D is one of the most powerfully armed light vehicles ever built. The Davy Crockett Atomic Battle Group Weapon System was carried by several vehicles during its deployment. The M38A1D Willys MD Jeep was the first mount for the M28 launcher. The M38A1D 4x4 trucks were originally M38A1C Recoilless Rifle Carriers field modified into transporter/launchers for the Davy Crockett. Only a few M38A1Cs were converted to M38A 1D standard.
Along with the more powerful F-head engine, other improvements were introduced that made the M38A1 only vaguely resemble the M38. Among the
rs O3
QUARTER-TON TRUCKS
The M28 launchers could be demounted from their Jeeps and ground launched from their tripods by the three-man crew. The Davy Crockett Atomic Battle Group Weapon System was built around the M388 279mm Projectile. The fin-stabilized M388 was attached to a piston that was inserted into the muzzle of the 120mm M28 Launcher. The M388 projectile extended beyond the end of the launcher barrel. The propellant was placed in the rear of the recoilless rifle barrel, and when discharged fired the projectile and piston up to 1.24 miles.
The M388 projectile could be armed with either
The M170 lower litter racks were bolted to the floor, while the upper racks hung from dashboard at the front. (National Archives and Records Administration photo)
34 STANDARD CATALOG OF U.S. MILITARY VEHICLES
conventional explosives or a W-54 atomic fission warhead. The atomic warhead was of variable yield ranging from 10 to 250 tons of TNT. The operator selected the yield prior to firing.
The Davy Crockett system was intended to give the infantry squads the ability to combat large armored formations and infantry concentrations. Unfortunately, the blast radius from the warhead could exceed the range of the launcher.
Reportedly, the Davy Crockett withdrawn from service in 1971.
system was
the top bows at the rear and were supported by a bracket onthe
The M170 was the battlefield ambulance version of the G-758 series. The M170 wheelbase was 20 in. | than the M38A1's wheelbase and the internal layout was considerably different. The front seats were narrower and there were litter racks mounted in the rear floor. An additional litter rack hung from the bows on the passenger's side. The passenger's seat cushion was
removable and could be hung from the windshield frame,
QUARTER-TON TRUCKS
the seat back and frame pivoted forward and latched it to the floor. This provided room for a : The spare tire and fuel can were carried in a well just to the right of the passenger's seat. A droplight on a cable reel was mounted on the left rear wheel well just behind the driver’s seat. Storage lockers were mounted in rear fender wells. There are many special brackets attached at various points on the body and tailgate.
While usually configured as ambulances, a few of the
This view of the M170 shows how efficiently the limited interior space was utilized. A pad on the rear of the driver's seat protects the head of on patient,
while the passenger's seat cushion has been hung from the windshield to mounted spare tire and a 5-gallon gas can. No bracket for the gas can was
STANDARD CATALOG OF U.S. MILITARY VEHICLES
rotect the head of another patient. Also visible in this view is the interior-
installed, but footmen’s loops were provided to secure it. (U.S. Army photo)
35
QUARTER-TON TRUCKS
Bat
Aberdeen Proving Ground in September 1953, with al
4,155 built from 1953 to 1963 were outfitted as radio trucks or airfield taxis.
The M170, or MD-A in Willys nomenclature, was the basis for the civilian CJ-6. The M170 is among the hardest military Jeeps to find.
GENERAL DATA
MODEL M38A1 M38A1C M170 NET WEIGHT 2,690 Ibs. 2,690 Ibs. 2,963 Ibs. GROSS WEIGHT 3,865 Ibs. 3,865 Ibs. 3,763 Ibs. MAX TOWED LOAD 2,000 Ibs. 2,000 Ibs. N/A LENGTH 138 9/16 138 9/16 155 WHEELBASE 81 81 101 WIDTH 60.625 60.625 60.5 HEIGHT 72.875 72.875 80 WIDTH* 41.875/60.625 41.875/60.625 41.875/60.625 TRACK 49.125 49.125 49.125 TIRE SIZE 7.00-16 7.00-16 7.00-16 MAX SPEED 55 mph 55 mph 55 mph FUEL CAPY 13 gal 13 gal 13 gal RANGE 350 mi 350 mi 300 mi ELECTRICAL 24 neg 24 neg 24 neg TRANSMISSION
SPEEDS 3 3 3 TRANSFER
SPEEDS 2 2 2 TURNING
RADIUS FT 19.5R, 19L 19.5R,19L 24.5R,24.5L
*Overall dimensions listed in inches. Inside/outside width at tires.
ENGINE DATA
ENGINE MAKE/MODEL
Willys MD F-head NUMBER OF CYLINDERS 4
CUBIC-INCH DISPLACEMENT 134 HORSEPOWER 72 @4000 TORQUE 114 Ibs..-ft. @ 2000
GOVERNED SPEED (rpm) Not governed
36
STANDARD CATALOG OF U.S. MILITARY VEHICLES
The M170 was a longer-wheelbase version of the Willys MD, and was designed for use as a field ambulance. Shown here is the XM170, photographed at tf canvas fitted and with three litters in place. (U.S. Army photo)
VALUES
6 5 4 3 2 1 M38A1 500 1,000 2,000 4,500 6,000 7,500 M170 500 1,200 2,500 6,000 8,000 12,00 SCARCITY M38A1 2 M170 4
G-838 M151 Series
Work on the M151 MUTT (Military Utility Tactical Truck) series of vehicles began even before its predecessor, the M38A1, had been produced.
The seed of the M151 came to life in 1951, when the Ford Motor Company was contracted by the Army to start development on a new type of light utility truck that would utilize the latest features of the automotive industry at that time. Weight was (as with the MB/GPW) a major concern for the military, and Ford put together ideas for various combinations of vehicles — unibody and separate chassis versions, and both steel and aluminum bodies. Ford eventually settled on the unibody (integral chassis) version, but was also very interested in using alloy for the body. Pilot models were built in aluminum, but during testing the bodies developed severe fractures and cracks. Eventually, the steel-bodied version was selected.
It would be 1959 before the design and pilot stages evolved into a production contract.
Like its immediate predecessors, the M151 had the military standard 24-volt electrical system and selective
two and four wheel drive, but there were some significant differences. The M151 used a unibody design, the suspension was all-around independent, and the transfer case was a single-speed unit. The transmission was a four-speed version, unlike the MB/GPW/M38/M38A1, which all had three-speed transmissions. The M151’s first and reverse gears were low enough to negate the need for a separate low transfer range.
Delivery of the vehicles of the first contract was scheduled by Ford to begin in March 1960. These vehicles were designated M151. In 1962, Willys Motors,
es —
a
This M151 has been armed with a models. (Photo courtesy of the Patton Museum)
QUARTER-TON TRUCKS
Inc., successor firm to Willys-Overland Motors, underbid Ford and began producing 14,625 of the M151 truc A second contract was won in December of that year for a further 9,800 units. In 1963, Wi Motors, Inc., became the Kaiser Jeep Corporation. The contract for M151 vehicles was modified during production to specify the MI51A1.
M151Al
Because of problems with the rear suspension, which buckled or collapsed, particularly when burdened with mounted weapons and cargo, the rear suspension system was redesigned. High-strength rear suspension arms, with extra bump-stops, were introduced. Vehicles
OPERATION ~~
|
2
-
-
~~
= :
on = a
|-mounted .30-caliber machine gun. The flat fenders and two-piece windshield are characteristics of early
STANDARD CATALOG OF U.S. MILITARY VEHICLES $37
QUARTER-TON TRUCKS
with this improved suspension were known as model MI51A\1s. Production of this new Jeep began by Willys Motors in December 1963. In January 1964, the name on the builder’s plate of the M151Als was changed to Kaiser-Jeep Corp.
In 1964, Ford reg: d the contract and production of the Mutt restarted in January 1965 and continued up through 1969.
Variants of the basic M151A1 design were used to carry a recoilless rifle, which was installed on the M151A1 by Watervliet Arsenal. These vehicles featured a different tailgate area, fender-mounted troop seats, and overload springs (smaller coil springs which fitted inside the main rear coil springs), and were designated
The M151 family did not use the traditional liquid container bracket. Instead, the spare cal peret ne 7 r webbing strap. (Photo courtesy of the Patton Museum) aa ata ech nianlssert hige =
38 STANDARD CATALOG OF U.S. MILITARY VEHICLES
MISIAIC. An extended-bodied ambulance version was designated the M718.
Numerous accidents occurred after the M151 was introduced. The military invariably cited “driver error,” but as the accident reports began to pile up, the Army knew that there was something inherently wrong with the handling of the vehicle.
The independent rear suspension used on both the M151 and MI151AI1 was the source of the problem. In fiscal 1967 the M151 was reportedly involved in 3,538 accidents that resulted in 104 deaths and 1,858 injuries. The lack of body roll when turning and a severe oversteer condition, both of which were characteristics of the rear “swing-arm” system of suspension, caused many
inattentive drivers to lose control of their vehicles. The Army introduced t ng courses, training films, DA circulars, and even insisted that no one drove the M151- series without a special driver permit endorsement. In spite of all these efforts, the accidents continued.
M151A2
Eventually, the U.S. military realized that it could ignore the problem no longer and the rear suspension
The M151A2, like its predecessors, could be fitted with machine mount, as is the case with this example owned by Bob McFarland. This vehicle also has a radio installed.
QUARTER-TON TRUCKS
system was totally redesigned. The independent “A” frame used on the M151 and M151A1 was replaced with a semi-trailing arm suspension, which minimized the need for a whole range of extra supply-item parts, while retaining many of the advantages of the independent suspension.
The redesigned vehicle was designated M151A2, and its introduction heralded many other improvements, including deep-dish steering wheels, larger “composite”
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The M718 and M718A1 could each carry three litters, one in the angular lower rack, and one in each of the upper racks. The spare tire was also relocated to permit installation of the extension.
i e*
The ‘5 51A2 has scooped front fenders and a single-piece windshield. Underneath, there was a much-improved and safer suspension system. (US. Army photo}
39
STANDARD CATALOG OF U.S. MILITARY VEHICLES
QUARTER-TON TRUCKS
type marker and tail lights, electric windshield wipers, and a mechanical (as opposed to the earlier electrical) fuel pump. The new suspension improved the “feel” of the vehicle and gave drivers a much better indication of body-tilt when turning at excessive speed.
The vehicle was now much more stable, but this brought on new risks. Because of the increased stability, a driver could become overconfident, and even this new “safe” version was involved in roll-over accidents, the results of which were just as devastating as those of the M151 and MI151A1 models. This new suspension was incorporated in the recoilless rifle and ambulance versions as well, which became the M825 and M718A1, respectively.
Even though the new suspension reduced the tendency for rollovers, in 1987 a Roll Over Protection System (ROPS) was introduced that could be added to the vehicles.
Ford began producing the M151A2 in 1969, but the next contract was won in 1971 by AM General, which produced the M151A2 from 1972 through 1985, with a short production run for foreign sales in 1988. All the AM General built trucks were produced in South Bend, Indiana.
The M998 HMMWV “Humvee” replaced the Mutt for most purposes during the mid and late 1990s, but the Marine Corps continued to use the M151A2 as the basis for its Fast Attack Vehicle as late as 2000.
GENERAL DATA
M151A1C MODEL M151 M825 M718 M718 NET WEIGHT 2,140 Ibs. — — — GROSS WEIGHT 3,340 Ibs. 4,590 Ibs. 3,680 Ibs. 3,680 Ibs. MAX TOWED LOAD 2,000 Ibs. 2,000 Ibs. — — LENGTH 132 143.5 143 143 WIDTH 62.25 76.5 72 71.6 HEIGHT 71 77.2 76.3 76.3 TRACK 53 53 53 53 TIRE SIZE 7.00-16 7.00-16 7.00-16 7.00-16 MAX SPEED 66 mph 5Omph 66mph 66mph FUEL CAPY 17.3 gal 17.3 gal 17.3 gal 17.3 gal RANGE 300 mi 275 mi 300 mi 300 mi ELECTRICAL 24 neg 24 neg 24 neg 24 neg TRANSMISSION SPEEDS 4 4 4 4 TRANSFER SPEEDS 1 1 1 1 TURNING RADIUS FT 17.9 R, 17.8L 18.5 18.5 18.5
Overall dimensions listed in inches.
Unlike the M170, the M718 series had extensions attached to the rear of the body to accommodate litters. (Photo courtesy of Ken Whowell)
4Q STANDARD CATALOG OF U.S. MILITARY VEHICLES
ENGINE DATA
ENGINE MAKE/MODEL
Willys MD F-head NUMBER OF CYLINDERS 4
CUBIC-INCH DISPLACEMENT 141.5 HORSEPOWER 71 @ 3800 rpm TORQUE 128 Ibs.-ft. @ 1800 rpm VALUES 6 5 4 3 2 1
M151/M15A1/M151A2 1,000 2,500 3,500 5,500 7,500 11,000 SCARCITY
Scarcity 2
The M151A1 was the next generation of MUTT, and looks very similar to the M151. (Photo courtesy of the Patton Museum)
The M718 front line ambulance was based on the M151A1 vehicle, while the M718A1, shown here, was based on the M151A2 vehicle. These vehicles replaced the M38A1-based M170. (Photo courtesy of AM General)
The M422 was designed for the U.S. Marine Corps to fill the requirement of a small, lightweight, low profile, highly maneuverable vehicle. What the Marines got was a vehicle that did just that, and gave incredible off-road performance as well.
The Mighty-Mite was developed at Mid-America Research Corporation by a team that included Harold Crist, Ralph Turner, Frank McMillan, and Chet Hemphling. These four men were key to the creation of the Jeep for American Bantam prior to WWII. An imported Porsche engine powered the prototypes. The search for a suitable American built power plant lead to American Motors, which perfected and produced the Mighty-Mite (before it owned Jeep) from December 1959 through December 1962. With an aluminum body, and an aluminum air-cooled 108-cid V-4 engine, the Mighty
Mite weighed just less than | ton.
Two versions of the Mighty Mite were built: the M422 and M422A1. There were fewer of the original M422 vehicles produce (1,250) than the later M422A1 (2,672). The most apparent differences between the two models was the 6-in. additional body length of the Al and a
\ rai n stored M422 owned by
- . bP This beautifully re: Paul
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Harless of Adona, Arkansas, has been outfitted with the exhaust extension and snorkle for deep-water fording operations. The rear seat backrest has been folded down in this photo. (Photo courtesy of Evelyn Harless)
QUARTER-TON TRUCKS
different style windshield. The additional length of the Al was between the front seat and the rear wheel well. There is an additional reinforcing embossment in this area, which aids in distinguishing the two models. The result is that the M422 has a 65-in. wheelbase, and the M422A1 has a 71-in. wheelbase. Early models used a
a mata 6 * WOME, Thea The original M422 windshield, as seen here, was very light weight, but also very fragile. Many M422s were retrofitted with the M422A1 windshield. It is rare to find one with the intact original style windshield seen here. (Photo courtesy of Evelyn Harless)
,
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The initial production Mighty-Mite, the M422, was noted for its short length, tight turning radius, and minimal weight. It h component was designed with optimal weight savings in mind. (Photo courtesy of the Patton Museum)
STANDARD CATALOG OF U.S. MILITARY VEHICLES
41
QUARTER-TON TRUCKS
unique, and now hard-to-find, windshield, while later models used the M38A1 Jeep windshield.
The four-speed transmission was combined with a two-speed transfer case to shorten the driveline. All Mighty-Mites had limited-slip differentials front and rear which, together with their short turning radius and light weight, gave them such superb off-road performance that they inspired a popular children’s toy at the time. The limited-slip differentials, combined with the center of gravity, allow the Mighty-Mites to be operated normally with either one of the rear wheels missing. For this reason, Mighty-Mites were not originally equipped with spare tires.
ENGINE DATA
MODEL M422 M422A1
WEIGHT NET 1,700 Ibs. 1,700 Ibs. Reif . 25
Wine LOAD bye he ae ey The M422A1 was longer than the original and had an M38A1-style
LENGTH 107 143 windshield. This extra length was added between the rear wheel and the
WIDTH 60.625 61 driver's seat, and can most easily be spotted by the additional embossed
WHEELBASE 65. 85 reinforcing rib in this area. The rear seat backrest on this example is in the
HEIGHT 50.5 64.5 upright position on this beautiful M422A1 owned and restored by Mike 3 I Riefer of Owensville, Missouri. The spare tire was a popular field addition
Uae Be v a one to the original design M422. (Photo courtesy of Mike Riefer)
MAX SPEED 62 mph 62 mph
FUEL CAPY 13 gal 12 gal
RANGE 225 mi 225 mi
ELECTRICAL 24 neg 24 neg
TRANSMISSION
SPEEDS 4 4
TRANSFER
SPEEDS 1 4
Overall dimensions listed in inches.
ENGINE DATA
ENGINE MAKE/MODEL AV-108-4
NUMBER OF CYLINDERS 4
CUBIC-INCH DISPLACEMENT 107.8
HORSEPOWER 55 @ 3600 rpm TORQUE 90 Ibs..-ft. @ 2500 rpm GOVERNED SPEED (rpm) 3600
VALUES 6
5 M422 1,000 2 M422A1 1,000 2 M422 4
200 000 i
Even with the compact size of the air-cooled AMC AV-108 V-4 power plant, the engine compartment of the Mighty-Mite is cramped. (Photo courtesy
P107;13103 6 Bg of Daryl Bensinger)
M422A1 3
:
Lys ae 5s on! = __ <= The Spartan instrument panel of the Mighty-Mite featured only a fuel A popular post-factory addition to the Mighty-Mite was the collapsible gauge, speedometer, and ammeter. In pts of other welght” saving canvas top, as seen on this M422A1 owned by Ralph Doubek of Wild Rose, | measures, the standard heavy M Series light switch was used on these Wisconsin. vehicles. (Photo courtesy of Daryl Bensinger)
42 STANDARD CATALOG OF U.S. MILITARY VEHICLES
HALF-TON TRUCKS
HALF-TON TRUCKS
G-505 Dodge VC
The Dodge VC series trucks were the direct ancestors to the 1/2-ton and 3/4-ton WCs and the later M37s. Known to Dodge by the engineering code T202, they were produced during 1940 in six different varieties.
The various models and the production quantities of these six models are listed here. These numbers are from the Dodge master parts book, and are generally considered to be accurate, but there may be some discrepancies due to prototype work:
Model Engine Quantity
VC-1 Command Reconnaissance 2,155
vc-2 Radio 34 Vs - .
VC-3 Closed Cab Pickup 816 , eee : =
VC-4 Closed Cab and Chassis 4 The spare tire of the VC-6 was carried on the passenger's side of the
vc-5 Open Cab Pickup 1,607 vehicle. This truck is missing its brush guard. This restored example, like
VC-6 Carryall 24 ar the VC series Dodges shown here, is owned by Chet Krause of lola, isconsin.
-—¥ ates’ a.)
The closed-cab pickup, known as the VC-3, was a handsome vehicle, especially when fitted with the rear canvas.
The VC-6 Carryall is among the scarcest wheeled U.S. military vehicles. This is the sole known remaining example of the 24 built.
The Command Reconnaissance version, VC-1, was the most common variant of the VC trucks. This truck is missing its brush guard, but the brush guards were shipped loose from the factory and could have been omitted on trucks dolled up a bit for parade use. The windshield could be folded down.
The unusual open cab of the VC-5 is evident here. The driver's compartment has no sides. This VC-5 still has its brush guard installed.
STANDARD CATALOG OF U.S. MILITARY VEHICLES
43
HALF-TON TRUCKS
All of the VC series vehicles were powered by the Dodge T202 inline six-cylinder engine. A four-speed transmission was provided, and a single-speed transfer case provided selective all-wheel drive. Strangely, the transmission could not be shifted into first or reverse without first engaging the all-wheel drive. The VC series trucks had dise-type wheels and a large brush guard protected the grille and headlights.
The open cab installed on these trucks was not the same as most military open cabs. Rather, it was more of a firewall and cowl with a platform floor with bucket seats behind it.
Like most pre-and early-war trucks, these vehicles are difficult to find today in restorable condition.
GENERAL DATA MODEL vce
NET WEIGHT NET 4,275 Ibs. GROSS WEIGHT 5,220 Ibs. LENGTH 188 WIDTH 74 HEIGHT 88
TIRE SIZE 7.50-16 MAX SPEED 54 mph FUEL CAPY 16 gal ELECTRICAL 6 pos TRANSMISSION
SPEEDS 4 TRANSFER
SPEEDS 1
Information above is applicable to the VC5.
ENGINE DATA
ENGINE MAKE/MODEL Dodge T-202 NUMBER OF CYLINDERS 6 CUBIC INCH DISPLACEMENT 201.3 HORSEPOWER 79 @ 3000 rpm VALUES 6 5 4 3 2 1 VC-1Command Recon 1,000 5,000 10,000 20,000 30,000 60,000 VC-2 Radio no reported sales VC-3 Closed Cab P/U 850 4,000 8,000 17,000 25,000 50,000 VC-4 Cab and chassis _no reported sales VC-5 Open cab P/U 750 3,500 7,500 16,000 23,500 45,000
VC-6 Carryall No reported sales
|
" - ed ¥ 5 The rear area of the pickup-bodied trucks was fitted with troop seats.
These troop seats crossed the body rather ran longitudinal to it. The canvas protected both troops and cargo from the elements.
ANDARD CA’
TALOG OF U.S. MILITARY VEHICLES
SCARCITY
VC-1 Command Recon VC-2 Radio 5 VC-3 Closed Cab P/U 4 VC-4 Cab and chassis 5 VC-5 Open cab P/U 3 VC-6 Carryall 5
G-505 Dodge WC
The G-505 series of 4x4 trucks were built by Dodge, and represented quite an improvement over the previous VC series. Rather than the civilian look of the earlier vehicles, the WCs had a distinctly military appearance with the grille and brush guard integrated into a single unit. This brush guard was rounded in the center, whereas the later 3/4-ton series trucks had a flat brush guard. The hood, which sloped gently downward toward the front of the truck, was hinged in the center and opened from the sides.
Three different six-cylinder Dodge engines were installed in the vehicles of this series: the T207 217- cid/85-hp engine, the T211, also 217 cid, and the T215 230-cid/92-hp engine. Regardless of the engine installed, the transmission was a four-speed unit, while the transfer case was single speed. The half-ton trucks were not equipped with combat wheels.
The model number of each vehicle changed with the power plant installed. Unique vehicle model numbers were assigned to winch-equipped vehicles.
WC-1, WC-5, WC-12, WC-14, WC-40.
These series of vehicles were all essentially pickups with closed cabs and express-type bodies.
The various models of closed-cab pickups, their power plants, production quantities, and details are as follows:
Model Engine Quantity Details
WC-1 T207 2573 Express body longitudinal seats WC-5 T207 60 Express body less seats WC-12 F211 6046 Pickups and one less bed WC-1 T211 268 Pickup
WC-40 T215 275 Pickup
The WC-3 and WC-4 vehicles introduced the open cab to the G-505 WC series of vehicles. The WC-4 shown here was equipped with a PTO-driven front winch, which the WC-3 lacked. This vehicle has been equipped with a flexible machine gun mount. This beautifully restored WC-4 is owned by John Bizal, who is shown driving it.
HALF-TON TRUCKS
WC-21, WC-22 wes T28r 7808 Express body with These were basically the same vehicles as those transverse seats listed above, but with open cabs. The various models of Wet Ueor, aubes pact ea SaNSveres open-cab pickups, their power plants, production wc-13 T211 3,019 Pickup quantities, and details are as follows: WC-21 T215 7,400 Pickup
WC-22 T215 1,900 Pickup with winch
7) fa hi, The WC-23 used the same body as the previous models, which was built ~ . ent 4 -_ at rid by Budd, but now was powered by the larger T-215 engine. Unlike most This WC-13 has had its windshield glass removed to protect the driver military vehicles, the seats of the command cars were covered in leather. from glass fragments in the event of damage, as well as to prevent the The spare tire was located so that it did not interfere with entry or exit glare from giving away the vehicle's location. It was photographed during from the vehicle. This restored example is owned by Ralph Doubek. maneuvers at Ft. Benning, Georgia. (National Archives and Records Administration photo)
The first series of Command and Reconnaissance cars to enter production was the WC-6. This vehicle, registration number 206765, was photographed with all canvas in place. (Photo courtesy of the Patton Museum)
STANDARD CATALOG OF U.S. MILITARY VEHICL' 45
HALF-TON TRUCKS
% tions
When the winch-equipped open-cab pickup had its engine upgraded it was designated WC-12. Shown on the driver’s side are the pioneer tool rack and liquid container carriers. Neither of these were installed at the factory, but rather were refitted Army-wide. This restored example is owned by Ralph Doubek of Wild Rose, Wisconsin.
WC-20 and WC-41 Cab and Chassis
These vehicles were furnished as chassis and closed- cab units without beds. Most of these trucks were equipped with dual rear wheels and had service bodies mounted on them for use as emergency repair trucks. Thirty of the T211-powered WC-20s were built, and 306 of the T215-powered WC-41s were constructed.
WC-10, WC-17 and WC-26 Carryall
These vehicles were known as “carryalls.” They have a totally enclosed passenger’s compartment with windows in the sides and rear. In addition to the driver and co-driver’s seats, there were two bench seats in the rear of the vehicle. At the rear of the truck was a two- piece tailgate, the top half opening upward, the lower half folding down to the horizontal position. A spare tire was carried on the right running board. Due to metal
¥,
Shown here with the stowage compartments closed is one of the 370 WC- 43s built, all in 1942. The service bed is well sized to the 1/2-ton chassis, making these handsome vehicles. (Photo courtesy of the Patton Museum)
Initially the new series of half-ton trucks was equipped with closed cabs as
makes it difficult to establish specific model numbers without consulting the data plate, registration number, or looking unde! number of W-26001 identifies this truck as a WC-1. (Photo courtesy of the Patton Museum} / ty aie Goose registiaten
46
STANDARD CATALOG OF U.S. MILITARY VEHICLES
seen in this example. The variety of engines installed in the half-ton Dod jes
The WC-10, WC-17, and WC-26 Carryall models all look alike, again differing only in engine. The Carryalis provided comfortable, enclosed transportation to personnel in all types of weather. (National Archives and Records Administration photo) fabricating limitations of the time, the central portion of the roof is canvas-covered wood.
The WC-10, WC-17, and WC-26 were powered by the 1207, T211, and T215 engines, respectively. There were 1,643 WC-10s, 274 WC-17s and 2,900 WC-26s built.
WC-11, WC-19, WC-42 Panel Truck
These vehicles look very much like the carryall, but without the windows in the sides of the rear area. However, they were intended to transport cargo or, in the case of the WC42, communications equipment, so they do not have seats in the rear compartment. Instead of the tailgate arrangement used on the carryall, the rear doors of the panel truck open to the left and right. The WC-42 was powered by the T215 engine. There were more carryalls built than panel trucks. Only 642 WC-11, 103 WC-19, and 650 WC-42s built.
The
HALF-TON TRUCKS
roo e “ : = a Tne aes 's registration number is just eleven digits away from that of
This Wi the truck below. None of the earryels or panel trucks were equipped with winches. (National Archives and Records Administration photo)
lwC-6, WC-7, WC-8, WC-15, WC-16, WC-23, WC-24, WC-25 Command Reconnaissance and Radio Cars
The WC-6, WC-7, WC-15, WC-23 and WC-24 were Command Reconnaissance Cars. The unique body of these vehicles was designed to permit ease of entry and exit by its passengers, who were usually officers. There was a folding table and map holder mounted on the back of the front seat for use by the rear passengers. An easily
panel trucks, such as this WC-11, were very similar in appearance to the Carryalls, but lacked the side windows in the rear, and the tailgate was
completely different as well. The indentation just behind the door is normally covered by the spare tire. (U.S. Army photo)
STANDARD CATALOG OF U.S. MILITARY VEHICLES
HALF-TON TRUCKS
This is another WC-9. Notice the spotlight mounted on the cowl near the driver's door. The vent windows are mounted in the doors — a feature unique to ambulances. (Photo courtesy of the Patton Museum)
removable canvas top and doors were provided for protection from the elements. The spare tire was mounted on the outside of the center of the vehicle on the driver's side. The WC-7 and WC-24 had PTO-driven front mounted winches.
The similar-appearing WC-8, WC-16, and WC-25 were officially designated Radio Cars. These vehicles had a large 12-volt battery box mounted on the right side of the body, which interrupted the running board with an
The WC-9 ambulance was built to provide battlefield evacuation of wounded and injured
antenna mounted above it, and radio equipment inside the vehicle. None of the Radio Cars had winches.
The hazard of the special design of the Command and Radio Cars is that they were easily singled out as targets by opposing forces, a factor that eventually contributed to their elimination.
Model Engine Quantity WC-6 1207 9,365 WC-7 1207 1,438 WC-15 T211 3,980 WC-23 T215 2,637 WC-24 7215 1,412
WC-9, WC-18, WC-27 Ambulance
These trucks had the longest wheelbase in the G-505 series, and a different suspension to provide a smoother ride for the injured personnel. The box-like, totally enclosed, all-steel rear body was insulated and heated and the truck could transport four stretcher patients, or six ambulatory ones. A folding step at the rear of the vehicle assisted passengers in getting inside. Unlike most military ambulances, there was no_ partition separating the driver's compartment from the patient area.
Engines for the WC-9, WC-18, and WC-27 ambulances were the T207, T211, and T215, and the production numbers were 2,288, 1,555, and 2,579, respectively.
: —~ g < ‘ Wien soldiers. Notice the tires do not have the traditional military
pattern. The folding rear step is characteristic of military ambulances. (Photo courtesy of Bryce Sunderlin collection)
43
STANDARD CATALOG OF U.S. MILITARY VEHICLES
WC-43 Telephone/Maintenance Truck
These trucks had a utility body that carried a wide variety of telephone linemen’s tools for line repair and installation. Army Signal Corps units used these trucks. Only 370 were built, and none had winches.
Among the hardest to find of the half-ton Dodge's are these WC-43 Telephone Maintenance trucks. The cable reel on the roof of the bed is not part of the truck itself, but is part of the equipment used with it. (Photo courtesy of the Patton Museum)
GENERAL DATA
MODEL WC6/8/15/16/23/25 wersi2ra2oao/s1 —WC3/4/13/21/22 NET WEIGHT 4,975 Ibs. 4,640 Ibs. 4,400 Ibs. GROSS WEIGHT 6,275 Ibs. 5,940 Ibs. 5,740 Ibs LENGTH 179 191 191 WIDTH* 75 75 1S HEIGHT 83 83 83 TRACK 59.375 59.375 59.375 TIRE SIZE 7.50-16 7.50-16 7.50-16 MAX SPEED 54 mph 54 mph 54 mph FUEL CAPY 25 gal 30 gal 30 gal RANGE 300 mi 240 mi 240 mi ELECTRICAL 6 or 12 neg 6 neg 6 neg TRANSMISSION
SPEEDS 4 4 4 TRANSFER
SPEEDS 1 1 1 Overall dimensions listed in inches.
MODEL WC10/17/26 WC11/19/42
NET WEIGHT 4,850 Ibs. 4,470 Ibs.
GROSS WEIGHT __ 6,150 Ibs. 5,470 Ibs. LENGTH179 191 Ibs. 191 Ibs.
WIDTH* 7 75
HEIGHT 83 83
TRACK 59.375 59.375
TIRE SIZE 7.50 x 16 7.50 x 16
MAX SPEED 54 mph 54
FUEL CAPY 30 gal 30
RANGE** 240 240
ELECTRICAL 6 neg. 12 neg. TRANSMISSION
SPEEDS os 4
TRANSFER
SPEEDS 1 1
Overall dimensions listed in inches.
ENGINE DATA
ENGINE MAKE/MODEL Dodge T-215
NUMBER OF CYLINDERS 6
CUBIC-INCH DISPLACEMENT 230.2
HORSEPOWER 92 @3200 rpm GOVERNED SPEED (rpm) 3200 rpm
STANDARD CATALOG OF U.S. MILITARY VEHICLES
HALF-TON TRUCKS
Values 6 5 4 3 2 1
Open cab pickup 2,750 4,500 7,000 10,000 15,000 18,000 Closed cab pickup2,750 4,500 7,000 10,000 15,000 18,000 Carryall 2,500 4,500 7,000 12,000 17,000 19,000 Panel 3,000 4,500 8,000 12,000 16,000 18,500 Command 3,750 5,000 8,000 13,000 17,000 20,000 Telephone no reported sales
Ambulance 3,000 5,000 9,000 11,000 16,000 19,000
Emergency repair no reported sales
SCARCITY
Open cab pickup Closed cab pickup Carryall
Panel
Command Telephone Ambulance Emergency repair
ANAWLONN
When the Marine Corps began shopping for trucks in 1940, they found that most of the “Big 3” automakers’ production capacity had already been committed to the U.S. Army. The Army’s vehicular requirements were so large that there was little chance of any of the vehicles would be available to the Corps for quite some time.
The Marine Corps turned to International Harvester, the nation’s No. 4 truck builder, whose facilities were largely available.
IH designed tactical trucks for the Marines in four weight classes: 1/2 ton, 1 ton, 1 1/2 ton, and 2 1/2 ton. All were 4x4 except for the 2 1/2 ton, which was a 6x6. IH assigned model numbers M-1-4, M-2-4, M-3-4, and M-5-6 to these vehicles.
International assigned the prefix M for military to the model numbers. The first digit is the truck's off-road rating in units of 1,000 lbs., and the last digit is the number of driven wheels.
The M-1-4, discussed here was the 1/2-ton member of the family, and is now quiet hard to find. Production totaled only 1,123 vehicles. All these trucks were of open-cab design, with provision for a canvas top only. There was no provision for sides or doors. International Harvester assigned specific model numbers M-1-4 (214) and (237) to these trucks.
The first order was for 57 plain cargo trucks, four with cargo bodies and radio shielding, and nine ambulances. All of these trucks were built and delivered in 1941.
Subsequent production was of a slightly improved model, designated M-1-4 (237) by IH. These vehicles can be broken down as follows: 97 straight cargo trucks, 78 cargo trucks equipped with radio shielding, 393 ambulances, and 490 ambulances with radio shielding. The U.S. Navy Medical Department used the ambulance models throughout the war, but combat units soon phased out the M-1-4 in favor of the higher-capacity M- 2-4.
Even though the Marine Corps initiated production, in August 1942 the U.S. Army Ordnance Department centralized all truck production control, so many of these
49
HALF-TON TRUCKS
U:-S'N- ILE BASE HOSPITALS USN N?14403 M+1-4-555 \ ec
While the cargo trucks did not have a oa ths in forward areas, the abundant ambulance variants did. This truck has a Geneva Cross on the top of its canvas bed cover. (Photo courtesy of the Military History Institute)
a
; WM
<W HOSPITAL’N ~~ 2 af - ’
Ambulance versions of the M-1-4 had canvas-covered collapsible bodies built by Boyertown. They more closely resembled cargo trucks than they did ambulances. (Photo courtesy of the Military History Institute)
50 STANDARD CATALOG OF U.S. MILITARY VEHICLES
HALF-TON TRUCKS
The IH M-1-4 cargo truck normally had an open cab. Ambulance versions were built with bodies by Boyertown, but they more closely resembled cargo trucks than they did ambulances. (Photo courtesy of the Patton Museum).
truck show the Ordnance Department as the procuring agency.
GENERAL DATA
MODEL M-1-4 The M274 Truck, Platform, Utility, 1/2-Ton is more a my Ibs. commonly known as the “Mechanical Mule.” Four WIDTH 77 different companies produced six different varieties of HEIGHT 80 M274 between 1956 and 1970. All M274 vehicles are WHEELBASE 113 fe ; ites
TIRE SIZE 7.50-16 our-wheel drive and the first five varieties could be RANGE 260 mi driver selected to be regular two-wheel steer or put into Pearce 6 neg a four-wheel steer mode. Despite their small size and RANSMISSION ‘ 5 SPEEDS 4 odd appearance, the M274 had twice the cargo-hauling | Sones n ability of a Jeep. However, the top speed of the Mule was
only about 15 mph.
Seep teniensionsiated tn inches. Two different versions of air-cooled engines, both
ENGINE DATA rear-mounted, were used over the years to power the ENGINE MAKE/MODEL 1H GRD-214B IH GRD-233C aie : NUMBER OF CYLINDERS 6 6 CUBIC-INCH DISPLACEMENT 214 233 HORSEPOWER 85 @ 3400 rpm 93 @ 3400 rpm VALUES 6 5 4 3 2 1 M-1-4 1,700 3,500 5,500 7,000 10,000 14,000 107-1510) Bg Scarcity 4+
- & >. bo 4m, ~ Here a Mule has been wrapped in the cargo canvas of a 2 1/2-ton truck to make an expedient boat for river crossing. (U.S. Army photo)
STANDARD CATALOG OF U.S. MILITARY VEHICLES 5]
HALF-TON TRUCKS
Mules. The engines were pull started on the first five models with a rope. The first two models (M274 and M274A]1) used the Willys AO4-53 four-cylinder engine. All subsequent models used the A042 Military Standard engine 2-cylinder engine, which on the final version, the M274A5, was finally equipped with an electric start. The retrofitting of AO-42 engines into earlier M274 and M274A1 vehicles created the M274A3 and the M274A4, respectively.
The Army and Marines used a lot of these in
Many consider the M274AS5 the ultimate Mule. This one is mounting a TOW missile launcher. (Photo courtesy of the Patton Museum)
se z The height of the steering column in the Mule made it within easy reach of
manner, allowing the driver's seat to be stowed and cargo placed in its position. (U.S. Army photo)
52 STANDARD CATALOG OF U.S. MILITARY VEHICLES
Vietnam. The first five versions were made of magnesium, the last type (M274A5) was made of aluminum. Some of these mules had recoilless rifles mounted on them, and some M274A5s had TOW (Tube launched, Optically tracked, Wire guided) anti-tank missiles mounted on them, but most were used just to haul supplies and soldiers.
An unusual feature was the basket for the driver’s feet and the movable steering column. If you had a lot of cargo to haul, the steering column could swing up and the driver then walked behind it and steered while driving in reverse, letting the space where the driver would normally sit be used for cargo. If the driver thought there was a danger of him being seen or shot, the steering column could be swung further down so that the driver could crawl along behind it. The speed and gear controls were located so that the driver could easily reach them regardless of the configuration.
The most unique quality of these vehicles was their ability to be operated normally with a right front tire missing.
Willys began the work on what was to become the Mule during WWII, and was the contractor for the first production models. Later manufacturers included Bowen-McLaughlin-York. Baifield Industries and the defense division (now General Dynamics Armament and Technical Products) of bowling equipment and recreational products giant Brunswick Corp. produced the final two versions.
<3 eS}
a soldier walking. It could be swung forward and driven in reverse in that
HALF-TON TRUCKS
§ ey ee fan ee M haat he nee sere “ta oon » LPS ee Pur ee Sia Cae Ree ORR ala Reatiahl-. Tha ool ‘>
STANDARD CATALOG OF U.S. MILITARY VEHICLES 5 ¢
A U.S. Army Mule being refueled en route on the road in Vietnam. (U.S. Army photo)
Although they looked small, the M274 family of vehicles had twice the cargo capacity of a Jeep. The M274 and M274A1 were powered by Willys A04-53 four-cylinder engine. (Photo courtesy of the Patton Museum)
GENERAL DATA
MODEL M274 M274A1 NET WEIGHT 795 Ibs. 900 Ibs. GROSS WEIGHT 1970 Ibs. 2075 Ibs. LENGTH 118.25 119.21 WHEELBASE 57 57 WIDTH 49.75 49.75 HEIGHT 49.5 49.5 TRACK* 40.5 40.5 TIRE SIZE 7.50-10 7.50-10 MAX SPEED 25 mph 25 mph FUEL CAPY 8 gal 8 gal RANGE 107.5 107.5
54
STANDARD CATALOG OF U.S. MILITARY VEHICLES
M274A2 900 Ibs. 2075 Ibs. 118.25 57 49.75 49.5 40.5 7.50-10 25 mph 8 gal 107.5
TRANSMISSION
SPEEDS 3 3 3 TRANSFER
SPEEDS 2 2 22 TURNING
RADIUS FT 10 10 9-2 R, 9-10L MODEL M274A3_ M274A4 M274A5 NET WEIGHT _ 970 Ibs. = GROSS WEIGHT . _ 1970 Ibs. 9 — LENGTH 118.25 119.21 118.25 WHEELBASE 57 57 57 WIDTH 49.75 49.75 49.75 HEIGHT 49.5 49.5 49.5 WIDTH
TRACK* 40.5 40.5 40.5 TIRE SIZE 7.50-10 7.50-10 7.50-10 MAX SPEED 25 mph 25 mph 25 mph FUEL CAPY 8 gal 8 gal 8 gal RANGE 107.5 107.5 107.5 TRANSMISSION SPEEDS 3 3 3 TRANSFER SPEEDS 2 2 2 TURNING
RADIUS FT 10 10 10 Overall dimensions listed in inches.
ENGINE DATA. ENGINE MAKE/MODEL Willys AO-4-53 NUMBER OF CYLINDERS 4 CUBIC INCH DISPLACEMENT 53.5 42.4 HORSEPOWER 16 @ 3200 rpm TORQUE 30 @ 2100 rpm GOVERNED SPEED (rpm) 4200 3600
MIL STD A042 2
13.5 @ 3000 rpm 26 @ 2300 rpm
3/4-TON
The 3/4-ton Dodge is probably second only to Jeeps in popularity with collectors of World War II military vehicles. There were a variety of trucks in this series — cargo trucks, ambulances, command cars, even anti- tank weapons.
This series had its roots in the earlier Dodge 1/2-ton G-505 trucks which, while nice, left the military wanting for something more.
The “more” was to be delivered starting in 1942 with these 3/4-ton trucks, which had the Dodge engineering symbol T214. The G-502 series was standardized by OCM item 19107.
In late 1942, the axle differentials were changed from a two-pinion type to a four-pinion type. At about the same time, the radiator and shroud assembly used on the G-507 1 1/2-ton Dodges were adopted for use on these trucks as well, to reduce parts stockage and improve cooling. In March 1943, the ring gear size increased from 8 3/4 in. to 9 5/8 in., and a month later the liquid containers were added.
In mid-1943 the Zenith carburetor was replaced with a Carter. This change occurred between serial numbers
STANDARD CATALOG OF U.S. MILITARY VEHICLES
3/4-TON TRUCKS
TRUCKS
81668308 through 81674100 and again at serial number 81675080. In July 1944, the auxiliary fuel filter in the engine compartment was replaced with a sintered in-tank filter.
WC-51, WC-52 Cargo Truck
These cargo trucks were all built on a 98-in.- wheelbase chassis. The WC-52 vehicles were equipped
The wide stance of these trucks is apparent in this overhead view. The later M-37 series trucks were narrower for greater mobility. Also visible in this photo is the wood plank floor used in both the cargo and carryall versions of the 3/4-ton Dodges. (U. S. Army photo)
4
This February 1944 photo shows the typical 3/4-ton Dodge WC-51 vehicles were wi used during and after World War Il by the U.S. and other Allied nations. Notice the awkward location of the spare tire. (U.S. Army photo) oom % os
=
9)
3/4-TON TRUCKS
with the Braden MU-2 winch. Rather than using frame extensions, as was the case with the postwar M37, the WC series did this by using a longer frame. Thus, the only right way to add a winch to a non-winch vehicle is to replace the entire frame — a job not for the faint of heart.
In May of 1943, a number of minor changes were
This photo was taken at the Studebake:
as is the large one-piece canvas that covers both the driver’s and cargo compartment. (U.
pan et
5G STANDARD CATALOG OF U.S. MILITARY VEHICLES
made, including lower sides for the bucket seats, which made it easier to get in and out of the truck, as well as providing a means of retaining the troop seat backs without the top bows being fitted. At the same time, the front springs were redesigned to reduce breakage, even though only two months earlier an additional leaf had been added to the front springs for the same reason.
NE PO,
ids in January 1944, and shows the spice Dodge WC-52. The Braden PTO-driven winch is visible,
Army photo)
os
This profile view illustrates just how difficult it was for the driver to exit on the left side the vehicle. Al ti 1 characteristic of the 3/4-ton models as compared to the earlier 1/2-ton Dodges. (U. S. Army photo) pre ieA i Blllebe nba hl hy
3/4-TON TRUCKS
OfD 1679 9A
The carryall and ambulance trucks had a different hood and cowl than the cargo trucks, which provided a sloping profile. This early WC-53 was photographed in 1942 at the Holabird Quartermaster Motor Base. (National Archives and Records Administration photo)
a
72/4 4-279 CARRY Adz
WC-53 carryall had a fully enclosed body, although the center of the body roof was canvas-covered masonite, rather than steel. This early carryall,
in April 1942, the small fuel filler characteristic of the early trucks in the G-502 series. These were later replaced by the larger filler,
allowed easier refueling with the lon fuel cans. The brackets for carrying these cans became a standard feature on these trucks in April 1943. photo was probably taken in the ing phase. (U. S. Army photo)
STANDARD CATALOG OF U.S. MILITARY VEHICLES 57
3/4-TON TRUCKS
In August of 1943, a more noticeable change was made, when the left front compartment was eliminated, shortening the left side of the bed. This was another effort to make it easier for the driver to get out in spite of the spare tire mounted in the opening. Two months later, the winch wire rope was increased from 3/8 in. to 7/16 in., and a shear-pin change brought the winch capacity up from 5,000 Ibs. to 7,500 Ibs.
WC-53 Carryall
This truck was intended to provide enclosed transportation to personnel. Although it was totally enclosed, the roof was not solid steel. A large center panel of the roof was made of canvas covered masonite. This was not done to provide a sunroof, but rather due to manufacturing constraints of the time.
Production of these trucks ended in April, 1943, after a total output of 8,400 units. The windows in the doors of these trucks were one piece, as opposed to the two- piece glass used on the WC-54 ambulance.
The WC-53 Special, Field Limousine shown in some books did not actually reach the production stage, with only two prototypes being constructed. Their registration numbers were USA 2092777 and 2092778.
WC-54 Ambulance
This truck more closely resembles its 1/2-ton predecessors than the rest of the series. Production ended in April 1944. Unlike the carryall and radio trucks, the door windows of these trucks have a two- piece arrangement, including the main window and a vent window.
julance built on the G-502 chassis, and it became familiar to many wounded Gls. Notice the vent glass ‘in the door, which
is not present in the similar door fitted to the carryall. Often the two doors 'S were intercha’ SF ADIEneeT (US: Reet arash type: inged, but the vented window is only truly correct on the
ee
The WC-54 was the initial am!
58
STANDARD CATALOG OF U.S. MILITARY VEHICLES
In August 1942, the litter bracket was redesigned to better clear the spare tire housing, which is recessed into the driver's side of the ambulance body. Sometime in mid to late 1943, the fuel filler neck was enlarged to allow fueling from 5-gallon “Jerry” cans, which necessitated slight changes to the left rear part of the body sheet metal.
This interior view of Bruce Gray's restored WC-54 shows the folding seats provided on each wall for ambulatory patients, as well as the upper (hanging) and lower (floor-mounted) litter racks.
ASS aa te
ice Eon
ror
3/4-TON TRUCKS
This is a production version of the M6/WC-55. After the M6 was declared obsolete, most of these trucks were converted into WC-52 cargo trucks. When found today this is evidenced by restamped data plates, and often crudely welded-up holes where the various tools, boxes, and racks had been attached. (Photo courtesy of the Patton Museum)
Gveral width. The turn signele on thie truck were added by the owner, sruce Gray. A truly rare vehicle today, the WC-55 trucks when delivered looked very much like a WC-52 with a 37mm M-3A1 field piece stuck in the back, but in fact there were several differences. Among these was its own G- number: G-121. From April 1942 until October 1942, 5,380 of these trucks were built. These vehicles were intended from the outset to be an intermediate weapon, until better tank destroyers
|
|
~ ’ ‘ : May 1942 Aberdeen jun. Although this truck of the
This Proving Ground photo shows a pilot model of the heavily armed WC-55, also known as the M6 antitank 9
lacks some unique characteristics of the production models of the W |, it does show some changes in the basic vehicle. By comparing this vehicle with the WC-51, it is evident how the bed was shortened in August 1943. A storage compartment in the left front of the cargo bed, present on this vehicle, was eliminated, providing more room between the spate and the bed for the driver to exit. Notice how much space there is between the the bed and the canvas tie-down hook, compared to the WC-51. Also notice how the shape of the front seats changed as well. This change came 1943. (National Archives and Records Administration photo)
STANDARD CATALOG OF U.S. MILITARY VEHICLES 59
3/4-TON TRUCKS
could be designed. Once the M8 light armored car was available, the anti-tank guns were removed, and the trucks became cargo trucks. Often times the data plate was even overstamped or replaced with one reading WC- 52, and a new registration number was assigned. Usually, the mounting holes for the special gear were welded up during the conversion to the WC-52 type.
WC-56, WC-57 Command and Reconn Cars
The style of these vehicles have made them very sought after by collectors and movie producers. It seems anyone with any importance in a war movie must ride in one of these trucks, probably because the open top allows the star to be seen, and the dual bench seat creates a chauffeur-driven look. The WC-56 did not have a winch, while the WC-57 used the same MU-2 as the WC-52 cargo trucks. Production of these trucks was discontinued in April 1944.
WC-58 Radio Truck
The WC-58 was essentially a WC-56 provided with a full suite of radio equipment in the back seat and a new data plate. Only 2,344 of these were built, making them the scarcest Dodge 3/4-ton command-type vehicles.
WC-59 Telephone Maintenance Truck
Only 607 if these unusual trucks were built, primarily for Signal Corps use. As the name suggests, their job was to help maintain telephone networks. All of these were produced in 1943.
WC-60 Emergency Repair Chassis, M2
The WC-60 chassis was the basis for the M2 Emergency Repair Truck, with the beds_ being installed by another contractor. These trucks were equivelent to what would later be known as contact maintenance trucks, and wereequipped with an open-topped service- type bed with numerous stowage bins. Its bed resembles, but is not identical to, theWC-61 bed. It is believed that less than 300 of these trucks were built.
WC-61 Light Maintenance Truck
This truck was a revision of the WC-59 maintenance truck body, which now featured a full-width utility body.
7-2 E827 COMMAND CAR
The WC-56 was provided with a convertible top, and could be operated without any top, with just the top in place, or totally enclosed. (National Archives and Records Administration photo)
GO STANDARD CATALOG OF U.S. MILITARY VEHICLES
RA PD 347116
The WC-61 was intended to provide Signal Corps crews with a vehicle and equipment for repair of telephone lines. It is among the rarest of the 3/4- ton Dodge vehicles.
4B
When the command car was equipped with a winch, it was known as a WC-57. Unlike later M series vehicles, which had extensions bolted to the frame to mount the winch on, the frames themselves were different on WCs, making it almost impossible for the restorer to add a winch to a vehicle not so equipped from the factory. (National Archives and Records Administration photo)
The WC-64 was developed in part because of the amount of shipping space taken up by the large, box-like body of the WC-54. Known as the “knock-down” ambulance, it was shipped overseas with the patient compartment disassembled. Once assembled, it was not intended to be disassembled again. The comparatively fragile construction of these make
them much harder to find today than the WC-54s.
WC-64 Knock Down Ambulance
These trucks were built from January 1945 until August of the same year, with a production total of 3,500. This design came about as a result of trying to lower the shipping volume of the WC-54 Ambulance. The WC-64 could be shipped “knocked down,” or partially disassembled, in considerably less space than the solid- bodied WC-54. Contrary to rumor, these trucks were not meant to be disassembled once they were put together at their destination. These vehicles had a 121-in. wheelbase like the WC-54, but the Knock Down frame was reinforced, probably to compensate for the lack of body strength.
The front end differed from the other trucks of this series by having a different cowl vent, a hot water personnel heater, and a spotlight on the left ahead of the driver's door. The canvas top over the cab was not readily removable. The Knock Downs were supplied with canvas doors with plastic windows, which could be stored in a canvas pocket on the cab top when not in use.
The lower part of the rear body was factory installed on the chassis, while the upper part was shipped boxed
3/4-TON TRUCKS
for field installation. The lower body had benches over the wheels, which were padded and could be used as seats by ambulatory patients. Alternately, they could serve as litter racks for the more seriously wounded. Under seat storage boxes were provided on both sides fore and aft of the wheel wells. Like the other trucks in this series, the floor of the bed was made of hardwood. The upper, or knock down, portion of the box was steel- sheathed wood construction, the inside surfaces being insulated with cardboard.
There were two hinged litter racks provided in the upper section of the body, which could be sloped to the rear to aid in loading and unloading stretcher patients, or hinged downward to accommodate patients seated on the lower benches.
The rear body had three ventilation blowers, two ceiling lights, a hot-water personnel heater, three rear doors, and a front emergency door. Access was aided with a folding rear-mounted step. There were roll-down windows in the front emergency door, as well as the lockable center rear door.
This May 1942 Holabird Quartermaster Motor Base photo shows what many consider the most desirable of the G-502 series: the command car. With two bench seats, easy entrance and exit (except for the driver), and great visibility, it is ideal for parades. (U.S. Army photo)
STANDARD CATALOG OF U.S. MILITARY VEHICLES
61
3/4-TON TRUCKS GENERAL DATA
MODEL WC51/52 WC53 WwC54 NET WEIGHT 5,645 Ibs. 5,750 Ibs. 5,920 Ibs. GROSS WEIGHT 7,445 Ibs. 7,550 7,720 Ibs. MAX TOWED LOAD 4,000 Ibs. N/A 4,000 Ibs. LENGTH 167 185.75 194.5 WIDTH 82.75 78.75 77.75 HEIGHT 85.5 80 7/32 90.375 WIDTH* 54.125/75.375 54.125/75.375 54.125/75.375 TRACK 64.75 64.75 64.75 TIRE SIZE 9.00-16 9.00-16 9.00-16 MAX SPEED. 54 mph 54 mph 54 mph FUEL CAPY 30 gal 30 gal 30 gal RANGE 240 mi 240 mi 240 mi ELECTRICAL 6 or 12 neg. 12 neg. 6 neg TRANSMISSION
SPEEDS 4 4 4 TRANSFER
SPEEDS 1 1 1 TURNING
RADIUS FT 22 25 26 MODEL WCcé4 WC56/57/58
NET WEIGHT 7,000 Ibs. 5,375 Ibs.
GROSS WEIGHT 8,500 Ibs. 7,175 Ibs.
MAX TOWED LOAD 4,000 Ibs. 4,000 Ibs.
LENGTH 192.625 166
WIDTH 84 78.75
HEIGHT 99.375 81.5
WIDTH" 54.125/75.375 54.125/75.375
TRACK 64.75 64.75
TIRE SIZE 9.00-16 9.00-16
MAX SPEED 54 mph 54 mph
FUEL CAPY 30 gal 30 gal
RANGE 240 mi 240 mi
ELECTRICAL 6 neg. 12 neg. TRANSMISSION
SPEEDS 4 4
TRANSFER
SPEEDS 1 1
TURNING
RADIUS FT 25 22
“Inside/outside width at tires.
Weights and dimensions given are for models without winches. For winch-equipped vehicles, increase weights 295 lbs., and length 9 1/2 in.
ENGINE DATA
ENGINE MAKE/MODEL Dodge T-214 NUMBER OF CYLINDERS 6 CUBIC INCH DISPLACEMENT 230.2 HORSEPOWER 76 @ 3200 rpm TORQUE 180 Ibs.-ft @ 1200 rpm GOVERNED SPEED (rpm) 3200 VALUES
6 5 4 3 2 a! WC-51 1,750 3,250 7,000 10,000 15,000 18,000 WC-52 2,000 3,500 7,500 11,000 16,000 19,000 WC-53 3,000 4,500 8,000 12,000 17,000 19,500 WC-54 3,000 4,500 8,000 12,000 17,000 19,500 WC-55 no reported sales WC-56 1,700 3,500 8,000 12,000 17,000 19,500 WC-57 2,000 4,000 9,000 13,000 18,000 20,000 WC-58 3,000 4,500 8,000 12,000 17,000 19,500 WC-59 no reported sales WC-60 no reported sales WC-61 no reported sales WC-64 2,000 4,500 9,000 14,000 19,000 21,500 SCARCITY WC-51 1 WC-52 1 WC-53 2 WC-54 2 WC-55 no reported sales WC-56 2 WC-57 2 WC-58 4 WC-59 5 WC-60 5 WC-61 5 WC-64 4
62
STANDARD CATALOG OF U.S. MILITARY VEHICLES
’ Dodge'G-741
With the Dodge G-502 series trucks having been the standard vehicle in that weight class during WWII, it was only natural that the military turned to Dodge once again for a suitable M series replacement. The resultant vehicle was the G-741 series 3/4-ton Dodge, typified by the M37 cargo truck.
Improvements over their WWIl-era predecessor included steel doors with roll-up windows, synchronized transmission, and the usual M-series improvements of 24-volt sealed electrical system and fording abilities. They were also slightly narrower and shorter than the earlier trucks.
A Dodge Model T-245 inline six-cylinder 230.2-cid engine provided power for these trucks. The clutch was a Borg and Beck model 11828.
The first production truck was completed in January 1951, and the first series G-741 production ceased in July 1954. These trucks were so popular and successful, however, that the tooling was removed from storage and production of the vehicles, with minor changes, resumed in February 1958 and continued into 1968. None of these trucks were produced in 1955-57. These vehicles were used by the U.S. military through the 1970s.
M37 Cargo Truck
This is one of the most collected postwar military vehicles. The all-steel cargo bed was equipped with troop seats, lazy backs, and top bows to support a canvas cover. The spare tire was carried on the front wall of the bed, and the passenger-side troop seat had a separate
Like most of the tactical vehicles of the 1950s, the M37 could be equip with a deep-water fording kit. This winch-equipped M37 was photon obee at Aberdeen Proving Ground in April 1950 while being tested. It has been fitted with the intake and exhaust extensions that are the core of the deep- water fording kit. (National Archives and Records Administration photo)
3/4-TON TRUCKS
acta reper Of”
The quickest way to spot an M37B1 is the “door-mounted” spare tire, as seen in this May 1961 photograph. The spare actually was mounted on a hinged rack just outside the driver's door. Previous models mounted the spare tire on the inside front wall of the bed. The passenger-side troop seat was
notched to clear it. The other changes characteristics to the B1 vehicles require close examination to spot. (National Archives and Records Administration photo)
oD,
For extreme cold-weather operation, a fuel-fired heater kit was developed for the M37 as well, as is seen in this December 1952 photograph taken during testing at Fort Churchill, Canada. The insulated blanket on the hood, as well as the winter front over the radiator, were a part of this kit, whose heart was
the box mounted on the left front fender. For less frigid areas, a hot water-type heater was developed. Although it was shaped differently and lacked the exhaust pipe of the fuel fired heater, it mounted similarly. (National Archives and Records Administration photo)
STANDARD CATALOG OF U.S. MILITARY VEHICLES (&
3/4-TON TRUCKS
The M42 was the replacement to the WWlil-era command cars and carryalls. It was essentially the same truck as an M37, but the canvas over the bed area had flexible plastic windows installed. The bed of the truck was fitted with a step for entry and a map table, among other detail changes. (Photo courtesy of the Patton Museum)
section to accommodate the spare. The truck has a 112- in. wheelbase. A 7,500-Ib. capacity Braden LU-4 front- mounted PTO-driven winch was fitted to some of these trucks with bolt-on frame extensions.
M37B1 Cargo Truck
The second series G-741 cargo truck was the M37B1. It is most easily distinguished from the first series by the spare tire outboard of the driver’s door. Improvements were also made to the electrical system and transmission. The Braden LU-4 front mounted, PTO-driven winch was fitted to some of these trucks as well.
M42 Command Truck
This truck is very similar to the M37, but the canvas bed covering had side windows, and the bed was equipped with a map table. The rear curtain also had
eee <3
The M43 hinged upper litter racks have been folded down to act as a backrest for ambulatory Patients who could sit on the lower litter racks. The door,
which provides passage to the operator’s compartment, is also visible. (National Archives an
G4 STANDARD CATALOG OF U.S. MILITARY VEHICLES
Records Administration photo)
windows and opened in the middle to allow easier entrance and exit. A boarding ladder was also installed to ease access to the bed.
M43 & M43B1 Ambulance
This was the ambulance version of the G-741 series. It was built on a 126-in. wheelbase chassis. Both the M43 and the M43Bl1 came with the spare mounted adjacent to the driver's door.
V-41 Telephone Maintenance Truck J
This truck was built on an M56 chassis, and featured a telephone maintenance and installation body specified by the Armed Services Electro Standards Agency, Fort Monmouth, New Jersey. These trucks are equipped with a 7,500-lb. capacity Braden LU-4 front- mounted, PTO-driven winch. The spare tire is carried internally in the open top bed. The bed has a low tailgate and a center aisle, with four outward-opening storage compartments on either side. There is a ladder rack above the bed and a water cooler mounted on the driver's side. There is a spotlight mounted near the driver's door to assist in night work.
The Federal Stock Number for the V-41/GT is 2320- 392-3703. Although the V-41/GT was listed in government manuals as early as February 1952, its specification, MIL-T-10158B, was last updated on June 30, 1957.
M201 & M201B1
The next of this family of vehicles is the M201, FSN 2320-835-8583. It was appearing in manuals by January 1954, and appears to be identical to the V- 41/GT.
The M201B1, FSN 2320-630-6801, again essentially is the same vehicle, incorporating all the improvements to the chassis associated with the resumption of G-741 contraets in 1957.
The V-41/GT, M201, and M201B1 all have open- topped beds, which, except for the ladder rack and cooler, are lower than the windshield top of the chassis the beds are installed on.
All three of these vehicles were used to provide telephone system maintenance and cable splicing services. All of these trucks apparently were equipped with winches.
The ambulance version of the G-741 family was the M43. Its body, from the firewall back, was unique, and it was built on the slightly aca M56 chassis. Disregarding completely the lessons of WWII that brought about the WC-64 “knock-down” ambulance, the M43 returned to metal construction. All M43 ambulances have the swing-out spare tire carrier, requiring close examination to differentiate it from the M43B1. (National Archives and Records Administration photo)
STANDARD CATALOG OF U.S. MILITARY VEHIC
3/4-TON TRUCKS
Among the earliest contact maintenance trucks on the G-741 chassis was this CMU-3 fitted with a steel body made by Dunbar-Kapple. Housed between the storage compartments of the enclosed bed was a Hobart PTO-driven welder/generator. (Photo courtesy of Keco Industries)
CMU-3 Contact Maintenance Truck
The first Contact Maintenance member of this family was the CMU-3. Designed for the Corps of Engineers, the CMU-3 design was finalized in December of 1959. Although most documentation shows that these trucks were built on M56C chassis, the data plates indicate that at least some of them are built on the M56B1 chassis. Perhaps data plates reading M56C do not exist. Some of the M56B1 chassis were built in 1958 under contract number 018-15711.
Unlike the 6217 and CMU-6, which have aluminum maintenance beds, the original CMU-3 trucks had an all- steel bed built by the Davey Compressor Company of Kent, Ohio, or by Dunbar-Kapple.
Unlike the open-topped M201, the CMU-3 bed is totally enclosed, and is taller than the truck cab. This bed housed a combination 7.5-kilowatt generator and 200-amp welder built by Hobart, which was driven off the truck driveline by way of a four-belt full-torque PTO. The welder/generator can also be used to slave-start other vehicles.
The list of on vehicle material carried by these trucks was extensive (the overloading is no doubt one of the reasons later trucks had aluminum bodies). In addition to the large welder/generator, there was an electrically powered air compressor, oxygen/acetylene torch set, and a huge variety of mechanic's hand tools carried on board. These trucks were basically used to provide roadside assistance to tactical, engineer, and combat vehicles.
CMU-5 Contact Maintenance Truck
This was an updated version of the CMU-3, and is very similar to the earlier model. The new truck featured an aluminum service bed, rather than the steel bed used earlier. It also had doors that enclosed the rear, instead of the canvas curtain previously used. There were civilian-type taillights recessed into the rear of the bed in addition to the standard military taillights, which were attached to the frame. These trucks have the swing-out spare tire carrier mounted at the driver's door. These contact maintenance beds were supplied by Davey Air Compressor Company.
XM708 3/4-Ton Dump Truck
Another scarce G-741 variant is the XM708 (or El) dump truck. Like the XM711 wrecker, the XM708 dump
LES 65
3/4-TON TRUCKS
EY ee 5
aaa, DEM ee
loor-type spare tire carrier characteristic of the B1 series vehicles. As can be seen in this photo, contact maintenance trucks carried an extensive, and heavy, array of tools. Notice the CMU-5 lacks the spotlights of the CMU-3. (Photo courtesy
of Keco Industries)
peta: rs ; 5 =
In this driver's-side view of the CMU-3, the control panel of the welder is visible. We can also see that the spare tire is not mounted at the driver's door, unlike the CMU-5. (Photo courtesy Patton Museum)
trucks were built on the M53B1 chassis. There were three varieties of these built, according to the SC-2300- IL, July 1969. These were as follows:
— XM708 Dump Truck with Gar Wood GA 2 dump body, FSN 2320-911-507, acquisition cost $6,202.
—_
The distinctive bodywork of the R-2 is clearly shown here. Never a common vehicle to begin with, the scrap value of the Oneida-built aluminum body led their numbers to be further reduced. The distinctive sloping roof houses a ladder. While the R-2 used the same Braden LU-4 winch as the other winch-equipped trucks in this series, the end of its cable was fitted with a grapnel, rather than a normal recovery hook. (Photo courtesy of Richard Adelman collection)
66
STANDARD CATALOG OF U.S. MILITARY VEHICLES
— XM708E1 Dump Truck with Hardeman dump body FSN 2320-911-5078, acquisition cost of $6,202.
— The final version is the XM708 with winch. Apparently none of the Hardeman-bodied trucks were winch-equipped, as the Federal Stock Number for these units, 2320-926-7154, specifies a Gar Wood body. Despite the addition of a winch, the unit cost was a surprisingly low $6,150.00.
I suspect, but do not know, that the cost figures above do not include the M53B1 chassis. Rather, I suspect that the chassis were government supplied, and the above costs are just for the dump conversion. This would explain the lower cost for the winch-equipped trucks, as they are already equipped with a PTO, which would have had to be added to the others. Ambrose- West, Inc., did these conversions to dump trucks, under contract DAAE07 C-1914.
The XM711 wreckers were built on a special M53B1
SP stine
The XM708 and XM708E1 Dump Trucks were produced in limited numbers and deployed to Vietnam, which is where this photo was taken. The chassis for the XM708 was the 3/4-ton M53B1 chassis, which differed from the normal chassis by bolas equipped with overload, or helper, springs.
The trucks were also the only vehicles in this series to be equipped with power brakes. (Photo courtesy of the Patton Museum)
XM711 Wrecker
3/4-TON TRUCKS
Probably the scarcest G-741 variant was the XM711 Wrecker. The PTO on these trucks drove not only the front mounted winch, but also the recovery equipment in the bed. Like the XM708 dump trucks, the XM711s were built on the M53B1 chassis, but lacked the power brake system. This ven is on display at the First Cavalry Division Museum at Fort Hood, chassis (also used by the XM708 series dump trucks). These chassis shared the 112-in. wheelbase and driveline with the M37, but had heavier springs and “overload,” or helper, springs that came into play when the trucks were heavily loaded.
While the chassis specifications MS51390A is dated June 9, 1967, the final update of the XM711 specification, Military Specification MIL-T-62115, is dated May 13, 1969.
According to Supply Catalog 2300-IL, July 1969, all of the XM-711 wreckers were equipped with the Braden LU-4 front winch. The Federal Supply Number for the truck was 2320-911-5068. The M-53B1 chassis FSN was 2320-440-8674. The government cost of these was $6,165.
Unlike the earlier XM142 Bomb Service Truck, which had an Austin-Western bed with hydraulic crane, the XM-711s were equipped with beds made by the Ashton Power Wrecker Equipment Company. The controls were mounted at the rear of the bed and control the wrecker operation through a series of linkages, just as Ashton’s commercial units did.
A unique feature of the XM711, compared to the rest of the G-741 series trucks, is a Hydro-Vac for power brakes. It is mounted on the frame near the driver's side running board. Vacuum for the power assist is taken off of the forward part of the intake manifold, at a port intended for a primer nozzle. The 198 or so of these trucks built each have a payload rating of 3,500 lbs., according the XM-711 data plate. This no doubt required better braking than the standard M37 brake system provided.
This diminutive fire truck packs a punch as big as its official title: Truck, Fire, Airplane, Forcible Entry, Type R-2. With the production total of a mere 308 units, the R-2 was never the most common of the G-741 vehicles. Unlike its more common G-741 brother, the M37, the R- 2's specialized body was not very versatile. Because the
STANDARD CATALOG OF U.S. MILITARY VEHICLES
Like the M43 ambulance, the R-2 was built on the long-wheelbase M56 chassis. Here, both types of non-combatants are shown in the service of the Ohio Air National Guard, poised for action near the flight line. (Photo courtesy of Richard Adelman collection)
bodies are made of aluminum, the numbers were to be further reduced by scrapping, until only a handful of intact examples are now known to exist. The scarcity, as well as nobility of purpose, of these vehicles certainly makes them worthy of preservation and restoration. The few that remain are sought after not only by military vehicle collectors, but also by collectors of fire apparatus. The bright red color, reflective markings, and unusual shape makes the R-2 stand out from the ordinary MV.
The R-2s were built by ACF-Brill under contract 22397 on Dodge-built, government-supplied chassis. ACF is American Car and Foundry (builder of tanks, ammunition, etc., in addition to ACF’s main business of manufacturing railroad cars) and its Brill subsidiary's main businesses were trolley and bus manufacturing. Oneida Products (the silversmiths) Canastota Division built the aluminum bodies of these trucks.
These trucks were designed to be used in
conjunction with Type 0-10 or 0-11 Foam Trucks. The Foam Trucks were to provide a path to the aircraft fuselage through the flames, and the R-2 would supply the tools and equipment to access the aircraft interior and rescue personnel. The meager 20 gallons of bromochloromethane extinguishing agent (discharged not by pumping, but with nitrogen pressurization) would
— ant The quick opan ing compartments on either side of the R-2 housed an extensive array of rescue tools. Although equipped with 20 gallons of extinguishing agent, the R-2 was not a fire truck, but a rescue truck intended to extract aircrews from downed aircraft. (Photo courtesy of Richard Adelman collection)
67
3/4-TON TRUCKS
hardly fight a full-fledged aircraft fire. Rather, it was intended to merely get the rescuers the last few feet to the victims.
The R-2 was built on the M56 chassis, which has a 126-in. wheelbase (vs. the 112-in. wheelbase of the M37). These frames had fish belly reinforcements and were equipped with heavier springs than the cargo truck. The chassis for these trucks were produced by Dodge in 1953, under contract number 11939. The government then provided the chassis (and two batteries each) to Brill for conversion into the R-2. These conversions were completed in 1956. Heating, defrosting and other winterization kits could be field installed if needed. The data plate for these controls, as well as the warning light switches, were fitted to all trucks, whether the heater was installed or not.
At the front of the truck was the standard 7,500-Ib.- capacity Braden LU-4 PTO-driven winch used on some M37s, but with a grapnel in place of the standard hook. The winch is driven via a double-ended PTO on the truck transmission, the other end of which powers the 230- volt, 180-cycle, three-phase Homelite chain-driven generator mounted in the bottom of the rescue bed. This powered the Mall circular saw, as well as the floodlights used for rescue operations.
Aside from the sea-foam green paint, the interior of the cab area differs from the usual M37s in the following ways:
— The cab doors had a special double-pane insulating glass. — The arms that hold the windshield open were different
than those on any other M-series vehicle.
— There were additional instruments mounted on the cab rear wall to monitor operation of the auxiliary generator.
The unusual sloping roof contained a model ID-1 11- to 20-foot foot extension A-frame ladder made by the Aluminum Ladder Company. The ladder was accessible by opening the rear doors.
Swinging the rear doors open also exposed axes, pry bars, and a variety of other “forcible entry” tools stored on interior surfaces. The open doors also provided access to two fire extinguishers, a Blackhawk model SB-52 porta-power, floodlight, nitrogen cylinder, and the Mall circular rescue saw.
A ladder to access the truck roof was mounted externally on the truck rear, as were both the standard ordnance-type slave receptacle and Air Force-type slave receptacle.
The standard Dodge T-245 230.2-cid six-cylinder engine was equipped with a Pierce Governor Company GC-3939 governor to aid in generator operation. This governor was not the same one that is used in the other G-741 variants, such as the CMU-3 Contact Maintenance truck.
On each side of the bed were two spring-loaded doors — one that swung up, the other down. On the driver's side, the upper compartment contained the communication system, CB extinguishing system, and tool cabinet loaded with rescue and entry tools. The passenger's side compartment opened to reveal even more tools, including bolt cutters, tin snips, a hose reel,
The Navy also had a G-741-based emergency vehicle, the MB-2 Crash Truck. Based on the M56 chassis, the MB-2 had coachwork built by Fred S. Gichner Iron Works of Washington, D.C. Of the reported 200 built, it is not known if any survive intact. This example was photographed i - N \ the West Chicago Fire Protection District. (Photo courtesy of Richard ‘Adelman collection) e " graphed Ih post Navy orice St
G8 STANDARD CATALOG OF U.S. MILITARY VEHICLES
and an electrical cable reel.
A Federal Enterprises model 17 24-volt rotating beacon was mounted on the roof of the truck, and the driver's side fender held a Federal model XG siren. These trucks also sported a spotlight on each side of the cab roof.
The empty weight was 4,600 lIbs., while the ready-to- work weight was a whopping 7,690 lbs. They were 206 1/4 in. long and 104 13/16 in. tall. These vehicles were in service with the U.S. Air Force and the Navy by 1956.
M506 Hydrogen Peroxide Se Oy This very unusual G-741 variant consisted of an M37
Although the M506 resembles a WWII era bomb truck, in fact it was a hydrogen peroxide servicer for the Redstone missile system.
cargo truck modified by the installation of a monorail supported by an A-frame, a chainfall supported by the monorail, a gasoline-fired heating system, and a liquid nitrogen cooling system. Also mounted were an electric motor and pump assembly, an outflow tank, and a 50- power cable. All of this equipment made the Dodge resemble a WWII-era bomb service truck, although it was designed to support the modern-for-the-time Redstone missile system.
MB2 Crash
These were undoubtedly the least handsome trucks of the G-741 family. Built for the Navy in 1955 by the Fred S. Gichner Iron Works of Washington, D.C., the Dodge M56 cab and chassis the MB2s were based on were barely recognizable. A reported 200 were built, and it is not known if any still exist.
GENERAL DA’
uck
MODEL M37 m42 M43
NET WEIGHT 5,687 Ibs. 6,050 Ibs. 7,150 Ibs. GROSS WEIGHT 7.687 Ibs. 7,550 Ibs. 8,550 Ibs. MAX TOWED LOAD 4,000 Ibs. 4,000 Ibs. NA LENGTH 184.75 184.75 195.625 WHEELBASE 112 112 126 WIDTH 73.5 73.5 73.5 HEIGHT 89.5 89.75 91.875 WIDTH* 51.25/72.75 51.25/72.75 51.25/72.75 TRACK 62 62 62
TIRE SIZE 9.00-16 9.00-16 9.00-16 MAX SPEED 55 mph 55 mph 55 mph FUEL CAPY 24 gal 24 gal 24 gal RANGE 215 mi 215 mi 215 mi ELECTRICAL 24 neg 24 neg 24 neg TRANSMISSION
SPEEDS 4 4 4
STANDARD CATALOG OF U.S. MILITARY VEHICLES
3/4-TON TRUCKS
TRANSFER
SPEEDS 2 2 2 TURNING
RADIUS FT. 25 25 27 MODEL V41/GT-M201 CMU-3 NET WEIGHT 7,150 Ibs. —
GROSS WEIGHT 9,300 Ibs. =
MAX TOWED LOAD 6,000 Ibs.
LENGTH 203.75
WHEELBASE 126 126 WIDTH 73.5 73.5 HEIGHT 92.75 89.5 WIDTH* 51.25/72.75 51.25/72.75 TRACK 62 62
TIRE SIZE 9.00-16 9.00-16 MAX SPEED 55 mph 55 mph FUEL CAPY 24 gal 24 gal RANGE 215 mi 215 mi ELECTRICAL 24 neg 24 neg TRANSMISSION
SPEEDS 4 4 TRANSFER
SPEEDS 2 2 TURNING
RADIUS FT. 5 25
Overall dimensions listed in inches.
*Inside/outside width at tires.
All information above is for vehicle without winch (where applicable). For winch-equipped vehicles add 230 lbs. to weights listed, and increase length 4 5/8 in.
ENGINE DATA
ENGINE MAKE/MODEL Dodge T245
NUMBER OF CYLINDERS 6
CUBIC-INCH DISPLACEMENT 230.2
HORSEPOWER 78 @ 3200 rpm
TORQUE 177 Ibs.-ft. @ 1200 rpm GOVERNED SPEED (rpm) 3200
VALUES
Model 6 5 4 3 2 1
M37 500 1,500 3,000 4,500 7,000 9,000 M42 600 1,600 3,500 5,500 8,000 10,000 M43 700 1,700 3,500 5,500 8,000 10,000 V41/GT or M201 700 1,700 3,500 6,000 8,500 12,000 CMU-3 1,000 1,900 3,500 6,000 8,500 12,000 R-2 1,000 2,000 4,000 6,750 9,500 16,000 MB-2 no known sales
Note: Winches add $500 to $1,000 to the M37 prices above. All R-2 and CMU trucks have winches, no M43 trucks have winches.
V41/GT or M201 CMU-3 or -5 R-2
PORNOS
Five XM152 panel trucks were built in 1952, one of which is shown here. Although the trucks were not procured in series by the U.S. military, the Canadian military purchased several of the M152CDN, which differed in details. (Photo courtesy of the Patton Museum)
69
1-TON TRUCKS
1-TON TRUCKS
spare tire was mounted on outer right hand side of the cargo bed. The fuel tank was under the seats, a toolbox on the left running board, and a one-piece folding
IH Modél M-2-4
The International Harvester M-2-4 truck was a 1-ton four-wheel-drive WWII vehicle. These vehicles were supplied to the Navy and Marine Corps. Production of the 1-ton M-2-4 began in 1941 with an order for 584 cargo trucks. The vast majority of these were open-cab cargo trucks, but a few were built with closed civilian “K" cabs with military fenders and hoods. Winches were furnished on 70 of the 584 trucks. The balance of the 10,450 vehicles were open-cab cargo trucks.
The open-cab M-2-4 trucks had very plain open cabs similar to those used on Dodge VC series 1/2-ton trucks, with two bucket seats and no provision for a top or doors. The majority of the trucks were cargo trucks with a narrow cargo box that further made them resemble the WWII Dodge 1/2-ton models. However the rear body was longer than the Dodge and the truck's simple fenders were mounted outside of the bed. The M-2-4 trucks were supplied with top bows, tarpaulins, and troop seats. The
act ALE aia Se Wy Sates O Tg Se ea The rugged, simple construction of the Internationals made them popular with the Marine Corps. This example, owned and restored by Joe and Cheryl Capozzi, is equipped as it would have been when in service. (Photo courtesy of John Adams-Graf)
This photo of the prototype M-2-4 undergoing tests shows the general layout of these vehicles. Production units varied in details. (Photo courtesy of
the Patton Museum)
7Q STANDARD CATALOG OF U.S. MILITARY VEHICLES
1-TON TRUCKS
windshield protected the crew. Separate brush guard protected the actual grille and lights during off-road operation. The radiator cap protruded through a hole in the right front of the side-opening hood. Power take-off driven winches were mounted at the front of some vehicles, and the frames of those trucks were longer than the none-winch trucks, rather than having extensions riveted on the ends. The earliest production trucks used civilian instruments, but those were supplanted in later production by the standard round military gauges.
GENERAL DATA
MODEL M-2-4 NET WEIGHT 5,820 Ibs. GROSS 8,020 Ibs. LENGTH 197 WIDTH 84.5 HEIGHT 89 TRACK 63.5 TIRE SIZE 9.00 x 16 MAX SPEED 45 mph FUEL CAPY 35 gal RANGE 260 mi ELECTRICAL 6 TRANSMISSION
SPEEDS 4 TRANSFER
SPEEDS 2
Overall dimensions listed in inches.
ENGINE DATA
ENGINE MAKE/MODEL NUMBER OF CYLINDERS CUBIC-INCH DISPLACEMENT HORSEPOWER
International GRD-233C 6
233 93 @ 3400 rpm
VALUES
6 5 4 3 2 x M-2-4 1,700 3,500 5,500 7,000 10,000 14,000
SCARCITY
Scarcity 3+
The protruding, offset radiator cap of the M-2-4 is visible in this photo, as are the lifting rings and tow hooks. (Photo courtesy of John Adams-Graf)
-
STANDARD CATALOG OF U.S. MILITARY VEHICLES = ¢
1
1 1/4-TON TRUCKS
] 1/4-TON TRUCKS
M715 Family
In 1965 the military wanted more all-wheel-drive medium trucks, but the Dodge G-741s then in use were getting expensive. The Army hoped to save money by buying a truck that was closer to being a standard civilian truck in mass production The result was the G- 890 series of 1 1/4-ton trucks, which included the M715 — an adaptation of the Kaiser-Jeep “Gladiator” pick-up. The M715 was the first M series tactical vehicle to use primarily civilian commercial components.
In March of 1966, a contract was awarded to Kaiser for 20,680 trucks. This contract included M715 cargo trucks and M725 ambulances. The first trucks rolled of the assembly line in Toledo during January 1967. Additional contracts brought the production total to more than 30,500 M715 series trucks by the time production ceased in 1969.
The Gladiator tooling was used to create the grille, fenders, hood, doors, and cab of the M715 family. Changes to the sheet metal stampings included opening up the upper part of the cab and doors to accommodate the military canvas cab top. Also, the front fenders were cut out to clear the military 9.00-16 tires. The new fold- down windshield resembled the one used on the M38A1.
meena Wins gan one NR tear NT Wasa
Se,
ee 1" itRe, E = ayy This is an XM715 with winch shown on trial maine Armor and Engineer B
same type 7,500-Ib.-capacity Braden LU-4 PT Museum)
G2 STANDARD CATALOG OF U.S. MILITARY VEHICLES
joard at Fort Knox in October 1966. Although mounted dif riven winch that was used on the G-741 series trucks, such as the M37. (Photo courtesy the Patton
The cargo bed was an all-new design, unlike that of any other vehicle, military or civilian.
It appears that the M726 is the scarcest production version of these vehicles, followed by the M724, M725, and the common M715. It is unclear if any vehicles were produced with data plates that read M142 instead of M715.
All M715 series trucks were built on the same frame and wheelbase, regardless of body or winch. The
x sans. ekg This M715 in the motor pool for maintenance shows the troop seat arrangement and unique cargo bed. Also visible is the padlocked under- bed tool compartment. (U.S. Army photo)
lela LDA
ae a ently, this is the
variations of this series are as follows:
M715 Standard 1 without winch.
Cab & chassis, often equipped with an aluminum contact maintenance body housing, and a combination welder/generator. This body, made by Stewart Avionics, was very similar to the Davey beds used on the Dodge- based CMU-5. All of these trucks were equipped with a winch.
The ambulance variant of the family. The front sheet
1/4-ton cargo truck, both with and
Wl cece , Tita
1 1/4-TON TRUCKS
metal looked like a normal M715, but on the rear was an ambulance body. The body was different from the firewall rear. There was a sliding doorway between the driver's compartment and the rear patient compartment, which was equipped with four stretcher racks. Also provided on the ambulance body was: a surgical light, air ventilators, double rear doors, and a gas heater.
M726
Telephone maintenance truck, built on the same chassis as the M724. On its rear was a utility box body. However, this body differed significantly from the M724. Rather than being enclosed and mounting a generator/welder, it had an open cargo area in the back with outward-facing storage compartments. This bed was much lower than the M724 contact maintenance
a
This is truly an M724 — simply a cab and chassis. The contact maintenance truck and the M726 were built on this chassis. (U.S. Army photo)
The XM715 is shown with all the canvas removed and the windshield folded down. The unusually shaped box between the seats is the truck's battery box. The fuel filler and spare fuel can be seen in the lower part of the photograph. (Photo courtesy the Patton Museum)
STANDARD CATALOG OF U.S. MILITARY VEHICLES
73
1 1/4-TON TRU
The M725 was the ambulance variant of the G-890 series. The body from the firewall back was unique to this truck. The battery compartment, located between the front seats on the rest of the series, was relocated to beneath lower litter rack on the passenger’s side of these trucks. The floodlight mounted on the roof was standard equipment on ambulances. (U.S. Army photo).
(U.S: Army photo) ~
(A. STANDARD CATALOG OF U.S. MILITARY VEHICLES
body. Some of the M726s were equipped with the 8,000- Ib. PTO winch and a spotlight mounted on the left corner of the cowling.
GENERAL DATA
MODEL M715 M724 M725 M726 NET WEIGHT 8,400 Ibs. 8,500 Ibs. 8,800 Ibs. 8,900 Ibs. GROSS WEIGHT 5,500 Ibs. 4,800 Ibs. 6,000 Ibs. 6,500 Ibs. MAX TOWED LOAD 3,590 Ibs. 3,590 Ibs. N/A 3,590 Ibs. LENGTH 209.7 209.75 209.75 220.75 WHEELBASE 126 126 126 126 WIDTH 85 85 85 85 HEIGHT 95 80 95 80 TRACK 67 67 67 67
TIRE SIZE 9.00-16 9.00-16 9.00-16 9.00-16 MAX SPEED 60 mph 60 mph 60 mph 60 mph FUEL CAPY 28 gal 28 gal 28 gal 28 gal RANGE 225 mi 225 mi 225 mi 225 mi ELECTRICAL 24 neg 24 neg 24 neg 24 neg TRANSMISSION
SPEEDS 4 4 4 4 TRANSFER
SPEEDS 2 2 2 2 TURNING
RADIUS FT. 27.5 27.5 27.5 27.5
For winch-equipped vehicles, increase the weight by 500 lbs., and the length by 11 in.
GEN DATA
ENGINE MAKE/MODEL Jeep Tornado NUMBER OF CYLINDERS 6
CUBIC-INCH DISPLACEMENT 230
HORSEPOWER 132 @ 4000 rpm TORQUE 198 Ibs.-ft. @ 2000 rpm
GOVERNED SPEED (rpm) 4000
41/GT. (U.S. Army photo)
STANDARD CATALOG OF U.S. MILITARY VEHICLES
1 1/4-TON TRUCKS
6 5 4 3 2 rt
M715 500 1,500 3,000 4,500 7,500 9,750 M724 500 1,250 2,000 3,000 5,000 6,000 M725 500 1,500 3,000 4,500 8,000 10,000 M726 500 1,500 3,000 4,500 8,000 10,000 6217 700 1,750 3,000 4,500 7,500 9,750 SCARCITY
M715 1
M724 4
M725 2
M726 4
6217 4
“ee z peste NS
The 6217 contact maintenance truck (above) is often erroneously referred to as an M724. A host of tools and equipment were carried in the compartments, while a large PTO-driven combination welder/generator was mounted inside the bed. (Photo courtesy the Patton Museum)
=
éo
1 1/4-TON TRUCKS
‘Dodgée"M88s0
The M880 series of vehicles were intended to provide the military with a low-cost vehicle to replace the G-741 and G-890 series vehicles in non-tactical duty. The trucks were built by Dodge in 1976 and 1977 and, except for the ambulance, were essentially the contemporary Dodge commercial trucks with a few military modifications.
The base vehicle of the series was the M880 pickup, which was based on the Dodge 3/4-ton W200 pickup. A folding set of steel bows was available to support a cargo cover over the standard civilian bed. A form of the standard military folding troop seat was provided that would fit into the bed’s stake pockets.
The trucks were powered by the standard civilian Chrysler 318 V-8, which drove the truck through an automatic transmission. The trucks also had power
The base vehicle for this series was the M880 pickup. The position of the parking lights under the headlights identifies this as being built prior to August 15, 1976. After that date the parking lights moved inboard of the headlights. (U.S. Army photo)
ach
f. rs The trucks, while achieving the military’s tactical designs that preceded them. (U.S. Army photo)
7G STANDARD CATALOG OF U.S. MILITARY VEHICLES
iv aie gi2 seat tas
= ee aed = wd This M880 was built after August 19, 1976, as evidenced by the parking lights inboard of the headlights. (Photo courtesy of Memphis Equipment Company)
steering and a civilian-type step bumper on the rear provided the mounting point fcr the pintle hook. A kit was available to add a 24-volt power system to the trucks. Most of the vehicles did not have military-type lighting systems.
M881
This was an M880 equipped with a 24-volt, 60-amp generating system in addition to the standard 12-volt electrical system of the vehicle.
M882 This was an M881 communications kit.
M883 The M883 was an M881 with an S250 shelter kit.
The shelter was mounted inside the trucks standard cargo bed and secured with tie-downs.
A truck with the S250 shelter, 24-volt, 100-amp electrical system and communications kit was known as the M884.
with the addition of a
When an S250 shelter was installed in the base M880, the vehicle was known as the M885.
While the ambulance model used the same sheet metal from the cab forward, the rear bed was especially made for this truck. A sliding door in the rear of the cab allowed the attendant access to the heated rear patient compartment. A pair of double doors in the rear of the body could be opened for patient loading. Five litter patients could be carried.
This was a cab and chassis vehicle, and was commonly used on contact maintenance trucks.
M888
The M888 was a telephone maintenance truck. This truck used the same chassis as the M880, but had a utility bed.
This is essentially the same truck as the M880, but without the all-wheel-drive components. These vehicles were intended strictly for on-road use.
The M891 was a two-wheel-drive version of the M881.
unmistakable . For any use
STANDARD CATALOG OF U.S. MILITARY VEHICLES
ile. Some of these were adapted than ambulance, the red crosses would have been removed. (U.S. Army photo)
1 1/4-TON TRUCKS | Ms92 |
The two-wheel-drive version of the M882 was known as the M892.
[M893 |
There was also a two-wheel drive version of the ambulance built, which was known as the M893. The ambulance body used on the M893 was identical to the ambulance body used on the M886.
From the standpoint of the collector, the civilian lineage of these trucks has advantages and disadvantages. The trucks themselves are economically
Some of the vehicles were supplied as cab and chassis and were then tt with a contact maintenance body, like this example owned by Sam erner.
for use as communication vehicles. A spotlight was mounted on the
77
1 1/4-TON TRUCKS
priced, and parts are readily available through normal civilian channels. However, they lack the mystique of purely tactical vehicles.
GENERAL DATA
MODEL M880 NET WEIGHT 4,648 lbs. GROSS WEIGHT 7,748 Ibs. LENGTH 218.7 Ibs. WHEEBASE 131 WIDTH 79.5 HEIGHT 73.9 TRACK 65.2 TIRE SIZE 9.50-16.5 MAX SPEED 70 mph FUEL CAPY 20 gal RANGE 225 mi ELECTRICAL 12 neg TRANSMISSION
SPEEDS 3 automatic TRANSFER
SPEEDS 2
Overall dimensions listed in inches.
ENGINE DATA
ENGINE MAKE/MODEL Chrysler NUMBER OF CYLINDERS V-8 CUBIC-INCH DISPLACEMENT 318.3
HORSEPOWER TORQUE
VALUES
6 5 4 3 2 1
500 1,000 1,600 2,200 3,500 4,750 500 1,000 1,800 2,600 4,000 5,000 700 1,200 2,000 2,400 3,800 4,500 300 800 1,200 1,600 2,100 3,000 500 1,000 1,600 2,000 2,500 3,500
SCARCITY
M880 1 M886 2 M888 3 M890 1 M893 3
150 @ 4000 rpm 230 Ibs.-ft. @ 2400 rpm
-CUCV Series
The Chevrolet Commercial Utility Cargo Vehicle series replaced the Dodge M880 series. Like their predecessors, the CUCVs were militarized versions of off- the-shelf civilian four-wheel-drive vehicles, although in
s SK Was : nae The base vehicle of this series is the M1008. Shown here in its cleanest
form, it can hardly be differentiated from its civilian counterpart. (Photo courtesy of Tacticaltruck.com)
78 > STANDARD CATALOG OF U.S. MILITARY VEHICLES
With the canvas cargo cover in place, and wearing the three-color NATO camo scheme, the M1008 looks more like what it is, a military vehicle. (Photo courtesy of Tacticaltruck.com)
this case the militarization was a little more extensive than it had been with the earlier Dodges.
Production of this series began in 1984. The front axle had lockout hubs. Additional modifications included the addition of a brush guard and towing shackles on the front bumper and a dual 12-and 28-volt 100-amp charging system. The engine was GM's 6.2-liter diesel coupled to a Turbo-Hydramatic transmission. Most models used the New Process NP208 two-speed chain- driven transfer case. All models had non-slip rear differentials.
The M1008 was the base vehicle of the series, and was essentially a diesel-powered version of the Chevrolet K2500, but with a K3500 front axle. At the rear of the truck was a step bumper with a pintle hook. The cargo bed itself was essentially the civilian model, but with a folding cargo cover and removable troop seats added.
M1008A1
The M1008A1 is the same basic vehicle as the M1008, but it has radio racks installed in the bed, and antenna mounts. As with the M1008, the base civilian 12-volt system was retained for instruments.
The M1028 was a shelter carrier based on the M1008, with a communications kit and an S-250 shelter kit installed.
The M1009 was based on the civilian Chevrolet Blazer. Although it used the same 6.2-liter diesel engine and automatic transmission as the rest of the series, its axles, tires, and wheels were not as robust as those used in the rest of the series. (Photo courtesy of Tacticaltruck.com)
1 1/4-TON TRUCKS
Unlike the rest of this series, the M1010 did not have a civilian equivalent. The additional electrical load im tear by the air conditioning and lighting systems of the patient compartment required these vehicles be equipped with a 200-amp charging system. (U.S. Army photo)
The pintle hook of the M1008 was mounted on a standard civilian step bumper. The front and rear shackles are attached to the frame. (U.S. Army photo)
STANDARD CATALOG OF U.S. MILITARY VEHICLES 79)
1 1/4-TON TRUCKS
This was the same truck as the base M1028, except for its two-speed New Process 205 gear-driven transfer case, which had provisions for a power take-off unit. M1028A2
This is an M1028A1 with the New Process transfer case and dual rear wheels.
The M1028A3 is an M1028A2, but with a New Process 208 transfer case.
The M1031 was a cab and chassis only — essentially an M1008 without the bed.
The M1009 was based on the Chevrolet Blazer and used the standard 1/2-ton chassis components, rather than the heavy-duty suspension components of the rest of this series. The interior of the truck was essentially the same as its civilian counterpart.
The ambulance version of the CUCV series was the
wes
205
wee
14 as “ > _— M The M1028 shelter carrier was equipped with the S-250 shelter. A variety of communication equipment could be installed within the shelter. (U.S. Army photo)
Ay one of the M1008 with canvas erected shows the blackout driving light, NATO slave receptacle, and bridge weight classification plate. (U.S. oto)
80 STANDARD CATALOG OF U.S. MILITARY VEHICLES
1 1/4-TON TRUCKS
only member of the series with factory air-conditioning. The custom-built patient compartment was not only heated and air conditioned, but also was equipped with an elaborate air filtration system. A sliding door separated the driver's compartment from the rear patient area. A spotlight was mounted on the cab roof, and the patient compartment had an elaborate lighting system. The various lights, air conditioning, and filtration required a lot of electricity, which was supplied by a 200- amp, 28-volt charging system.
The Red Cross emblems on these ambulances were mounted on removable panels, which are often missing today. Unlike previous similar ambulances, the rear step of the M1010 doesn't fold against the rear doors, but rather slides into the rear bumper. (Photo courtesy of Tacticaltruck.com)
In this M1010, the right-hand side has been set up to transport two litter patients, and the left-hand side is configured to transport four ambulatory patients. (U.S. Army photo)
STANDARD CATALOG OF U.S. MILITARY VEHICLES $1]
1 1/4-TON TRUCKS
After extensive competition, AM General was awarded the contract to build the High-Mobility Multipurpose Wheeled Vehicle in March of 1983. It was intended to replace tactical vehicles in the 1/4- to 1 1/4- ton range, and as the name states, perform a variety of functions.
The initial series was powered by the General Motors 6.2-liter diesel engines, while the latest versions have a GM 6.5-liter engine. The hoods are fiberglass, and the bodies are made of aluminum. The truck has four-wheel independent suspension.
There are a variety of models of these vehicles, in part due to the Army’s assigning. a different M-numbers to winch-equipped and non-winch-equipped vehicles. This practice was discontinued with the introduction of the A2 series.
The basic vehicle is the M998. This vehicle could be
5 Pak aka configured as either two or four door using removable Tre pening adios is shown erin. delayed postion The shackles panels, and was supplied with a vinyl top and doors. The same truck, when supplied with a front winch, was
known as the M1038.
Some of the other vehicles in this series are:
GENERAL DATA
MODEL M1008 = M1009 «= M1028. = M1010 i F i Z WEIGHT NET 5,900 Ibs. 5,275 lbs. 5,688 Ibs. 7,475 bs. M1037 shelter carrier. This vehicle has heavy-duty GROSS 8,800 Ibs. 6,475 lbs. 9,288 Ibs. 9,555 Ibs. suspension components, and special brackets for tying LENGTH 216.5 185.625 216.5 222 13/16 down a shelter in the cargo area. These shelters could be WHEEBASE 131.5 106.5 131.5 131.5
TRACK FRT/REAR 68/65. «68/65 68/65 68/65
WIDTH 79.625 79.625 79.625 79.625
HEIGHT 76 75 13/32 76 101
TIRE SIZE 235/85R16 235/85R16 235/85R16 235/85R16
MAX SPEED 65 mph 65 mph 65 mph 65 mph
RANGE 270mi = 250mi_~=S 270 mi_— 270 mi
ELECTRICAL 12/24neg 12/24neg 12/24neg 12/24 neg
TRANSMISSION
SPEEDS 3 auto 3 auto 3 auto 3 auto
TRANSFER
SPEEDS 2 2 2 2
Overall dimensions listed in inches.
ENGINE DATA
ENGINE MAKE/MODEL Chevrolet
NUMBER OF CYLINDERS. V-8
CUBIC-INCH DISPLACEMENT 379 a : i
HORSEPOWER 135 @ 3600 rpm ciitaene es ; ‘
TORQUE 240 Ibs.-ft. @ 2000 rpm This M998 has been fitted with an M998A2-type hood. It is configured as a
four-man personnel carrier. It has a brush guard installed, and a cover over the rear cargo area. (Photo courtesy of Tacticaltruck.com)
VALUES
6 5 4 3 2 1
M1008 1,200 2,800 4,000 7,000 8,500 10,000 M1009 1,500 3,000 4,400 7,500 9,000 11,000 M1028 1,000 2,800 4,000 7,000 8,500 10,000 M1010 2,000 3,200 4,800 8,000 10,000 12,000 SCARCITY
M1008 1
M1009 1
M1028 2
M1010 2
= Sites ite
Evacuation of injured personnel is a high priority for the military, and there are three different HMMWV-based ambulance models. Shown here is the M996 two-litter hard top ambulance rigged for airdrop. It is capable of transporting two litter patients, or six ambulatory: patients, in air- conditioned comfort. (Photo courtesy of John Adams-Graf)
$2 STANDARD CATALOG OF U.S. MILITARY VEHICLES
1 1/4-TON TRUCKS
The eye une base vehicle of the HMMWV series. This one is configured as a four-man troop carrier with a soft-top enclosure. (Photo courtesy of AM
STANDARD CATALOG OF U.S. MILITARY VEHICLES $3
TRUCKS
“3 ¢
NAS ¢ Sata The M1035 is a soft-top ambulance in t! AM General Corp.)
he style of the M151-based M718 field ambulance that it replaced. This is a U.S. Navy vehicle. (Photo courtesy of
as ae ; ‘ The M1037 shelter carrier was designed to transport the S250 commu helters ised for communications, electronics, or command purposes and are secured firmly to the vehicle. (Photo courtesy of AM General Corp.)
84
ANDARD CATALOG OF U.S. MILITARY VEHICLES
used for communications, electronics, or command purposes.
The M1042 is the same vehicle as the M1037, but is
equipped with a winch.
The M1025 is an armament carrier without a winch. The same vehicle with the winch installed is known as the M1026. This mount allows the HMMWV to be armed
The lack of the distinctive X embossed in the door and the winch on the front gives away the fact that this is an armored M1043A2 or M1045A2. (Photo courtesy of AM General Corp.)
Even more heavily armored, and armed, than the M1025 series is this M1114 up-armored variant. (Photo courtesy of AM General Corp.)
ode ark a es ee
The slant-back M1025 armament carrier is one of the most distinctive members of
1 1/4-TON TRUCKS
with a variety of weapons, including the M60, 7.62mm machine gun; M2 .50 caliber machine gun; or the MK 19 Grenade Launcher. The ring mount allows weapons traversal of a full 360 degrees.
When armed with a TOW missile launcher, the winch-equipped vehicle is an M1036; sans winch it is the M966. These vehicles closely resemble the M1025 and M1026, but have a different interior layout, and there is a small blast shield mounted on the TOW carrier.
All the armament carriers have four doors, and a metal slope-backed roof. The doors of all armament carriers are made of composite-reinforced fiberglass.
The two-litter hard-bodied ambulance was tabbed the M996, while the M997 is the hard-bodied four-litter ambulance. The M1035 is a_ soft-top two-litter ambulance. The M996 and M1035 are air-droppable.
The M997 ambulance is slightly larger than the M996, and has a higher prone e increased area is visible above the cab of the truck. This added
eight allows it to accommodate four-litter patients or eight ambulatory patients, again in an air-conditioned and heated compartment. (Photo courtesy of AM General Corp.)
- Ps
=F Zr ¥ bie SINS a fo - ti > the HMMWV family. It is protected against splinters, but not opposing
direct fire. This vehicle is armed with an MK 19 grenade launcher. (Photo courtesy of AM General Corp.)
STANDARD CATALOG OF U.S. MILITARY VEHICLES
85
1 1/4-TON TRUCKS
The Marine Corps wanted vehicles with additional armor protection, as well as permanently installed deep water fording pipes. The additional armor on the doors of these vehicles made the outer surfaces of the doors flat, rather than showing the X-shaped embossments of the normal trucks. The Marine Corps version of the armament carrier with winch is known as the M1044; without winch it is the M1043. The TOW missile carriers with and without winch are M1046 and M1045, respectively.
The M1097 was developed to fill the need for a vehicle with higher payload and towed load ratings than
Le
the M1037 provided. This Heavy Humvee has a reinforced frame, heavier springs, tires and rims and other improvements. Because of the success of the improvements in the M1097, they were incorporated in the M998A1 series.
The M1109 is an armored version of the HMMWV, with the armor provided by O’Gara-Hess & Eisenhardt.
The M998A2 series, introduced in 1984, had
numerous improvements in the power train. The engine was the 6.5-liter (400 cubic-inch) diesel, and the automatic transmission was a four-speed unit rather than the three-speed previously used.
Special Operations units are outfitted with these heavily modified HMMWVs. Among the modifications Was considerabt incre: ] js ased protecti engine compartment. Also, these are unique among U.S. HMMWVs in that they carry spare tires. Any other vehicles with pares! are ‘Crlariasiod tinitst
(Photo courtesy of AM General Corp.)
8G _ STANDARD CATALOG OF U.S. MILITARY VEHICLES
The M1097A2 is the base vehicle of this series (despite the name, there is no M998A2 vehicle). It serves as the shelter carrier, prime mover, cargo carrier, and personnel carrier member of the family.
The M1025A2 is the armament-TOW missile carrier in the new series, while the Marine’s M1043 and M1045 were carried over into the new series as the M1043A2 and M1045A2.
The soft-top ambulance continued to be produced as the M1035A2 and the four-litter hard-bodied ambulance became the M997A2. The two-litter ambulance was discontinued.
Once again there grew a need for a higher-capacity vehicle, which was answered by the development of the M1113 expanded-capacity truck. The engine was upgraded to a turbosupercharged version of the 6.5-liter, and the gear ratios were changed.
O’Gara-Hess & Eisenhardt used this as the basis for the M1114 armored HMMWV. The M1114's_ roof mounted ring mount could be used for the venerable M2HB Browning machine gun or more modern weapons such as the 7.62mm M60 or 40mm Mark 19 grenade launcher. Armor provided the crew with protection from 7.62 ammo at ranges over 100 meters, and 4-Ib. mines.
The U.S. Air Force purchased similar vehicles, known as the M1116, for use as base security vehicles.
GENE! DATA
MODEL M997A2 M1025A2 M1035A2
NET WEIGHT NET 7,770 Ibs. 6,780 Ibs. 6,100 Ibs. GROSS WEIGHT 10,300 Ibs. 10,300 Ibs. 10,300 Ibs. LENGTH 204.5 190.5 182.5 WHEELBASE 130 130 130
WIDTH 86 86 86
HEIGHT 102 76 72
TRACK 71.6 71.6 71.6
TIRE SIZE 37x12.5R16.5 37x12.5R16.5 37x 12.5R16.5 MAX SPEED 70 70 70
GENERAL DATA, continued
FUEL CAPY 25 ELECTRICAL 24 neg TRANSMISS!ION
SPEEDS 4 TRANSFER
SPEEDS 2 TURNING
RADIUS FT 25 MODEL M1043A2 NET WEIGHT NET 7,264 GROSS WEIGHT 10,300 LENGTH 190.5 WHEELBASE 130 WIDTH 86 HEIGHT 76 TRACK 71.6 TIRE SIZE 37 x 12.5R16.5 MAX SPEED 70 FUEL CAPY 25 ELECTRICAL 24 neg TRANSMISSION
SPEEDS 4 TRANSFER
SPEEDS 2 TURNING
RADIUS FT 25
Overall dimensions listed in inches.
1 1/4-TON TRUCKS
25 25 24 neg 24 neg
4 4 2 iS 25 25
M1097A2 5,900 10,300 190.5 130
86
74
71.6
37 x 12.5R16.5 70
25.
24 neg
4 2 25
Note: Winch-equipped models have payloads reduced by 127 lbs.
ENGINE DATA
ENGINE MAKE/MODEL NUMBER OF CYLINDERS CUBIC-INCH DISPLACEMENT HORSEPOWER
TORQUE
VALUES
5 4
6 Cargo models 4,000 8,000
SCARCITY
Scarcity 2
18,000
GM 6.5
v8
400
160 @ 3400 RPM
290 Ibs.-ft. @ 1700 RPM
3 2 1 30,000 38,000 45,000
The Air Force liked the basic idea of the M1114, but wanted a few changes. The resultant vehicle was this M1116. (Photo courtesy of AM General Corp.)
STANDARD CATALOG OF U.S. MILITARY VEHICLES
87
1 1/2-TON TRUCKS
1 1/2-TON TRUCKS
> G-622 Ford
The G-622 Ford trucks, commonly referred to as Burma Jeeps, grew out of the Army’s prewar low- silhouette truck program. Although these trucks have a very distinctive appearance, mechanically they are very standard vehicles, and many off-the-shelf parts.
The driver sat alongside the engine, which was offset to the right. The passenger sat to the right of the engine, but unconventionally, the passenger faced the driver.
Production of these trucks began in mid-June 1942. Most of the components were fabricated by Ford’s River Rouge plant, but were shipped to the Ford Edgewater, New Jersey, plant for assembly. That changed in
bs
January-February 1944 when production was shifted to the Ford Louisville plant so the Edgewater plant could be solely devoted to packaging Ford products for overseas shipment.
Originally intended as foreign aid, but refused by the Russian government, the first 6,001 vehicles were accepted by the Army. One thousand of these trucks were equipped with front-mounted PTO-driven Gar Wood winch.
Although the Ford design was not well received by the Army, the Navy saw this truck as a way around the supply stranglehold the Army had on the G-506 Chevrolet of the same weight class, and began negotiating with Ford in September 1942.
In December 1942, the Navy ordered 1,500 of the model GTBS bomb service trucks. An additional 800
4 i 4 é a ~ a a a I. oe é 3 ;
This is the very first Ford GTB. It differs from the production model in that it lacks a blackout-driving lamp, and it has no windshield wiper motors. These trucks’ ancestry in the low-silhouette program is apparent in this view. The passenger's seat back has been folded over. (Photo courtesy of the Bryce
Sunderlin collection)
88
STANDARD CATALOG OF U.S. MILITARY VEHICLES
were ordered shortly after the first order was delivered in March 1943.
Although the beds of these trucks look very much like the bed of the Chevrolet M-6 bomb service trucks, they differ both mechanically and aesthetically. The GTBS lacks the outward-facing rear seats of the Chevrolet. The hoists were built by Weaver Hoist Manufacturing. Unlike other vehicles in the GTB family, the GTBS had single rear wheels. The GTBS also lacked a front winch.
The Navy also ordered its own version of the GTB cargo truck, the GTBA. These trucks were essentially identical to the Army’s GTB trucks, but were generally painted Non-Specular Ocean Gray O-5. These trucks were all equipped with one of two kinds of winches. Some used the same Gar Wood unit as was installed on the GTB, but demand for that winch for use on the CCKW and 1.5-ton Chevrolet forced the substitution of a
1 1/2-TON TRUCKS
bs = - =.
The GTBS was the first variant used by the Navy for a bomb service truck. In this photo the single rear tires characteristic of the GTBS are visible. This truck lacks a front winch. (Photo courtesy of the Bryce Sunderlin collection)
Shown here is the prototype for the winch-equipped vehicles. The Gar Wood winch shown here is the same unit that was used on the GMC CCKW and the 1 1/2-ton Chevrolet trucks. With the canvas assembled, the vehicle's normally low profile was increased substantially. (Photo courtesy of the Bryce
Sunderlin collection)
STANDARD CATALOG OF U.S. MILITARY VEHICLES
89
1 1/2-TON TRUCKS
Braden winch on some of the trucks. The frames were GTBA Cargo 2,218 manufactured to accept either winch. GTBB Wrecker 50 With only 50 units built, the GTBB Wrecker-Service GTBC Bomb Service 4,701
truck is the rarest of the series. The wrecker body was
Marquette model 141 and featured a PTO-driven hoist. Mesaeoswenepeinye’
Strangely, these trucks lacked a front winch. MODEL 115-in. wb cargo The final production variant of this series was the weeny NET. oes GTBC Improved Bomb Service Truck, Mk II, Model 2. WIDTH 86 While the hoist mechanism was essentially the same as aL 1008 that used on the GTBS, the chassis had a front winch y\ge size 750-20 and dual rear wheels. Production of the GTBC began in MAX SPEED 45 mph FUEL CAPY* 40 gal September 1948. i 7 : ELECTRICAL 6 neg Total production for the G-622 family of vehicles was TRANSMISSION 15,274. This can be broken down as follows: SPEEDS TRANSFER SPEEDS 2 ees aba Le 3 bee Overall dimensions listed in inches. a wo/ MINS 5, *40-gallon fuel tank fitted to cargo trucks, bomb trucks use a 26- GTB w/winch 994 gallon tank. GTBS Bomb Service 2,301 ‘
This is the interior of a GTBC. The cab sayout of all the vehicles in the GTB-family was very similar, Notice the sideways-facing passenger’s seat. The
GTBC was equipped with an electric brake controller, which can be seen mounted on the it Sao ot tis Boyce Savaeriin sollectton} 4 steering column, just above the instrument panel. (Photo
90 STANDARD CATALOG OF U.S. MILITARY VEHICLES
bib Rien B82”
The improved Bomb Service Truck, the GTBC, reverted to the dual rear wheels used by the rest of the series, and included a front winch. This winch was
1 1/2-TON TRUCKS
nee 4 << ~~ |
the Braden MU-5A model, but the Gar Wood unit was also fitted, and was preferred. This model accounted for about 50 percent of the Navy’s GTB series purchases. (Photo courtesy of the Bryce Sunderlin collection) .
ENGINE DATA
ENGINE MAKE/MODEL NUMBER OF CYLINDERS CUBIC-INCH DISPLACEMENT HORSEPOWER
TORQUE
GOVERNED SPEED (rpm)
Cargo truck Bomb truck
SCARCITY
Cargo truck 4 Bomb truck 4
aAo nna
,000 ,000
Ford Military GTB modified 1GA 6 226
90 @ 3000 rpm
180 Ibs.-ft. @ 1200 rpm
2,870
4 3 2 1 4,000 8,000 12,000 15,000 4,000 8,000 12,000 15,000
G-506 Chevrolet
The ton-and-a-half Chevrolet looks very much like a CCKW shorn of its rear axle, but is quiet a different vehicle. Chevy produced about 160,000 of these all-
wheel-drive trucks during WWII, far exceeding International and Dodge, who also produced trucks in this size range. More than half of the Chevys were provided to foreign countries. These trucks came with and without winches, and were fitted with a variety of beds for specialized uses. In addition to cargo trucks, Chevrolet built telephone pole auger. bomb handling, crash rescue, and airfield lighting trucks.
All of these trucks used the banjo-style axles, and were powered by the Chevy 235-cid inline six-cylinder engine that would run on gasoline as low as 70-octane. Typical of WWII era vehicles, the four-speed transmission was not synchronized, requiring each shift to be double-clutched. The two-speed transfer case (high
STANDARD CATALOG OF U.S. MILITARY VEHICLES 9]
1 1/2-TON TRUCKS
and low range), which includes a provision to disengage the front wheel drive, completes the gear train. The data plates were mounted on the map compartment door on 1940 and 1941 models. They moved to the headliner for the rest of the run.
The standard open military cab was never fitted to the Chevy, and all but the bomb service trucks were built with closed cab. There was no provision for the installation of a machine gun ring mount.
The 1942-and-up Chevrolet model numbers, such as G7107, are often used when referring to these trucks. However, the original model numbers were different than in subsequent years. The first contract model numbers
ff; Lia! This photo:
Se
a _ . " . < raph was taken outside the Army Engineering Standards Vehic!
Bra it le Labora’
are listed below in parenthesis beside the more commonly known 1942-and-up model numbers. The interim model numbers used in late 1941 are in brackets.
G7107 (G4112) [G4174] Cargo
The G7107 was the basic cargo truck with 9-ft. cargo bed. Depending upon date of production, the bed was either steel or wood. Early models used civilian-type instruments, later ones used standard military-type components. These trucks were built on 145-in.- wheelbase chassis.
tory in July 1944. It shows a Chevrolet G7107 equipped with a steel
cargo bed. The 1 1/2-ton Chevrolet was unusual because it was only built with closed cabs.(U.S. Army photo)
This November 1944 photo taken at the Studebaker Pro’ liquid container bracket can be seen beneath the fuel filler. (U.S. Army photo)
92 STANDARD CATALOG OF U.S. MILITARY VEHICLES
ng Ground shows the typical 1 1/2-ton Chevy G7107. This
1 1/2-TON TRUCKS
Leer
ee
ek
Tae eS
Ra
*
interior of the wooden cargo bed is shown here. With the troop seats in the stowed position, the truck is ready to receive cargo. (U.S. Army photo)
This Army Engineering Standards Vehicle Laboratory photo taken in January 1944 shows a G7107 with the canvas bed cover. The cargo on this truck is made of wood. Te ‘stenciling on the side of the canvas indicates it was made for the U.S. Q. M. C. (U.S. Quarter Master Corps), although the maker's name is not legible. (U.S. Army photo)
STANDARD CATALOG OF U.S. MILITARY VEHIC 93
1 1/2-TON TRUCKS
as
This totally enclosed truck was known by Chevrolet as the model G7105. The Army used these to transport radios and other sensitive equipment. The dual rear wheels quickly distinguish it from the similar-looking Dodge Carryall trucks. (National Archives and Records Administration photo)
a REP sl This restored G7117 differed from the G7107 only by the addition of a front
PTO-driven winch. This truck has had larger 9.00-20 tires installed on it by its owner, Dave Falk, in place of the original 7.50-20 tires.
G7117 (G4112) [G4163] Cargo
This was the same truck as the G7107, only equipped with a front-mounted PTO-driven winch. These trucks were built on 145-in.-wheelbase chassis.
G7106 (G4112) [G4152] Dump
The dump truck version of the G-506 was equipped with a single-cylinder hydraulic hoist and sub frame. The bed itself was essentially the same as the cargo bed, but with a dual-action tailgate that could be raised or lowered. These trucks were built on 145-in.-wheelbase chassis.
G7116 (G4112) [G4162] Dump
This is the same truck as the G7106, only it is equipped with the front winch. These trucks were built on 145-in.-wheelbase chassis.
as " i CY onlets te
The G7106 dump truck was hard to distinguish from the standard cargo truck, until the bed was elevated as in this October 1941 Holabird Quartermaster Depot photo. (National Archives and Records Administration photo)
ae OS = Coupled here to a 6-ton trailer, the G7113 Chevrolet was used as light general-purpose truck tractor, a role many of them served in on.the surplus market
as well. (National Archives and Records Administration photo)
94 st
RD CATALOG OF U.S. MILITARY VEHICLES
1 1/2-TON TRUCKS
The G7173, also known by this Signal Corps nomenclature K43, was often used as a companion to the G7163. It was a telephone line maintenance truck. Several compartments were provided for tool and supply stowage, and the rear winch was also provided with extension shafts to drive an external cable reel. The shaft can be seen extending through the door of the first tool compartment behind the passenger. (U.S. Army photo)
This left rear view of the Kad 4 (G7163 pole setter shows the auger, in the lowered transport position, and its two lon: sonra levara: Also visible ¢ are the two stabilizer jacks, in their raised transport position. Near the spare tire is the drinking water cask found on Signal Corps vehicles. (U.S. Army photo)
STANDARD CATALOG OF U.S. MILITARY VEHICLES 95
1 1/2-TON TRUCKS
i , Ber passe?
This overhead view of the K44 shows the equipment stowage. Four auger bits are supplied — the two largest on the driver's side rear, the two smaller on the passenger side front of the bed. Just forward of the two largest augers is the collapsible cable reel, while just inboard of the spare tire is the mounting bracket for a large pole jack (not present), used to extract telephone poles. The large box across the front of the bed houses the rear winch. (U.S. Army photo)
G7113 (G4112) [G4165] Tractor
This vehicle was the truck tractor member of the family. It had a stationary fifth wheel and electric brake controls and was built on 145-in.-wheelbase chassis.
G7105 (G4112) [G4105] Panel
The G7105 was a panel truck, built much like a carryall, with the body continuous from the cab to the rear. There were no side windows, but each of the twin side-opening rear doors was provided with a window.
G7163 (G4112) Pole Setter
The G7163 was used primarily by the Signal Corps. The Signal Corps referred to this truck as a K44. The large transfer case-driven auger could quickly dig a hole the correct size and depth to set power or telephone poles. The winch mounted in the front of the bed was used in conjunction with the auger mast to erect the poles once the holes were dug.
G7173 (G4112) K43
il asin — x . “ | The driver of the fully equipped K43 had to exit out the passenger's side of the vehicle because the long gin poles extended so far forward that they blocked the door. (National Archives and Records Administration photo)
This often served as a companion vehicle for the G7163. Designed for telephone line maintenance, it did not have the auger of the G7163, although it did have the rear winch. Long gin poles were carried, and when stowed in their racks on the left side of the bed they
9G STANDARD CATALOG OF U.S. MILITARY VEHICLES
protruded so far forward they prevented the driver from opening his door.
G7123 (G4103) Cab Over
The G7123 was the cab-over-engine model of the 1 1/2-ton Chevy Jamily4 Although the sheet metal was different, they were identical mechanically to the conventional trucks. (Photo from the Fran Blake collection)
This truck looks much different from the rest of the family due to its cab-over-engine design, but the power train was the same. The bed was 16 ft. long and equipped with side racks. This truck had a 175-in. wheelbase. The Signal Corps referred to this vehicle as a K-33.
G7127 (G4112) [G4174] Long Wheelbase Truck
This truck is very much like the G7107, but built on a 175-in. wheelbase with a correspondingly longer bed.
G7128 (G4112) M6 Bomb Servicer
These trucks were used in conjunction with M5 Bomb Trailers on airfields to handle bombs. The trailers could be loaded using the hoist and monorail mounted on the rear. The Bomb Trailers, up to five at a time, were towed out to the aircraft together.
This is the only truck in this series with an open cab without doors or solid roof. The M6 was normally equipped with a small canvas roof covering the driver's compartment. In warmer areas the canvas could be removed and the windshield folded down for ventilation. Prior to mid-1943 these trucks were not provided with a spare tire. The earliest trucks were equipped with Beebe chain hoists, while later trucks sometimes used a Holan hoist built by American Coach and Body Co. Braden winches were used briefly, but were found to be inadequate and a modification work order issued to replace them. These trucks were built on 125-in. wheelbase chassis.
Production of the M6 was suspended by the end of September 1944. Its duties were then fulfilled by the CCKW-based M27.
G7103 (G4113) Cab and Chassis
These trucks were supplied as a cab and chassis. Later, various specialized beds could be mounted on them, even though their final use may have been unknown at time of construction. These vehicles had a 145-in.-wheelbase chassis.
G7133 (G4112) Class 135 Crash Trucks
These trucks were built to dispense high-pressure fog and foam to fight aircraft fires. They are very different
1 1/2-TON TRUCKS CLASS- 110
This is one of many types of fire trucks built on the G-506 chassis. The nameplate on the side of the hood says Model 110-QMC. This truck was designed aeeenarge foam, and the hose reel was mounted at the rear behind the large foam tank that constitutes the bulk of the bed. Even though the truck If is marked as a 110 in
this period photo, this very same truck, U.S.A. registration number W-50702, is shown in the April 1949 ORD 3 SNL G-1 supply catalog, and is identified in that publication as a Class 135. (Photo from the Richard Adelmann Collection)
cs = 2 ae
This factory-fresh Bomb Service truck was photographed at the Studebaker Proving Ground in Januai series were built on 145-in.-wheelbase chassis, these trucks were built on a 125-in. wheelbase, p!
of 1944. While most of the trucks in the G-506
resumably for greater maneuverability in ammo dumps. (U.S. Army photo)
STANDARD CATALOG OF U.S. MILITARY VEHICLES 97
1 1/2-TON TRUCKS
from the Class 325 and 525 pumpers. Because they were MAX SPEED 48mph 48mph 43mph 50mph not as versatile as a traditional pumper, not many of pone $7. ga Sgn. SoNal. ae these have survived today. These trucks were built with ELECTRICAL 6 neg 6 neg 6 neg 6 neg a 145-in. wheelbase. TRANSNISSION i F F A arONete ; ‘ , af This was a standard brush and structure firefighting Paci ee ai ae ais Sag
truck built on the same type chassis as the Class 135. However, these trucks had a front-mounted 500-gallons-
per-minute fire pump and a traditional fire truck-type bed. Although many of these trucks were cannibalized B2MLezbopoZnyy
Overall dimensions listed in inches. *Inside/outside width at tires.
during the war, hundreds of surplus trucks were — eygiNe MAKE/MODEL Chevy BV-1001 up provided to communities across the U.S. after the war. NUMBER OF CYLINDERS 6 CUBIC-INCH DISPLACEMENT 235.5 HORSEPOWER 83,6 2100;0m G7143 Field Lighting Tru TORQUE 184 Ibs.-ft.@ 1000 rpm There were three types of airfield lighting equipment GOVERNED SPEED (rpm) 3100
installed on these chassis: the almost identical J3 and J4 light sets, and the J5. The J3 and J4 had two towers of rectangular lights at the rear of the truck, just behind the transversely mounted generator. The J5 also had two towers, but each had only two lights on it, which were round, and the truck lacked the low apron of the earlier models. These trucks were built on 145-in.-wheelbase chassis.
GENERAL DATA
MODEL. 145-in wb cargo 175-inwb cargo 175-inwbCOE —125-in wb M6
WEIGHT NET 7,545 lbs. 8,150 lbs. 8,570 Ibs. 6,325 Ibs.
MAX TOWED LOAD 8,000 Ibs. 8,000 Ibs. 8,000 Ibs. 8,000 Ibs.
LENGTH 224 296 286 221
WIDTH 86 86 96 75.75
HEIGHT 106 106 99 91.5 The basic 145-in.-wheelbase cab and chassis was this G7103. With so WIDTH 49.25/85.75 49.25/85.75 49.25/85.75 49.25/85.75 many of the Chevys going to foreign nations, many different beds could TRACK 67.5 67.5 67.5 67.5 be found installed on these trucks. (National Archives and Records TIRE SIZE 7.50-20 7.50-20 7.50-20 7.50-20 Administration photo)
_— ~~ — =— Shown here is a Class 525 fire truck, which was built on the Chevrolet Chassis. This Particular truck was photographed after it had been transferred to
the U.S. Department of Interior, but appears to be unchanged from its military days. The large fire pum ited i required by the foam truck. (Photo from the Richard Adelmann Collection) seas s- Per mening Sront. Dumper aame
98 STANDARD CATALOG OF U.S. MILITARY VEHICLES
1 1/2-TON TRUCKS
"
VALUES
6 5 4 3 2 1 Cargo w/steel bed 500 2,000 4,000 6,000 7,000 8,000 Cargo w/wood bed 500 3,000 5,000 7,000 8,000 9,000 Dump 1,000 5,000 7,000 8,000 9,000 10,000 Panel 750 5,000 7,500 8750 10,500 12,000 M6 Bomb 500 4,500 5,500 7,000 8,000 8,500 Tractor 500 4,000 5500 6,500 7,500 8,500 Pole setter 2,000 7,000 8,000 9,000 10,000 11,000 Field lighting 1,000 6,500 7,500 8,500 10,000 11,000 LWB cargo 500 3,500 4,500 5,500 6,500 8,000 COE cargo 750 4,000 5,000 6,000 7,000 8,500
For winch-equipped trucks add $250 to $500 to the values shown above.
SCARCITY
Cargo w/steelbed 2
Cargo w/wood bed 2
ea 3 A
Mé Bomb 3 RAPD 347332
Tractor 4
Pole setter 4
Field lighting 5
LWB cargo 4
COE cargo 4
This photo, taken from a technical manual, shows the general layout of the G7143-based J3 and J4 Field Lighting Trucks. Notice the low-hanging rear step, sure to inhibit cross-country operations.
RAPD 347334
The later J5 Field Lighting Trucks differed considerably from their
redecessors. Gone is the low-hanging rear step. The bed is accessed The long-wheelbase version of the Chevy was this G7127, which featured edetis the cab-side running boards. ging P
a 15-ft. cargo bed instead of the normal 9-ft. body. (National Archives and Records Administration photo)
vey of these Class 525 fire trucks were dismantled during WWII as the Army issued a kit to construct a class 530 fire truck on a CCKW chassis by reusi ng the pump and valving from a 525. However, if found t , these trucks are usually in good shape, as the fire departments that received them
post- I typically stored them indoors. (Photo from the Richard Adelmann Collection)
STANDARD CATALOG OF U.S. MILITARY VEHICLES 99
1 1/2-TON TRUCKS
G-507 Dodge 6x6
When the Army increased the size of its rifle squad from eight men to 12 men, a squad could no longer be carried in the 3/4-ton trucks. At the direction of Maj. Gen. Courtney Hodges, Chief of Infantry, the design of the G-502 series trucks was modified to create a 48-in.- longer 6x6 vehicle. Most of the mechanical and some of the sheet metal parts were the same as those used in the 3/4-ton series. However, the transfer was a dual ratio in the 1 1/2-ton version, while a single-speed unit was used on the 3/4-ton trucks.
Although Chrysler's Fargo Division handled government contracts, the trucks were all built at Dodge's Mound Road truck plant in Detroit.
Certain components were strengthened in the design, and many of these changes were incorporated into subsequent 3/4-ton production as well.
Two models — the WC62 and WC63 — of the G-507
Like its 3/4-ton