View allAll Photos Tagged offroadtrucks
1999 Caterpillar (CAT) D250E Off-Highway Truck sold by Big Iron, Inc. in Jacksonville, FL.
Visit us at www.bigiron4sale.com for more information about Big Iron, Inc. in Jacksonville, FL.
We are a used heavy equipment dealer. We buy and sell used heavy equipment everyday. Our shipping & logistics department dismantles and containerizes heavy equipment everyday.
We provide ro-ro shipping as well. Like this Caterpilar (CAT) off-highway truck can be shipped via ro-ro from Jaxport. Contact us today for more information and a quote.
The M20 Truck had a riveted ladder frame with three beam axles, the front on leaf springs, the rear tandem on leaf springs with locating arms. The wheelbase was 179in, measured from the centerline of the front axle to the centerline of rear bogie. A pintle hitch of 115,000lb capacity was mounted on the rear frame crossmember; another pintle hitch was mounted on the front crossmember for positioning the trailer. All models had Budd split rim disc wheels with 12.20×20-20” tyres. Dual rear mud and snow tyres were used.
Air powered drum brakes were used on all axles, the trailer brakes could be operated independently of the service brakes. A single disk transmission brake parking brake was also provided. This used four brake pads with a cable clasp mechanism onto a 16in, mounted behind the auxiliary transmission. A Gar Wood winch of 40,000lb capacity, with 300ft of cable, was mounted behind the cab. In the Model 980 it was intended mainly for hauling damaged Tanks aboard the trailers. The Model 981, introduced in 1942, had a winch with 500ft of cable, which could be used from both the front and rear. This allowed Tank recovery, in addition to loading.
Early Trucks used a standard Diamond T commercial cab, also used by the 4-ton G509 trucks. In August 1943 it was replaced with an open military cab. A long butterfly hood had vertical louvres along both sides. A short ballast body was mounted behind the winch. There were closed tool compartments along both sides, two open containers in the front, and a bottom-hinged tailgate. The spare tyre was mounted in the front. The box could hold 18,000lb of ballast to increase traction on the rear tandem axles.
Production began in 1941, the first batch was received in Britain in 1942 and very quickly demonstrated their rugged reliability in the British campaign in North Africa. Battle-damaged Tanks needed to be quickly recovered, often under hostile fire, and returned to workshops for repair. The Diamond T, with its powerful engine and winch, could accomplish this, even in the harshest desert conditions.
– KrAZ-255V (КрАЗ-255В) –
The KrAZ-255 is a Soviet three-axle off-road truck with six-wheel drive (6x6), intended for extreme operations. It was manufactured at the KrAZ plant beginning from 1967. The KrAZ-255 was developed directly from its predecessor, the KrAZ-214 (produced 1956-1967). Despite being very similar at first glance (both using the same cab, flatbed as well as the suspension) there are few major differences.
Firstly, the 255 used new and much more powerful engine - the YaMZ-238 (same used in MT-LB tracked APC) replacing the previously used and sensibly weaker YaAZ-206B which was used in the 214. The 255 also featured new and more reliable transmission, the YaMZ-236N, instead of the previously used YaAZ-204. It also featured new headlights (which were now, together with turn signals, located in their own housings mounted on the fenders) and, most notably, much wider tyres (1300x530x533 in dimensions) which offered lighter ground pressure and thus, even greater off-road capabilities when compared to its predecessor.
Along with Ural, ZiL, Kamaz, GAZ and MAZ, the KrAZ once represented one of six models of cargo/towing trucks (in its basic version, the KrAZ-255B) used by the Soviet Armed Forces, as well as by many civilian organizations in the former Soviet Union (mainly by various construction plants) where it was also used as a logging (the KrAZ-255L/L1) and dump truck (the KrAZ-256).
Since the KrAZ-255 was the heaviest (weighing 12 tons empty) and most powerful (using a 14,900ccm engine, producing 240 hp) of all Soviet three-axle 6x6 military cargo trucks, it was most often used for towing heavier artillery pieces (such as D-74, M-46 and 2A65 howitzers or T-12 anti-tank gun) and also for towing various aircraft from their hangars to runways, or vice versa (in tractor-unit version, the KrAZ-255V).
Furthermore, it was also used as a platform for control cabin and the antennas of PRV-9/1RL19 Naklon (NATO reporting name: ''Thin-Skin'') and PRV-16/1RL132 Nadyozhnost (NATO reporting name: ''Odd-Pair'') Soviet height-finding radars, as well as for various engineer duties in specially-designed versions (such as PMP collapsible ferryboat intended to be used as a pontoon bridge and TMM-3 mobile bridgelayer) which are still being used today by various military forces across the globe.
The KrAZ-255 ultimately evolved into a new model as its successor in 1979, the KrAZ-260, whose only difference was a new design of cab and the interiors. Despite that however, the KrAZ-260 did not replace it in production, but was actually produced alongside it up until 1994, when both were finally discontinued in favour to KrAZ-6322 (a modernized model of KrAZ-260).
▪︎Manufacturer – KrAZ, called Sungri 256 (North Korea) and Sungri 64 (North Korea)
▪︎Production – 1967–1994
▪︎Class – 6x6 Off Road Truck
▪︎Powertrain – 14.9L YaMZ-238 V8 diesel engine, 240 PS @ 2,100 rpm
▪︎Transmission – 5-speed YaMZ-236N manual gearbox
▪︎Wheelbase – 17 ft 5 in
▪︎Length – 28 ft 4.4 in
▪︎Width – 9 ft
▪︎Height – 9 ft 8 in
▪︎Curb weight – 26,350 lb
▪︎Predecessor – KrAZ-214
▪︎Successor – KrAZ-260
▪︎Top speed – 44 mph.
Information sourced from – en.m.wikipedia.org/wiki/KrAZ-255
A long flatbed truck with off-road suspension. The truck is based off of 7213 Off-Road Fire Truck. I made a few little mods here and there other than changing all of the colors, of course).
The flatbed has a captured alien ship under the net and its pilot in cuffs as well as a helicopter. Both the truck and the helicopter have flick missles. The helicopter all has twin machine guns.
– KrAZ-255V (КрАЗ-255В) –
The KrAZ-255 is a Soviet three-axle off-road truck with six-wheel drive (6x6), intended for extreme operations. It was manufactured at the KrAZ plant beginning from 1967. The KrAZ-255 was developed directly from its predecessor, the KrAZ-214 (produced 1956-1967). Despite being very similar at first glance (both using the same cab, flatbed as well as the suspension) there are few major differences.
Firstly, the 255 used new and much more powerful engine - the YaMZ-238 (same used in MT-LB tracked APC) replacing the previously used and sensibly weaker YaAZ-206B which was used in the 214. The 255 also featured new and more reliable transmission, the YaMZ-236N, instead of the previously used YaAZ-204. It also featured new headlights (which were now, together with turn signals, located in their own housings mounted on the fenders) and, most notably, much wider tyres (1300x530x533 in dimensions) which offered lighter ground pressure and thus, even greater off-road capabilities when compared to its predecessor.
Along with Ural, ZiL, Kamaz, GAZ and MAZ, the KrAZ once represented one of six models of cargo/towing trucks (in its basic version, the KrAZ-255B) used by the Soviet Armed Forces, as well as by many civilian organizations in the former Soviet Union (mainly by various construction plants) where it was also used as a logging (the KrAZ-255L/L1) and dump truck (the KrAZ-256).
Since the KrAZ-255 was the heaviest (weighing 12 tons empty) and most powerful (using a 14,900ccm engine, producing 240 hp) of all Soviet three-axle 6x6 military cargo trucks, it was most often used for towing heavier artillery pieces (such as D-74, M-46 and 2A65 howitzers or T-12 anti-tank gun) and also for towing various aircraft from their hangars to runways, or vice versa (in tractor-unit version, the KrAZ-255V).
Furthermore, it was also used as a platform for control cabin and the antennas of PRV-9/1RL19 Naklon (NATO reporting name: ''Thin-Skin'') and PRV-16/1RL132 Nadyozhnost (NATO reporting name: ''Odd-Pair'') Soviet height-finding radars, as well as for various engineer duties in specially-designed versions (such as PMP collapsible ferryboat intended to be used as a pontoon bridge and TMM-3 mobile bridgelayer) which are still being used today by various military forces across the globe.
The KrAZ-255 ultimately evolved into a new model as its successor in 1979, the KrAZ-260, whose only difference was a new design of cab and the interiors. Despite that however, the KrAZ-260 did not replace it in production, but was actually produced alongside it up until 1994, when both were finally discontinued in favour to KrAZ-6322 (a modernized model of KrAZ-260).
▪︎Manufacturer – KrAZ, called Sungri 256 (North Korea) and Sungri 64 (North Korea)
▪︎Production – 1967–1994
▪︎Class – 6x6 Off Road Truck
▪︎Powertrain – 14.9L YaMZ-238 V8 diesel engine, 240 PS @ 2,100 rpm
▪︎Transmission – 5-speed YaMZ-236N manual gearbox
▪︎Wheelbase – 17 ft 5 in
▪︎Length – 28 ft 4.4 in
▪︎Width – 9 ft
▪︎Height – 9 ft 8 in
▪︎Curb weight – 26,350 lb
▪︎Predecessor – KrAZ-214
▪︎Successor – KrAZ-260
▪︎Top speed – 44 mph.
Information sourced from – en.m.wikipedia.org/wiki/KrAZ-255
On my vistit here I was talking to the motel owner about there used to be a ''Duck'' (DUKW) at Searles of Hunstanton, and this turned out to be the one ! She's just a £35,000 refurbishment and will be making trips to the beaches of Normandy. Photos from Searles www.flickr.com/photos/139375961@N08/shares/142J4T572k
— Anglia Motel Veterans champion Harold Payne’s final 80th D-Day voyage pays respects to the fallen —
The organiser of a voyage to France to mark the 80th anniversary of D-Day is on his final pilgrimage to pay tribute to the bravery of our armed forces. Harold Payne has taken a final coach party to Normandy to pay respects to allied forces killed in World War II. Sadly, any remaining veterans who would have accompanied him for Thursday’s anniversary have since died. The veterans' champion, who owns the Anglia Motel in Fleet Hargate, said: ''Over the past 30 years I have had the honour to take local veterans back to Normandy to pay respect to their fallen comrades''.
''Now for the 80th anniversary of D-Day, for the first and final time I will be returning without any veterans as they have now all passed away. For this, my final tribute to the bravery of all those who died for our freedom, I shall return taking with me my amphibious landing craft to the beaches where all those years ago so many lost their lives.”
To break the Nazis’ stranglehold on Europe, Allied forces launched ''Operation Overlord'' on June 6th, 1944, when thousands of British, American and Canadian troops landed on the beaches of Normandy to fight their way up – while being battered by enemy fire. The sea was reported to run red and nearly 4,000 deaths and 11,000 allied casualties were recorded by the end of that first fateful day.
The pilgrimages from Lincolnshire were launched after a former soldier had stopped at Harold’s Anglian Motel in Fleet Hargate and shared how he didn’t have the means to return to see the friends he had left behind in Arnhem and Normandy. Mr Payne plans to go into the sea in the early hours of today to lay red rose petals and poppies.
He said: ''They may be washed ashore as a reminder of the loss of so many lives''. The charity campaigner has raised funds in aid of veterans to make a pilgrimage to Normandy and visit cemeteries to lay flowers on the graves of friends. To help fund such trips there have been sponsors such as Fleet Parish Council, J Z Flowers and Turnbulls in Sleaford. He said: ''I am fortunate and immensely grateful to have received many sponsors. Many friends and colleagues have also helped to make this memorial tribute possible and I wish to truly thank them on behalf of myself and the past veterans''.
Information sourced from and for further details, please follow the link – www.lincsonline.co.uk/holbeach/the-80th-anniversary-d-day...
Land Rover 110 Defender 4x4 Utility Vehicle
The British Land Rover, one of the most influential and much-loved British vehicles of all time, was launched in 1948 and remained in production with much the same basic specification until 1983 when the Series 3 109 inch was replaced by a new One-Ten model (110 inch wheelbase). The traditional Land Rover body shape remained but coil springs, introduced in the new Range Rover, replaced the long-lived leaf spring suspension, and the four cylinder engines were fitted with an all-synchromesh five speed gearbox. In 1984 the coil spring Ninety (with a wheelbase just short of 93 inches) fitted with a four cylinder engine was introduced. A V8-powered version appeared the following year and in 1986 a new 85bhp, 2495cc turbo-diesel engine became available, then in 1990 the Ninety and One-Ten range was renamed Defender 90, 110 and 130. Not surprisingly the new Land Rovers proved popular for Military use and UK Ministry of Defence.
Land Rover has a range of specialised Defence Vehicles including the Defender FFR (Fitted for Radio) model, a platform to provide modern Defence Forces with a flexible and highly-mobile range of Command, Control, Communications, Computers and Intelligence (C4i) roles. The vehicle combines an upgraded dual-voltage power supply and full electrical suppression with the acclaimed all-terrain performance of the Land Rover Defender. It is capable of transporting sensitive electronic equipment safely through challenging conditions in support of C4i operations, and is also effective as a carrier of electronic surveillance and electronic counter-measures technology.
To support the power demands of the latest electronic equipment, the new Defender FFR features a new electrical architecture with a dual 12v / 24v power supply, replacing the 24v system of the previous model. The total output is raised from 100 amps to 280 amps, enabling a significant increase in the amount of C4i equipment that can be operated. Two high-output 12v glass mat, air-transportable military specification batteries are fitted, giving improved engine cranking at lower temperatures. The batteries are now stowed under the rear floor, releasing extra space in rear body for equipment. All of the Defender FFR’s electrical systems are fully suppressed in accordance with the most stringent test standards (including Def Stan 59-411 Class A and Mil Std 461F) enabling C4i equipment to be installed without further suppression work.
The operational performance of the Defender FFR is further enhanced by the standardisation of a heavy duty 3500kg chassis, providing improved payload capability, and the fitment of a new 90kW 2.4-litre diesel engine which offers over 35% more torque than the previous model.
Additional improvements include a more spacious and efficient driving environment with a new ergonomic dashboard design, and a foldable forward-facing radio operator’s seat with integral headrest and 3-point safety belt for improved comfort and safety.
Sources from :
www.classicdriver.com/en/car/land-rover/defender/1987/691401
www.army-technology.com/contractors/vehicles/land-rover/p...
The Willys L134 nicknamed ''Go Devil'' is a straight-4 automobile engine that was made famous in the Willys MB and Ford GPW Jeep's produced during World War Two. It powered nearly all the Jeep vehicles built for the U.S. and Allies. It was later used in a variety of civilian Jeep vehicles.
In 1940, the Willys Quad was built to compete against the Bantam reconnaissance car for evaluation by the U.S. Army. The two prototype quads were powered by the Willys “Go-Devil” engine that turned out to be the automaker's greatest asset. Willys' pilot vehicle was overweight compared to the Army's requirements, but the ''Go Devil'' engine rated at 55hp included a heavier transmission, a combination that proved to be beneficial in the long-run for use in cross-country travel.
The engine was developed by Willys' Chief Engineer, Delmar ''Barney'' Roos, and was the most powerful of the three prototype vehicles evaluated by the U.S. Army for production. Roos took the ''less than impressive'' 48hp automobile engine and increased its performance and durability. The specifications by the Quartermaster Corps called for only 85 lb/ft of torque at the rear axle. The extra power made it the engine of choice for the U.S. Army.
The engine displacement was 2,199 cc with a 3.125 in bore and 4.375 in stroke, a very undersquare design. It was an L-head design, with valves parallel with the cylinders. Initial power output was 60hp at 4,000 rpm and 105 lb/ft of torque at 2,000 rpm with 6.48:1 compression. The L134 was phased out by the F-head Willys Hurricane engine beginning in 1950.
APPLICATIONS –
▪︎1937 to 1942 - Willys Americar
▪︎1941 to 1945 - Willys MB
▪︎1941 to 1945 - Ford GPW
▪︎1944 to 1945 - Willys-Overland CJ-2
▪︎1945 to 1949 - Willys-Overland CJ-2A
▪︎1946 to 1950 - Willys Jeep Station Wagon in which it was rated at 63hp
▪︎1949 to 1953 - Willys-Overland CJ-3A
▪︎1948 to 1950 - Willys-Overland Jeepster
▪︎1950 to 1952 - Willys M38
▪︎1950 to 1954 - Henry J
▪︎1952 to 1954 - IAME Rastrojero
▪︎1956 to 1965 - Willys DJ-3a
▪︎1956 to 1965 - Hotchkiss M201 (Willys MB produced under licence in France).
GENERAL CHARACTERISTICS –
▪︎Manufacturer – Willys-Overland
▪︎Displacement – 2,199 litre
▪︎Cylinder Bore – 3.125in
▪︎Piston Stroke – 4.375in
▪︎Block Head – Iron
▪︎Valvetrain – L-head
▪︎Compression Ratio – 6.48:1
▪︎Fuel System – 1-barrel carburetor
▪︎Fuel Type – Gasoline
▪︎Cooling System – Water-cooled
▪︎Power Output – 60hp
▪︎Successor – Willys Hurricane engine.
Information sourced from – en.m.wikipedia.org/wiki/Willys_Go_Devil_engine#:~:text=Th...(nicknamed%20Go,variety%20of%20civilian%20Jeep%20vehicles.
A long flatbed truck with off-road suspension. The truck is based off of 7213 Off-Road Fire Truck. I made a few little mods here and there other than changing all of the colors, of course).
The flatbed has a captured alien ship under the net and its pilot in cuffs as well as a helicopter. Both the truck and the helicopter have flick missles. The helicopter all has twin machine guns.
On my vistit here I was talking to the motel owner about there used to be a ''Duck'' (DUKW) at Searles of Hunstanton, and this turned out to be the one ! She's just a £35,000 refurbishment and will be making trips to the beaches of Normandy. Photos from Searles www.flickr.com/photos/139375961@N08/shares/142J4T572k
— Anglia Motel Veterans champion Harold Payne’s final 80th D-Day voyage pays respects to the fallen —
The organiser of a voyage to France to mark the 80th anniversary of D-Day is on his final pilgrimage to pay tribute to the bravery of our armed forces. Harold Payne has taken a final coach party to Normandy to pay respects to allied forces killed in World War II. Sadly, any remaining veterans who would have accompanied him for Thursday’s anniversary have since died. The veterans' champion, who owns the Anglia Motel in Fleet Hargate, said: ''Over the past 30 years I have had the honour to take local veterans back to Normandy to pay respect to their fallen comrades''.
''Now for the 80th anniversary of D-Day, for the first and final time I will be returning without any veterans as they have now all passed away. For this, my final tribute to the bravery of all those who died for our freedom, I shall return taking with me my amphibious landing craft to the beaches where all those years ago so many lost their lives.”
To break the Nazis’ stranglehold on Europe, Allied forces launched ''Operation Overlord'' on June 6th, 1944, when thousands of British, American and Canadian troops landed on the beaches of Normandy to fight their way up – while being battered by enemy fire. The sea was reported to run red and nearly 4,000 deaths and 11,000 allied casualties were recorded by the end of that first fateful day.
The pilgrimages from Lincolnshire were launched after a former soldier had stopped at Harold’s Anglian Motel in Fleet Hargate and shared how he didn’t have the means to return to see the friends he had left behind in Arnhem and Normandy. Mr Payne plans to go into the sea in the early hours of today to lay red rose petals and poppies.
He said: ''They may be washed ashore as a reminder of the loss of so many lives''. The charity campaigner has raised funds in aid of veterans to make a pilgrimage to Normandy and visit cemeteries to lay flowers on the graves of friends. To help fund such trips there have been sponsors such as Fleet Parish Council, J Z Flowers and Turnbulls in Sleaford. He said: ''I am fortunate and immensely grateful to have received many sponsors. Many friends and colleagues have also helped to make this memorial tribute possible and I wish to truly thank them on behalf of myself and the past veterans''.
Information sourced from and for further details, please follow the link – www.lincsonline.co.uk/holbeach/the-80th-anniversary-d-day...
The 'Humber Pig' is a Lightly Armoured Truck used by the British Army from the 1950's until the early 1990's. The Humber Pig saw service with the Royal Ulster Constabulary (RUC) chiefly as an Armoured Personnel Carrier from late 1958 until early 1970. The Humber Pig became particularly well known from its presence on the streets of Northern Ireland during the worst of the Troubles.
Officially designated Truck, Armoured, 1 Ton, 4x4, the Humber Pig is based on the FV1600 Series of four wheel drive 1-ton payload Trucks manufactured for the British Army by Rootes from 1952 to 1955. The Humber Pig FV1611 is the Armoured variant of FV1601 CT Truck and the FV1612 the Armoured version of the FV1602 CT FFW Truck. As FV1609 an Armoured version was originally designed to fulfil many roles with Royal Armoured Corps, Royal Artillery, Royal Engineers, RS, REME and Infantry. The full Armoured body was fitted to fulfil the need for an Armoured Personnel Carrier until the Alvis Saracen could be delivered in numbers. The Armoured bodies were produced by J. Sankey as well as the Royal Ordnance Factories, of 3,700 Humber Trucks some 1,700 Pigs were produced.
Twenty prototype Humber Pigs FV1609A (no armoured rear roof) entered Troop trials in 1956, when these trials ended ten were issued to the RUC in October 1958. In 1960 the RUC Humber Pigs were upgraded with a rear roof to emulate the FV1611 that was then in production. The Truck chassis proved ideal for Urban Internal Security Duties, and ended up serving longer than the larger, heavier Saracens that were intended to replace them. As the Troubles in Northern Ireland escalated during the 1970's, some 487 'Army Pigs' were further modified with additional internal and external Armour during the period of September 1972 to July 1973. These were referred to as Mark II Vehicles, the last of the Mark II Humber Pigs were removed from service in the early 1990's.
Official designations :-
• FV1601, FV1602 — un-armored Cargo GS and FFW (fitted for wireless) Humber CT trucks.
• FV1609 — c1956 Prototype APC vehicle with removable rear roof, canvas roof, and removable windscreens.
• Mk 1 FV1611 and FV1612 plus FV1609 vehicles converted to Mk 1 Pig spec with fully integrated rear roof and armour. Side storage boxes in Northern Ireland to prevent terrorists from placing explosives.
• FV1620 — Humber Hornet, a dedicated converted FV1611 to Malkara missile-launching platform.
• Mk 2 FV1611 and FV1612 —Additional armour for protection against small-arms fire and rocket propelled grenades, ''barricade removers'' (heavy-duty bull bars) which enabled them to force their way through barricades erected in the streets.
Unofficial designations :-
Some vehicles were equipped with the machine gun turret from the Shorland ISPV. All below were developed for use in Northern Ireland.
• 'Flying Pig' — FV1611 with extending riot screens either side and roof.
• 'Holy Pig' — fitted with rooftop hatch surrounded by perspex screen (reference to the Popemobile)
• 'Kremlin Pig' — fitted with wire screening for protection against rocket propelled grenades (RPG-7's)
• 'Squirt Pig' — fitted with a water cannon beside driver for riot control.
• 'Foaming Pig' — fitted with a foam generator to diffuse bomb blasts.
• 'Felix Pig' — modified for bomb disposal duties.
• 'Turret Pig' — Has the machine gun from the Shortland armored vehicle installed for operation in the Armagh area.
Humber Pig (Truck, 1 Ton, Armoured, 4x4, Humber) :-
▪︎ Type :- Armoured Personnel Carrier
▪︎ Place of origin :- United Kingdom
▪︎Manufacturer :- Humber (Rootes Group) / Joseph Sankey & Sons (GKN) / Royal Ordnance Factories.
▪︎No. built :- 1,700
▪︎Variants :- Mk1, Mk2
▪︎Mass :- 4.8 ton Mk1 / 6.5 ton Mk2
▪︎Length :- 16ft 2in
▪︎Width :- 6ft 8in
▪︎Height :- 6ft 11in
▪︎Crew :- 2 + 6 (max. 8)
▪︎Main armament :- Limited fitting of 7.62×51mm L4 Light Machine Gun or .30 in 7.62×63mm Browning M1919 Machine Gun
▪︎Engine :- Rolls-Royce B60 6-cyl 4.2 litre petrol I-6 120hp
▪︎Operational range :- 250 miles
▪︎Maximum speed :- 40mph.
A long flatbed truck with off-road suspension. The truck is based off of 7213 Off-Road Fire Truck. I made a few little mods here and there other than changing all of the colors, of course).
The flatbed has a captured alien ship under the net and its pilot in cuffs as well as a helicopter. Both the truck and the helicopter have flick missles. The helicopter all has twin machine guns.
Land Rover 110 Defender 4x4 Utility Vehicle
The British Land Rover, one of the most influential and much-loved British vehicles of all time, was launched in 1948 and remained in production with much the same basic specification until 1983 when the Series 3 109 inch was replaced by a new One-Ten model (110 inch wheelbase). The traditional Land Rover body shape remained but coil springs, introduced in the new Range Rover, replaced the long-lived leaf spring suspension, and the four cylinder engines were fitted with an all-synchromesh five speed gearbox. In 1984 the coil spring Ninety (with a wheelbase just short of 93 inches) fitted with a four cylinder engine was introduced. A V8-powered version appeared the following year and in 1986 a new 85bhp, 2495cc turbo-diesel engine became available, then in 1990 the Ninety and One-Ten range was renamed Defender 90, 110 and 130. Not surprisingly the new Land Rovers proved popular for Military use and UK Ministry of Defence.
Land Rover has a range of specialised Defence Vehicles including the Defender FFR (Fitted for Radio) model, a platform to provide modern Defence Forces with a flexible and highly-mobile range of Command, Control, Communications, Computers and Intelligence (C4i) roles. The vehicle combines an upgraded dual-voltage power supply and full electrical suppression with the acclaimed all-terrain performance of the Land Rover Defender. It is capable of transporting sensitive electronic equipment safely through challenging conditions in support of C4i operations, and is also effective as a carrier of electronic surveillance and electronic counter-measures technology.
To support the power demands of the latest electronic equipment, the new Defender FFR features a new electrical architecture with a dual 12v / 24v power supply, replacing the 24v system of the previous model. The total output is raised from 100 amps to 280 amps, enabling a significant increase in the amount of C4i equipment that can be operated. Two high-output 12v glass mat, air-transportable military specification batteries are fitted, giving improved engine cranking at lower temperatures. The batteries are now stowed under the rear floor, releasing extra space in rear body for equipment. All of the Defender FFR’s electrical systems are fully suppressed in accordance with the most stringent test standards (including Def Stan 59-411 Class A and Mil Std 461F) enabling C4i equipment to be installed without further suppression work.
The operational performance of the Defender FFR is further enhanced by the standardisation of a heavy duty 3500kg chassis, providing improved payload capability, and the fitment of a new 90kW 2.4-litre diesel engine which offers over 35% more torque than the previous model.
Additional improvements include a more spacious and efficient driving environment with a new ergonomic dashboard design, and a foldable forward-facing radio operator’s seat with integral headrest and 3-point safety belt for improved comfort and safety.
Sources from :
www.classicdriver.com/en/car/land-rover/defender/1987/691401
www.army-technology.com/contractors/vehicles/land-rover/p...
1941-1945 WILLYS MB
The U.S. Army requested a vehicle, and drove off in a ''Hero'' the Willys MB, its spirit forged by the fire of combat and honed in the heat of battle, seared its way into the hearts of warriors fighting for freedom. Fierce emotional bonds often developed between a Soldier and his ''Jeep'' 4x4. The faithful little MB earned a place in every GI's heart, in every area of combat, in every conceivable role. The tough, simple Jeep 4x4 became the GI's best friend, second only to his Rifle. One Jeep MB was even awarded a Purple Heart and sent home. General George C. Marshall, U.S Army Chief of Staff during World War Two, and later U.S. Secretary of State, described the Jeep 4x4 as ''America's greatest contribution to modern warfare'' Scripps Howard World War Two reporter Ernie Pyle once said, ''It did everything. It went everywhere. Was a faithful as a dog, as strong as a mule, and as agile as a goat. It constantly carried twice what it was designed for and still kept going''.
The Willys MB started a revolution in the use of Small Military Motor Vehicles in the U.S. Army, horses along with motorcycles, solo and side car, were rendered obsolete almost immediately. The all-purpose Willys MB was amazingly versatile, they could be fitted with .30 or .50 caliber Machine Guns for combat and were also widely modified for long-range desert patrol, snow plowing, telephone cable laying, saw milling, as fire-fighting pumpers, field ambulances, tractors and, with suitable wheels, would even run on railway tracks.
Willys MB's could be loaded into transport aircraft for rapid deployment and were also small enough to fit into the large gliders used in the D-Day Invasion of Europe, over the course of the war, customised field kits were developed for winter and desert conditions, deep-water fording and other combat needs.
Although the Willys MB was not the first four-wheel-drive vehicle, the Go Anywhere, Do Anything vehicle, but it did influenced every 4x4 built in its wake. The New York Museum of Modern Art includes a Military Jeep Brand 4x4 in its display of eight automobiles and regarded it as “one of the very few genuine expressions of machine art.”
Willys MB / Ford GPW:-
▪︎ Type: 1⁄4 ton 4x4 Utility Truck
▪︎ Place of origin: United States
▪︎ In service: 1941 until varying per country
▪︎ Used by: USA and its allies of World War Two
▪︎ Wars: World War Two, Korean War, Various post 1945 conflicts
▪︎ Designer: Karl Probst, Delmar G. Roos
▪︎ Designed: 1940 through early 1942
▪︎ Manufacturer: Willys-Overland (MB) / Ford (GPW)
▪︎ Produced: 1941 to 1945
▪︎ Number built: World War Two total = 647,925 including pre-production units – Willys MB: 359,489 / Ford GPW: 277,896
▪︎ Variants: Ford GPA ''Seep'' 12,778
▪︎ Specifications: (MB and GPW same)
▪︎ Mass: 2,453lb, curb weight (with engine fluids and full fuel) 2,337lb dry weight
▪︎ Length: 132 1⁄4 inch
▪︎ Width: 62 inch
▪︎ Height overall with top up: 69 3⁄4 inch reducible to 52 inch
▪︎ Crew: 3 to 4
▪︎ Main armament: designed to mount .30 or .50 caliber Machine Guns swiveling on post between front seatbacks
▪︎ Secondary armament: towing 37mm Anti-Tank Gun
▪︎ Engine: 2.2 litre Inline 4 Willys L134 ''Go Devil'' 60hp
▪︎ Power/weight: 54.0hp/ton
▪︎ Payload capacity: 1,200lb on-road, 800lb cross-country
▪︎ Transmission: 3 speed x 2 range transfer case
▪︎ Suspension: Live axles on leaf springs front and rear
▪︎ Ground clearance: 8 3⁄4 inch
▪︎ Fuel capacity: 12.5 imperial gallons
▪︎ Operational range: 300 miles
▪︎Maximum speed: 65mph.
Nicknamed the ''Duck'' the DUKW is an American Six-Wheel-Drive Amphibious Vehicle modified from the 2+1⁄2-ton CCKW Truck, used by the U.S Military during World War Two and the Korean War. Designed by a partnership under Military auspices of Sparkman & Stephens and General Motors Corporation (GMC) the DUKW was used for the transportation of goods and Troops over land and water. Excelling at approaching and crossing beaches in Amphibious Warfare attacks, it was intended only to last long enough to meet the demands of Combat. Surviving DUKW's have since found popularity as tourist craft in marine environments.
The name ''DUKW'' comes from General Motors Corporation model nomenclature:-
D - 1942 production series
U - Utility
K - front wheel drive
W - tandem rear axles, both driven
Decades later, the designation was explained erroneously by writers such as Donald Clarke, who wrote in 1978 that it was an initialism for "Duplex Universal Karrier, Wheeled". The U.S Navy-Marine Corps alternative designation of LVW (Landing Vehicle, Wheeled) was seldom used.
The DUKW was designed by Rod Stephens Jr. of Sparkman & Stephens, Inc. yacht designers, Dennis Puleston, a British deep-water sailor resident in the U.S and Frank W. Speir from the Massachusetts Institute of Technology. Developed by the National Defense Research Committee and the Office of Scientific Research and Development to solve the problem of 'resupply' to Units which had just performed an amphibious landing, it was initially rejected by the Armed Services.
The DUKW was built around the GMC AFKWX, a cab-over-engine (COE) version of the GMC CCKW Six-Wheel-Drive Military Truck, with the addition of a watertight hull and a propeller, she was powered by a GMC Model 270 4 litre straight-six engine with a five-speed overdrive transmission driving a transfer case for the propeller, then a two-speed transfer case to drive the axles. The propeller and front axle were selectable from their transfer case, a power take-off on the transmission drove an air-compressor and winch. The vehicle weighed 13,000lb empty and operated at 50mph on road and 5.5 knots (6.3 mph) on water.
It was not an Armoured Vehicle, being plated with sheet steel between 1⁄16 and 1⁄8 inch thick to minimize weight. A high-capacity bilge pump system kept it afloat if the thin hull was breached by holes up to 2in in diameter, one in four DUKW's mounted a .50 caliber Browning Heavy Machine Gun on a ring mount. The DUKW was the first vehicle to allow the Driver to vary the tyre pressure from inside the cab, the tyres could be fully inflated for hard surfaces such as roads and less inflated for softer surfaces, especially beach sand. This added to its versatility as an Amphibious Vehicle. This is now a standard feature found on many military vehicles.
When a United States Coast Guard Patrol Craft ran aground on a sand bar near Provincetown, Massachusetts, an experimental DUKW happened to be in the area for a demonstration. With winds up to 69 mph, rain, and heavy surf prevented conventional craft from rescuing the seven stranded Coast Guardsmen, but the DUKW had no trouble, so the Military opposition to the DUKW melted, and later proved its seaworthiness by crossing the English Channel. The final production design was perfected by a few engineers at Yellow Truck & Coach in Pontiac, Michigan. The vehicle was built by Yellow Truck and Coach Co. (GMC Truck and Coach Div. after 1943) at their Pontiac West Assembly Plant and Chevrolet Div. of General Motors Corp. at their St. Louis Truck Assembly Plant, 21,147 units were manufactured before production ended in 1945.
The DUKW was supplied to the U.S Army, U.S Marine Corps and the Allied Forces, and 2,000 were supplied to Britain under the 'Lend-Lease' program, 535 were acquired by Australian Forces, and 586 were supplied to the Soviet Union, which built its own version, the BAV 485, after the war. DUKW's were initially sent to Guadalcanal in the Pacific Theater, but were used by an Invasion Force for the first time in the European Theater, during the Sicilian Invasion, Operation Husky, in the Mediterranean. They were used on the D-Day Beaches of Normandy and in the Battle of the Scheldt, Operation Veritable, and Operation Plunder.
In the Pacific, USMC DUKW's were used to cross the coral reefs of islands such as Saipan and Guam and the tires were not affected by the coral. Some DUKW's used in World War Two were reported to have capsized while landing at Omaha beach during the Normandy Invasion.
DUKW's were also used in Lake Garda in Italy by the 10th Mountain Division in the final days of the war. One sank crossing from Torbole sul Garda to Riva del Garda on the evening of 30th April 1945, 25 out of the 26 onboard died. Two other DUKW's sank without casualties.
▪︎Type: Amphibious Transport
▪︎Place of Origin: United States
▪︎Manufacturer: GMC Truck and Coach Chevrolet
▪︎Produced: 1942 to 1945
▪︎Number Built: 21,1478
▪︎Mass: 13,600lb empty
▪︎Length: 31ft / Width: 8ft / Height: 8ft 10in with top up / 7ft 1in minimum
▪︎Crew: 1
▪︎Main Armament: Ring mount for .50in M2 Browning Machine Gun fitted to one out of four ▪︎DUKW's
▪︎Powerplant: GMC Model 270 91hp
▪︎Payload Capacity: 5,000lb or 24 Personnel
▪︎Suspension: Live axles on leaf springs
▪︎Operational Range: 400 miles on road
▪︎Maximum Speed: 50mph on road / 6.4mph in water.
Information sourced from – en.m.wikipedia.org/wiki/DUKW
A long flatbed truck with off-road suspension. The truck is based off of 7213 Off-Road Fire Truck. I made a few little mods here and there other than changing all of the colors, of course).
The flatbed has a captured alien ship under the net and its pilot in cuffs as well as a helicopter. Both the truck and the helicopter have flick missles. The helicopter all has twin machine guns.
The GMC 6x6 2.5 ton truck, nicknamed the ''Jimmy'' or ''Duece-and-a-Half'' was produced by General Motors in the United States and exported all over the world where it was in great demand.
With a powerful 6-cylinder engine and high ground clearance, the vehicle became the standard load carrier for the Allies during the Second World War. This truck served in all theatres and was particularly useful in difficult country were routes of supply were hard to negotiate.
An open-top cab version often had a ring mount for a 0.50 calibre anti-aircraft machine gun although the standard design was a canvas-topped cargo lorry used for transporting troops as often depicted in wartime films.
Specifications -
▪︎Engine: GMC 270, 91bhp
▪︎Speed: 40mph
▪︎Range: 165 miles.
CCKW stood for the following -
▪︎C - Designed in 1941
▪︎C - Conventional cab
▪︎K - All-wheel drive
▪︎W - Dual rear axle.
Information from The Muckleburgh Military Collection.
The 'Humber Pig' is a Lightly Armoured Truck used by the British Army from the 1950's until the early 1990's. The Humber Pig saw service with the Royal Ulster Constabulary (RUC) chiefly as an Armoured Personnel Carrier from late 1958 until early 1970. The Humber Pig became particularly well known from its presence on the streets of Northern Ireland during the worst of the Troubles.
Officially designated Truck, Armoured, 1 Ton, 4x4, the Humber Pig is based on the FV1600 Series of four wheel drive 1-ton payload Trucks manufactured for the British Army by Rootes from 1952 to 1955. The Humber Pig FV1611 is the Armoured variant of FV1601 CT Truck and the FV1612 the Armoured version of the FV1602 CT FFW Truck. As FV1609 an Armoured version was originally designed to fulfil many roles with Royal Armoured Corps, Royal Artillery, Royal Engineers, RS, REME and Infantry. The full Armoured body was fitted to fulfil the need for an Armoured Personnel Carrier until the Alvis Saracen could be delivered in numbers. The Armoured bodies were produced by J. Sankey as well as the Royal Ordnance Factories, of 3,700 Humber Trucks some 1,700 Pigs were produced.
Twenty prototype Humber Pigs FV1609A (no armoured rear roof) entered Troop trials in 1956, when these trials ended ten were issued to the RUC in October 1958. In 1960 the RUC Humber Pigs were upgraded with a rear roof to emulate the FV1611 that was then in production. The Truck chassis proved ideal for Urban Internal Security Duties, and ended up serving longer than the larger, heavier Saracens that were intended to replace them. As the Troubles in Northern Ireland escalated during the 1970's, some 487 'Army Pigs' were further modified with additional internal and external Armour during the period of September 1972 to July 1973. These were referred to as Mark II Vehicles, the last of the Mark II Humber Pigs were removed from service in the early 1990's.
Official designations :-
• FV1601, FV1602 — un-armored Cargo GS and FFW (fitted for wireless) Humber CT trucks.
• FV1609 — c1956 Prototype APC vehicle with removable rear roof, canvas roof, and removable windscreens.
• Mk 1 FV1611 and FV1612 plus FV1609 vehicles converted to Mk 1 Pig spec with fully integrated rear roof and armour. Side storage boxes in Northern Ireland to prevent terrorists from placing explosives.
• FV1620 — Humber Hornet, a dedicated converted FV1611 to Malkara missile-launching platform.
• Mk 2 FV1611 and FV1612 —Additional armour for protection against small-arms fire and rocket propelled grenades, ''barricade removers'' (heavy-duty bull bars) which enabled them to force their way through barricades erected in the streets.
Unofficial designations :-
Some vehicles were equipped with the machine gun turret from the Shorland ISPV. All below were developed for use in Northern Ireland.
• 'Flying Pig' — FV1611 with extending riot screens either side and roof.
• 'Holy Pig' — fitted with rooftop hatch surrounded by perspex screen (reference to the Popemobile)
• 'Kremlin Pig' — fitted with wire screening for protection against rocket propelled grenades (RPG-7's)
• 'Squirt Pig' — fitted with a water cannon beside driver for riot control.
• 'Foaming Pig' — fitted with a foam generator to diffuse bomb blasts.
• 'Felix Pig' — modified for bomb disposal duties.
• 'Turret Pig' — Has the machine gun from the Shortland armored vehicle installed for operation in the Armagh area.
Humber Pig (Truck, 1 Ton, Armoured, 4x4, Humber) :-
▪︎ Type :- Armoured Personnel Carrier
▪︎ Place of origin :- United Kingdom
▪︎Manufacturer :- Humber (Rootes Group) / Joseph Sankey & Sons (GKN) / Royal Ordnance Factories.
▪︎No. built :- 1,700
▪︎Variants :- Mk1, Mk2
▪︎Mass :- 4.8 ton Mk1 / 6.5 ton Mk2
▪︎Length :- 16ft 2in
▪︎Width :- 6ft 8in
▪︎Height :- 6ft 11in
▪︎Crew :- 2 + 6 (max. 8)
▪︎Main armament :- Limited fitting of 7.62×51mm L4 Light Machine Gun or .30 in 7.62×63mm Browning M1919 Machine Gun
▪︎Engine :- Rolls-Royce B60 6-cyl 4.2 litre petrol I-6 120hp
▪︎Operational range :- 250 miles
▪︎Maximum speed :- 40mph.
If playing in sand, dunes, mud, and rocky roads is your thing, and high-performance criterion is required, then the new 2024 Ford F-150 Raptor R should be your super truck of choice.
A revamped 5.2-liter supercharged V8 ignites the full-size, off-road pickup, dispersing a staggering 720 horsepower and 640 lb.-ft. of torque.
As we discovered in the baron lands of Indian Wells, CA, Ford’s indomitable Raptor R is groomed for Baja desert racing.
The M939 Truck is a 5-ton 6x6 U.S Military Heavy Truck, the basic cargo versions were designed to transport a 10,000lb cargo load over all terrain in all weather. Designed in the late 1970's to replace the M39 and M809 series of trucks, it has been in service ever since. The M939 evolved into its own family of Cargo Trucks, Dump Trucks, Semi-Tractors, Vans, Wreckers, and bare chassis / cabs for specialty bodies, 44,590 unis in all were produced.
In the late 1970's the M809 series 5-ton 6x6 Trucks, based on a 1949 design, were becoming old and mechanically dated. It was still a useful type, with 35,000 in service. A ''Product Improvement Package'' was developed to rebuild and update the M809 series into the M939 series. A new cab and hood are spotting features, but there were also other improvements.
In 1982 AM General, who built all M809's, began rebuilding M809's into the M939 and M939A1 series at their South Bend, Indiana plant. They would rebuild 24,100. A follow-up model, the all-new M939A2 series, was produced by Bowen-McLaughlin-York / BMY in Marysville, Ohio. They would build 20,490. In 1991 the M939 series was replaced by the all-new design M1083-M1091 Medium Tactical Vehicles.
All models of the M939 share a common basic chassis, cab, hood, and fenders, the basic truck is a 6x6 Heavy Truck. Early M939's were rebuilds of M809 vehicle chassis with a new automatic transmission, transfer cases, cab, and hood. Suffix –A2 are new production with later model Cummins engine. The vehicles have a wide variety of configurations and weights. Note that the motor and tyre specifications, along with other improvements, apply to the A2 versions (and A1 versions) of each base model listed below. There is an M928, an M928A1, and M928A2.
Cargo Truck M923-M928 :-
The M923 (M925 w/winch) was the standard cargo version of the series. It had a 14ft by 7ft body with drop sides so it could be loaded from the side by forklifts. It had a bottom hinged tailgate. Side racks, troop seats, and overhead bows with a canvas cover were standard.
The M927 (M928 w/winch), with an extra long wheelbase, had a 20ft by 7ft long box. There was no drop side version. Side racks and overhead bows with a canvas cover were standard but no troop seats were fitted.
M925A2 5-ton 6x6 Drop Side Cargo Truck specifications:-
▪︎Type: 5-ton 6x6 Trucks
▪︎Place of Origin: United States
▪︎Manufacturer: AM General / Kia Motors
▪︎Produced: 1982 to 1987 (AM General) / 1985 to present (South Korea)
▪︎Number Built: 44,590 (AM General)
▪︎Mass: 22,030lb / Length: 27ft 8in / Width: 8ft 1in / Height: 10ft 1in
▪︎Powerplant: Cummins 6CTA8.3 240hp engine
▪︎Transmission: 5 speed automatic x 2 range
▪︎Suspension: Beam axles on leaf springs
▪︎Maximum Speed: 55mph.
Sourced from Wikipedia en.m.wikipedia.org/wiki/M939_series_5-ton_6%C3%976_truck
– KrAZ-255V (КрАЗ-255В) –
The KrAZ-255 is a Soviet three-axle off-road truck with six-wheel drive (6x6), intended for extreme operations. It was manufactured at the KrAZ plant beginning from 1967. The KrAZ-255 was developed directly from its predecessor, the KrAZ-214 (produced 1956-1967). Despite being very similar at first glance (both using the same cab, flatbed as well as the suspension) there are few major differences.
Firstly, the 255 used new and much more powerful engine - the YaMZ-238 (same used in MT-LB tracked APC) replacing the previously used and sensibly weaker YaAZ-206B which was used in the 214. The 255 also featured new and more reliable transmission, the YaMZ-236N, instead of the previously used YaAZ-204. It also featured new headlights (which were now, together with turn signals, located in their own housings mounted on the fenders) and, most notably, much wider tyres (1300x530x533 in dimensions) which offered lighter ground pressure and thus, even greater off-road capabilities when compared to its predecessor.
Along with Ural, ZiL, Kamaz, GAZ and MAZ, the KrAZ once represented one of six models of cargo/towing trucks (in its basic version, the KrAZ-255B) used by the Soviet Armed Forces, as well as by many civilian organizations in the former Soviet Union (mainly by various construction plants) where it was also used as a logging (the KrAZ-255L/L1) and dump truck (the KrAZ-256).
Since the KrAZ-255 was the heaviest (weighing 12 tons empty) and most powerful (using a 14,900ccm engine, producing 240 hp) of all Soviet three-axle 6x6 military cargo trucks, it was most often used for towing heavier artillery pieces (such as D-74, M-46 and 2A65 howitzers or T-12 anti-tank gun) and also for towing various aircraft from their hangars to runways, or vice versa (in tractor-unit version, the KrAZ-255V).
Furthermore, it was also used as a platform for control cabin and the antennas of PRV-9/1RL19 Naklon (NATO reporting name: ''Thin-Skin'') and PRV-16/1RL132 Nadyozhnost (NATO reporting name: ''Odd-Pair'') Soviet height-finding radars, as well as for various engineer duties in specially-designed versions (such as PMP collapsible ferryboat intended to be used as a pontoon bridge and TMM-3 mobile bridgelayer) which are still being used today by various military forces across the globe.
The KrAZ-255 ultimately evolved into a new model as its successor in 1979, the KrAZ-260, whose only difference was a new design of cab and the interiors. Despite that however, the KrAZ-260 did not replace it in production, but was actually produced alongside it up until 1994, when both were finally discontinued in favour to KrAZ-6322 (a modernized model of KrAZ-260).
– SPECIFICATIONS –
▪︎Manufacturer – KrAZ, called Sungri 256 (North Korea) and Sungri 64 (North Korea)
▪︎Production – 1967–1994
▪︎Class – 6x6 Off Road Truck
▪︎Powertrain – 14.9L YaMZ-238 V8 diesel engine, 240 PS @ 2,100 rpm
▪︎Transmission – 5-speed YaMZ-236N manual gearbox
▪︎Wheelbase – 17 ft 5 in
▪︎Length – 28 ft 4.4 in
▪︎Width – 9 ft
▪︎Height – 9 ft 8 in
▪︎Curb weight – 26,350 lb
▪︎Predecessor – KrAZ-214
▪︎Successor – KrAZ-260
▪︎Top speed – 44 mph.
– VARIANTS –
▪︎KrAZ-255B (КрАЗ-255Б) – 12-ton Cargo Truck, mass production started since 8th August 1967
▪︎KrAZ-255B1 (КрАЗ-255Б1) – Cargo Truck, mass production started since 1979
▪︎KrAZ-255V (КрАЗ-255В) – Tractor Unit
▪︎KrAZ-255L (КрАЗ-255Л) – 23-ton Log Truck
▪︎KrAZ-255L1 (КрАЗ-255Л1) – Log Truck, mass production started since 1980
▪︎KrAZ-256 (КрАЗ-256) – 12-ton Dump Truck
▪︎ATZ-8,5 (АТЗ-8,5) – Fuel Tanker on KrAZ-255 chassis
▪︎КS-3572 (КС-3572) – Military Crane on KrAZ-255 chassis
▪︎EOV-4421 (ЭОВ-4421) – Military Excavator on KrAZ-255 chassis
▪︎ТММ-3 (Tyazhyolyy Mekhanizirovannyy Most) – Bridgelayer on KrAZ-255 chassis, since 1974
▪︎PMP (Pontonno-Mostovoy Park) – Pontoon Bridge on KrAZ-255 chassis
▪︎PRV-9 and PRV-16 (Podvizhnyy Radiolokatsionnyy Vysotomer) – Height-finding Radars on KrAZ-255 chassis
▪︎122mm BM-21 Grad on KrAZ-255 chassis - several vehicles were made in Tajikistan
▪︎Jupiter – 130mm Self-propelled Gun (a Soviet 130mm Field Gun M-46 on KrAZ-255B chassis) several vehicles were made in Cuba
▪︎PTH130-K255B – 130mm Self-propelled Gun (a Soviet 130mm Field Gun M-46 on KrAZ-255B chassis) One test prototype was made in Vietnam
Information sourced from – en.m.wikipedia.org/wiki/KrAZ-255
The GMC 6x6 2.5 ton truck, nicknamed the ''Jimmy'' or ''Duece-and-a-Half'' was produced by General Motors in the United States and exported all over the world where it was in great demand.
With a powerful 6-cylinder engine and high ground clearance, the vehicle became the standard load carrier for the Allies during the Second World War. This truck served in all theatres and was particularly useful in difficult country were routes of supply were hard to negotiate.
An open-top cab version often had a ring mount for a 0.50 calibre anti-aircraft machine gun although the standard design was a canvas-topped cargo lorry used for transporting troops as often depicted in wartime films.
Specifications -
▪︎Engine: GMC 270, 91bhp
▪︎Speed: 40mph
▪︎Range: 165 miles.
CCKW stood for the following -
▪︎C - Designed in 1941
▪︎C - Conventional cab
▪︎K - All-wheel drive
▪︎W - Dual rear axle.
Information from The Muckleburgh Military Collection.
This armoured Land Rover was nicknamed the ''Pizza Truck'' by the journalists and crew at CNN. The cab at the front of the vehicle was armoured to protect passengers. Originally there was a large box on the back for equipment, which gave the vehicle it's nickname. The truck has undergone many modifications, it was also repainted. Cameraman Dave Rust thought the choice of camouflage was unusual, ''I never saw any oak trees while travelling around Afghanistan''.
''Foley Specialist Vehicles'' have been converting the Land Rover Defender 130 since 1983 when they first hit the streets. Back then the 130 (then known as the 127) was short in supply, so they took 110 Land Rovers and extended them to 127″. In some cases they had 5 vehicles at a time lined up for conversion, so no job was too small !
They developed a few years later the Defender 130 Station Wagon, which was built to order as the Defender 110 was too small for carrying people and supplies. This was also a great conversion for ‘Bush’ and ‘Site’ Ambulances. they continue to build the 130 Station Wagon to date and have built over 100 units, in all kind of colours and specifications. They continue to build the Legend of a Defender to order or take them your current 130 Defender and they will convert it to a 130 Defender. The vehicle will only be required for 4 weeks (depending on the conversion).
▪︎Defender 130 Station Wagon
▪︎Defender 130 Station Wagon utility
▪︎Defender 130 Station Wagon Extra body
▪︎Defender 130 Station Wagon Twin ‘B’ Post.
1944 – Ex Texas Rangers vehicle, left to a wood merchant in Mâcot-la-Plagne.
(1941-1945) WILLYS MB
One of the first mass-produced military vehicles in the United States, the Willys MB (and Ford GPW) U.S Army Jeep is the culmination of war-time ingenuity, standardization and strategic personalization for transport of personnel and cargo. Soon to become the ubiquitous, ''world-famous'' Jeep, the Willys MB and Ford GPW models were very effective on the ground, with many standardized features such as 6.00x16 tyres, 60 honest horsepower at 4,000rpm, a gasoline can bracket on the left rear, provisions for trailer lights, spark interference suppression, a blackout light system, twin top bows and sealed spring shackles.
Prior to the production of the MB/GPW, other attempts were made to satisfy the Army's need for a Light Utility Vehicle including the first prototype presented by the American Bantam Car Company. Nicknamed the ''Blitz Buggy'' this vehicle concept which was the first bid accepted by the Army, as it satisfied the Army’s Ordnance Technical Committee specifications that the vehicle has:
▪︎Four-wheel drive.
▪︎Crew of three.
▪︎A wheelbase of no more than 75in and tracks no more than 47in.
▪︎A fold-down windshield.
▪︎A 660lb payload.
▪︎An engine capable of 85 ft lb of torque.
▪︎With an empty weight of no more than 1,300lbs. (590 kg).
While the ''Blitz Buggy'' did satisfy these requirements, Bantam was not able to deliver with the fiscal strength or production capability needed to win the contract with the War Department. As as result, Ford and Willys were asked to product their own pilot models for testing, the results of which would determine the contract. The original pilot models were submitted and named accordingly. The Willys Quad by Willys Overland, the Ford Pygmy by Ford and the BRC 60 by Bantam were accepted and orders were given for 1,500 units per company, with a revised weight limit of 2,160Ib. During these pre-production runs, each vehicle was re-named. The Willys Quad became the “MA”, the Ford Pygmy became the “GP”, and the “BRC 60” became the “BRC 40”. By July of 1941, the War Department, needing standardization, selected Willys-Overland to fulfill its contract, on account of the MA’s powerful engine, silhouette, low bid ($748.74/unit), and because of the company’s ability to fulfill production needs, ordering another 16,000 vehicles.
Absorbing some of the design features of the Bantam and Ford entries, the Willys “MA” was then renamed the Willys “MB”, and featured the powerful “Go Devil” engine and a welded flat iron “slat” radiator grille (which was later replaced by a stamped grille in March of 1942). By October 1941, due to an increased demand for production, Ford was contracted to assist Willys-Overland and changed their model’s name from “GP to “GPW”, with the "W" referring to the "Willys" licensed design. During World War Two, Ford produced some 280,000 of these vehicles.
The MA and early MB's had the “Willys” name stamped into the left rear panel; however, in the spring of 1942, the War Dept. decided not to feature the logo and removed them. Early MB's had a wiper for each side of the windshield, which were hand operated in contrast to later configurations. The windshields also varied slightly. The first 3,500 produced used an MA-type frame, which had a shorter distance between the cowl and the glass frames (4in) The later models had a 6in measurement, and were noticeably taller. In the earlier model MB's, the gas tank still had rectangular lower corners, as opposed to later versions.
While earlier black-out lamps for the MB were used as aids to see other vehicles in the convoy, later MB's feature a large blackout headlamp mounted on the left front fender that was used to help the driver see where he was going. The headlamps on all World War Two Willys MB and Ford GPW Jeeps hinged up so they could illuminate the engine compartment in dark times. In 1942 the MB Jeeps got combat wheels, replacing the original stamped and welded version. Combat wheels were heavier and bolted together to facilitate field repair, and also had the ability to transport the vehicle for a distance with deflated tires. All jeeps had brackets for their pioneer tools mounted on the left side below the entryway.
Rounded rear corners were found on the bodies of all the production Jeeps, both Willys MB and Ford GPW models. All models also featured larger bumperettes, exterior handles for manual extrication from sticky terrain, and two top bows to raise the height of the canvas and keep it from pounding the heads of the front seat occupants. The instrument panels began to look more militarized on the MB and GPW. Instruments were separate (oil pressure, fuel level, ammeter, water temperature, speedometer) had black faces, and were externally illuminated. The in-out lever for the front differential, and the transfer case lever, were on the right side of the transmission lever, as those components had migrated from the left side on the Bantams to the right side on the production models.
Sourced from www.kaiserwillys.com/about_willys_jeep_mb_history_specs
1944 – Ex Texas Rangers vehicle, left to a wood merchant in Mâcot-la-Plagne.
(1941-1945) WILLYS MB
One of the first mass-produced military vehicles in the United States, the Willys MB (and Ford GPW) U.S Army Jeep is the culmination of war-time ingenuity, standardization and strategic personalization for transport of personnel and cargo. Soon to become the ubiquitous, ''world-famous'' Jeep, the Willys MB and Ford GPW models were very effective on the ground, with many standardized features such as 6.00x16 tyres, 60 honest horsepower at 4,000rpm, a gasoline can bracket on the left rear, provisions for trailer lights, spark interference suppression, a blackout light system, twin top bows and sealed spring shackles.
Prior to the production of the MB/GPW, other attempts were made to satisfy the Army's need for a Light Utility Vehicle including the first prototype presented by the American Bantam Car Company. Nicknamed the ''Blitz Buggy'' this vehicle concept which was the first bid accepted by the Army, as it satisfied the Army’s Ordnance Technical Committee specifications that the vehicle has:
▪︎Four-wheel drive.
▪︎Crew of three.
▪︎A wheelbase of no more than 75in and tracks no more than 47in.
▪︎A fold-down windshield.
▪︎A 660lb payload.
▪︎An engine capable of 85 ft lb of torque.
▪︎With an empty weight of no more than 1,300lbs. (590 kg).
While the ''Blitz Buggy'' did satisfy these requirements, Bantam was not able to deliver with the fiscal strength or production capability needed to win the contract with the War Department. As as result, Ford and Willys were asked to product their own pilot models for testing, the results of which would determine the contract. The original pilot models were submitted and named accordingly. The Willys Quad by Willys Overland, the Ford Pygmy by Ford and the BRC 60 by Bantam were accepted and orders were given for 1,500 units per company, with a revised weight limit of 2,160Ib. During these pre-production runs, each vehicle was re-named. The Willys Quad became the “MA”, the Ford Pygmy became the “GP”, and the “BRC 60” became the “BRC 40”. By July of 1941, the War Department, needing standardization, selected Willys-Overland to fulfill its contract, on account of the MA’s powerful engine, silhouette, low bid ($748.74/unit), and because of the company’s ability to fulfill production needs, ordering another 16,000 vehicles.
Absorbing some of the design features of the Bantam and Ford entries, the Willys “MA” was then renamed the Willys “MB”, and featured the powerful “Go Devil” engine and a welded flat iron “slat” radiator grille (which was later replaced by a stamped grille in March of 1942). By October 1941, due to an increased demand for production, Ford was contracted to assist Willys-Overland and changed their model’s name from “GP to “GPW”, with the "W" referring to the "Willys" licensed design. During World War Two, Ford produced some 280,000 of these vehicles.
The MA and early MB's had the “Willys” name stamped into the left rear panel; however, in the spring of 1942, the War Dept. decided not to feature the logo and removed them. Early MB's had a wiper for each side of the windshield, which were hand operated in contrast to later configurations. The windshields also varied slightly. The first 3,500 produced used an MA-type frame, which had a shorter distance between the cowl and the glass frames (4in) The later models had a 6in measurement, and were noticeably taller. In the earlier model MB's, the gas tank still had rectangular lower corners, as opposed to later versions.
While earlier black-out lamps for the MB were used as aids to see other vehicles in the convoy, later MB's feature a large blackout headlamp mounted on the left front fender that was used to help the driver see where he was going. The headlamps on all World War Two Willys MB and Ford GPW Jeeps hinged up so they could illuminate the engine compartment in dark times. In 1942 the MB Jeeps got combat wheels, replacing the original stamped and welded version. Combat wheels were heavier and bolted together to facilitate field repair, and also had the ability to transport the vehicle for a distance with deflated tires. All jeeps had brackets for their pioneer tools mounted on the left side below the entryway.
Rounded rear corners were found on the bodies of all the production Jeeps, both Willys MB and Ford GPW models. All models also featured larger bumperettes, exterior handles for manual extrication from sticky terrain, and two top bows to raise the height of the canvas and keep it from pounding the heads of the front seat occupants. The instrument panels began to look more militarized on the MB and GPW. Instruments were separate (oil pressure, fuel level, ammeter, water temperature, speedometer) had black faces, and were externally illuminated. The in-out lever for the front differential, and the transfer case lever, were on the right side of the transmission lever, as those components had migrated from the left side on the Bantams to the right side on the production models.
Sourced from www.kaiserwillys.com/about_willys_jeep_mb_history_specs
The AEC Model 850, also known as the 'FWD R6T' was available in two versions, as an Artillery Tractor and a Recovery Vehicle both used by the British Army, it was in production from 1929 to 1936 and 57 units and one prototype was produced. In 1928 several truck manufacturers were asked by the British Army to develop a Six-Wheel Drive Artillery Tractor. In addition to English companies such as Guy Motors, Leyland and Scammell, the American company FWD (Four Wheel Drive Lorry Company) with a branch in Slough, was also invited. The vehicles had to be able to carry a trailer load of approximately 6 tons.
FWD came up with the R6T, which was the manufacturer's first Six- Wheel Drive Vehicle, it was equipped with a Dorman JUL six-cylinder petrol engine with side valves, a 6.6 litre engine producing 78hp. All wheels were driven via a four-speed gearbox and an additional reduction gearbox allowing them to operate in high and low ranges could be used (4F1Rx2) In 1929 the prototype was delivered to the British Army for testing. At the end of that year, the vehicle came back to the factory. FWD was given an order for nine vehicles, but some changes were necessary. In 1929 FWD and AEC entered into a partnership, components were replaced with AEC equipment. The engine was replaced by an AEC A136 with overhead valves, which had a smaller displacement of 6.1 litres, but with 95hp it had more power. The gearbox was also exchanged for a version of AEC. Adjustments to the driver's cab and superstructure were also made, the most notable being the position of two Crew members next to the engine slightly ahead of the Driver. The cabin and cargo hold were open, but could be covered with a canvas roof.
In 1932 the English branch of FWD was taken over by AEC, the type designation of the vehicles changed from R6T to AEC Model 850. A total of 24 units were built at FWD in Slough and 33 units at the AEC factory in Southall between 1932 and 1936, a total production of 57 units. At the outbreak of World War Two, a number of vehicles were sent to France between 1939-1940 with the British Expeditionary Force (BEF). Many of them were left behind during the evacuation of the BEF in May 1940. The only surviving example is this one at the Imperial War Museum in Duxford, which was fully restored in 1970.
▪︎Type: Artillery Tractor / Recovery Vehicle
▪︎Place of Origin: United Kingdom
▪︎In Service: 1939 to 1940
▪︎Used By: British Army
▪︎Conflicts: World War Two
▪︎Designer: FWD (Four Wheel Drive Lorry Company)
Designed:
▪︎Manufacturer: FWD (Four Wheel Drive Lorry Company) / AEC (Associated Equipment Company)
▪︎Crew: 1 Driver + 8 Crew
▪︎Produced: 1929 to 1936
▪︎Number Built: 57
▪︎Mass: 8.7 tons / Length: 19ft 3in / Width: 7ft 6in / Height: 8ft 7in
▪︎Powerplant: AEC A136 6.1 litre 6-cylinder petrol engine, 95hp
▪︎Drive: 6x6
▪︎Transmission: Four speed gearbox
▪︎Maximum Speed: 20mph.
Taken from Wikipedia nl.m.wikipedia.org/wiki/AEC_Model_850 and other sources.