Introduction: WW1 Military Trucks:

-Dodge M1918 light repair truck (1918)
-Jeffery Quad/Nash Quad (1916)
-FWD Model B (1912)
-Standard B Liberty truck (1917)
-Mack AC (1916)
-Federal truck (1919)

In 1917, USA, once fully committed produced a formidable effort to standardize truck production and answer the need to provide mobility to a first wave of 500,000 doughboys mobilized in Europe. The "liberty truck" was the result, notably the "standard B" of which 10,000 were manufactured by scores of companies. Until then, these were accostumed to make their own thing, and in small series. In WW2, these numbers would go up ten fold and more.

Once peace was signed and Doughboys home, many of surplus trucks made a career in civilian service. But the US Army, once reaching for the American Expeditionary Forces alone, 4 million at V-Day, rapidly dwindled down and the US went back to the usual peacetime corps. There was no desire to maintain a large force. Those who came back shared the nightmare of trench warfare and saw 320,000 casualties between 53,402 deaths, 63,114 noncombat deaths, 204,000 wounded plus 25,000 more due to the influenza pandemic by the fall of 1918.

Interwar trucks

Pacifism as said above meant that military truck production was reduced to very little: The War Department in 1919 still advocated for 500,000 but the Congress wanted 175,000 and next 125,000. By 1924, 111,000 was the cap not to pass, and for perspective it was just 11,000 more than Germany was allowed by the Treaty of Versailles. And it was not only personal, but the existing corps, artillery, cavalry, armor, were starved from money and manpower.

Despite of this, some like Patton and Eisenhower, which saw the potential of technologies like tanks and aviation, wanted to draw attention on not lossing the edge on future land/air warfare. It was all down covering the most pressing needs of the Army and innovation was left in a corner. The Army just fought daily for its basic, daily working and tried to justify itself, finding new missions that could be useful in peacetime.

They did. Along the national guard, they were comitted in social events, like riots and mass strikes, and participated in charitable and disaster relied enterprises. Tanks were slow in coming, but also trucks, as the need for mobility was no longer required, at least with a permanent park. When troops needed to be moved from their forts and barracks to a location, they simply took the train.

And then came the great depression: Appropriations for the military expenses of the War Department were just becoming more constant at a yearly $300 million in the late 1920s. This was still half the estimated cost of fully implementing force structure authorized in the National Defense Act. Maintaining personnel strength rather than procuring new equipment became the order of the day, and the army did what it could with its WWI arsenal, mostly of French origin, and/or licence-built in the US, as were also a bunch of M1918 light tanks and Liberty Mk.VIII Heavy Tanks. Trucks were mostly vintage Standard B, thanks to off-road capabilities. Army arsenals and laboratories on their sides had too small budgets to really help replacing this ageing park.

Before 1929 just a quarter of the officers, half of enlisted men were available for assignment to tactical units. Other units only existed on paper of had a skeleton personal to run administratively. Nine infantry divisions composed that way, making the bulk of the US Army at the time, correponded in reality to three full divisions. Difficult to order new trucks in these conditions, since the ones delivered were barely ten years old and were maintain as best as possible. But then came "black friday", the wall street crash, and financial crisis that caused the Great Depression.

1930

At last that year saw a procurement to replace the ageing WWI FWD Model B. This had been from 1912 and until 1926 one of the main trucks and tractors of the US Army with 16,000 built total. The company behind, the Four Wheel Drive Auto Company was specialized indeed in off-road trucks and thus interested the Army pre-WWI as during the interwar, just as Chevrolet and Ford.

In 1932, AEC took a controlling interest in the British company AEC, marketed as "Hardy" and if production ceased in 1936, AEC exploited this experience for the Matador (4x4) and Marshall (6x6). Meanwhile FWD proposed the light utility lorry 2-ton 4x4 1930 (100+ Cargo and tank models). It was not mass produced for the military and only replaced elderly models.

If that was not bad enough, the situation degraded faster for the US Army, with massive cuts in appropriations and pay. Gasoline was now barred, and both travel and training were only possible by going on foot to one location or another. The truck park in 1933 was not only aged, but also "dry" and lacking proper maintenance. The Roosevelt administration afterwards tried to mitigate the effect of the depression but they were still there in 1939, fuelling the peace movement and isolationnism of the US, whereas in Europe, everybody was rearming massively and fast.

But one man would still try to do the best for the Army, and setup an intellectual vision for future mechanized warfare, LTC George C. Marshall, assistant commandant of the Infantry school between 1927 and 1933. He really instilled the leadership and intellectual vision required for the next war and milited for transformation from Fort Benning in Georgia, shaping the minds of some 150 future generals in World War II, with 50 future generals working for Marshall on the faculty at this time. The 1936 civil war in Spain came, but lessons were not taken in account, despite many reports from U.S. Army Attaches about the nature of this war, which was partly old-school but also brough new elements to the mix.

At least after the war started in Europe, industry was mobilized and the truck and tractor industry, less than the aviation though, received orders from France and Britain. The first genuine corps and Army maneuvers in the history of the United State occurred in May 1940. Many lessons were drawn from these, and the "tank gang" led by Patton and Eisenhower, supported by Marshall, won the day, accelerating tank development in the US. Meanwhile, prospects were made to radically renew US mobility on more massive scale, between hopes of exports and rising domestic needs.

1935

As the international situation degraded (Italy's conquest of Abyssinia, Hitler's rearming of the Ruhr, massive rearming of France in response, Japan withdrawing from treaties and ramp up its war in China... The US Army launched a request for proposal for a new light truck. One company won the order, with the Indiana 16x4 2+1⁄2-ton 4x4 produced in 1934-1935 in Open and closed cabs. I have little to no more informations about it. This was a pretty obscure model, still relevant 1939 but for the sake of standardization and maintenance, never left the US territory and was confined to the National Guard service in WW2.

1939

In September 1939 the war started after the German invasion of Poland, and France and Britain, having declared war, ramped up ther military production while multiplying orders to US firms. The US, while still fiercly neutral and pacifist at the time was started to wake up to the looming danger or a new war. While FDR tried to cleverly prepare the opinion, both the armt and navy geared for war, establishing specifications by droves. It was at the moment that new ones were written for the renewal of the ageing US Military truck fleet. Let's cite among others:

-The Ford/M.-H. 1⁄2-ton 4x4 (1939)- Prototypes only, Light repair truck
-The Dodge 1+1⁄2-ton 4x4 1939-1940 (Wide range of bodies).


The Dodge T110 also was built by Canada during the war, up to 200,000.

1940

In 1940 the truck and car industry were fully mobilized; Notably to produce thousands of tanks desperately needed by Britain after the fall of France. At the same time, the obsolete park of garrison trucks needed to be rapidly updated, as shown by the manoeuvers. The troops that were motorized clearly were at an advantage. They arrived at the same conclusion as the British on Salisbury Plains in 1929, but ten years later. And this time they had the industrial muscle and budget to get it moving.

In 1940, three large truck orders were passed: The "general purpose" 1/4 ton truck better known as the "Jeep" or GPW by Willys and Ford being the most famous, but also more massive vehicle like the Chevrolet G506 1+1⁄2-ton medium truck and the Diamond T 968 4-ton 6x6 (1940) heavy truck. In 1941 it was even more impressive and skyrocketed in December as the US went at war. Not only they still needed to support the allies, but themselves, to fight on two fronts.

1941

Practically all significants trucks were started this year alone, production running until 1945.


Brockway B 666 Bridge Erecting truck


U8144T


M25 Tank Transporter Dragon Wagon


Diamond T truck of the Royal Dutch Army


The Rugged Boys 1943 Ward LaFrance M1A1 Model 1000 Series 5


Diamond T (Dutch Army)


Mack NO


Dodge-1/14 tons at Armistice day, 100 Easter Rally, 22 March 2018


Marmon-harrington Ford 4wd

Main manufacturers

Dodge

Civ-1939 Dodge TE32 VC serie


1940 Fargo truck


Dodge D 15

D15 Article

Dodge T-203 VF-407 Ambulance 12ton serie


Dodge halve ton WC4 Weapons Carrier


Dodge-WC54 Ambulance


Dodge K39 x 4USA 1934 Experimental 1half-ton 4WD

Minor manufacturers

-Diamond
-Autocar
-Brockway/LaFrance
-White/Corbitt
-Brockway
-Corbitt
-Ward LaFrance
-Four Wheel Drive Auto Company
-Inl

List of the most common vehicles

• Autocar U8144T 5-6 ton 4x4 (1941) 2,711 Semi-tractor for pontoon bridges
• Brockway B666 6-ton 6x6 (1941) 219,882 Bridge, crane, cargo fire, van, made by 5 other manufacturers, 6-ton 6x6 truck, G512, 514, 547, 569
• Chevrolet G506 1+1⁄2-ton 4x4 (1940), 168,603, 15 bodies
• Chevrolet AFWX-354
• Diamond T 968 4-ton 6x6 (1940) 30,000 Cargo, dump, wrecker & special bodies
• Diamond T 980 12-ton 6x4 (1941) 6,554 Tractor for M19 Tank Transporter
• Dodge WC 1⁄2-3⁄4 ton 4x4 (1941), 255,000+ 10+ bodies
• Four Wheel Drive Auto Company (FWD) SU-COE 5-6 ton 4x4
• GMC CCKW 2+1⁄2-ton 6x6 (1941) 562,750 12+ bodies
• GMC DUKW 2+1⁄2-ton 6x6 (1942) 21,147 Amphibious CCKW
• Mack NJU 5-6 ton 4x4 (1941) 692 Semi-tractor for pontoon bridges
• Mack NR15 10-ton 6x4
• Mack NM 6-ton 6x6 (1940) 8,400+ Prime mover cargo truck
• Mack NO 7+1⁄2-ton 6x6 (1943) 2,050 Prime mover cargo truck
• M1 Wrecker 10-ton 6x6 (1941) 5,765 Standard heavy wrecker also built by Ward LaFrance and Kenworth
• Pacific M26 12-ton 6x6 (1943) 1,372 Semi-tractor for M25 Tank Transporter "Dragon Wagon"
• Reo 28 XS 10-ton 6x4
• Studebaker US6 2+1⁄2-ton 6x6 (1941) 219,882, 8 bodies
• Willys MB 1⁄4-ton 4x4 (1941), 639,000+ Also built by Ford as GPW
• White/Corbitt 6 ton 6x6 Prime Mover
• White (many models)
• INL KR-11 5 ton 4x2 dump truck, M5-6 318 2-1/2 ton 6x6 swb

US Army and navy staff cars

Bantam Reconnaissance Car
Ford GTB
6x6 Willys 'MT-TUG' ("Super-Jeep")
-Willys MB light truck
-Ford GPA ("Seep")
Buick Century Series 60
1941 Plymouth P11 Staff Car
Ford Fordor 1942 Staff Car

WW2 US Army artillery tractors

Holt tractor, the grandaddy of artillery tractors


Allis-Chalmers M6 HST of late war, still used in Korea. Built February 1944-August 1945 (1,235 built), it was designed to replace all tanks chassis.

The M2, M4*, M5*, M6*, M8* (* high speed tractors) were all semi-armored or softskin, tracked artillery tractors developed from 1941 to 1946 and ofteen seeing combat in Korea as well. The tank-based M33 Prime Mover was a converted M31 TRV based on the M3 medium (109 converted 1943–44) and the M4 Sherman based M34 Prime Mover (from the M32B1 TRV based on the M4A1 - 24 converted by Chester Tank Depot in 1944), the M35 Prime Mover (M10A1 tank destroyer conversion/M4A3 chassis) fitted with air brakes for the 155 mm and 240 mm artillery. There was also the British-used Sherman Gun Tower, turretless M4A2 for the 17 pdr AT gun and the rare Wolverine Gun Tower. It should be noted that softskin trucks such as the the Mack NO 6x6 truck was used for the 155mm “Long Tom”, and the Dodge WC4 & WC22 the M3 anti-tank cannon. But also armored wheeled vehicles such as the White Scout Car, M2 and M3 half tracks towed various ordnance.

WW2 US motorcycles

Harley-Davidson WLA motorcycle, here from the Berlin Constabularoru force. She was built 1929 - 1945 and 1949 - 1952 to about 90,000 produced during the war itself.

Harley-Davidson XA motorcycle. A BMW R71 inspired model asked for by the US Army in 1942 with a shaft drive, boxer engine and other features, 1000 produced.

Matchless WG3L

Indian 841

1942 Indian Scout 500, the 741. No used by the US Army but widely exported to commonwhealth nations. During World War II, Chiefs, Scouts, and Junior Scouts were used for various purposes by the Army and others under Lend Lease, but the Harley-Davidson WLA ws the standard. An early war military design was based on the 750 cc (46 cu in) Scout 640 but was too expensive or heavy, and the following 741B was not selected. About 1,000 experimental versions with the 750 cc motor sideways and shaft drive were also tried as the Moto Guzzi 841, while the experimental M1 light motorcycle was designed for Airborne forces but never past prototype stage.

Complete listing

Trucks

Ford

Ford US was already a juggernaut prior to the war and provided the essential of the aoutomotive and lorry market in the US wich GM and Chevy. Properly military models emerged in WW2 such as the Ford WOA2 E&L Transport, added to the "civilian pattern" Ford B3000 S, V3000S, V3000A, BB, V8-51, V8 M1931, and V8 M1937. They all saw service with US Army or Marines in small numbers due to their inadequacy as 4WD vehicles.

The case of Ford Canada: During World War II, Ford Motor Company of Canada produced some 335,000 vehicles but also a few cars and station wagons or trucks on civilian grade, and of course properly CMP's (Canadian Military Pattern). Bodies were all a military design, with Ford running gear. It should be added tha General Motors also built CMP based on Chevrolet power trains. CMP also produced armored Universal Carriers.

The case of Ford Germany: G. Ford's excellent relationships with Germany meant the company had no problem installing a factory in the 1930s. Ford-Werke Aktiengesellschaft founded in Cologne had been building commercial vehicles since May 4, 1931 indeed. A V8 powered vehicle was further refined by local engineer Richard Bussien to produce 75 hp (55 kW) and led to the V8-51 in 1936, a 3-t truck 3.6 l 90 hp (66 kW) soon adoped for road transport by a variety of services and companies. The army was interested but not authorized yet. With the Ford engine swap system, it was even more usble by teh army. The fuel shortage in Germany, led to fit on them Imbert wood carburettors. However public opinion in the US about Nazi Germany eventually constrained Ford in the autumn of 1937 to the the company logo to be removed from the front of vehicle from Cologne, the local Cathedral being used instead. The German Wehrmacht was allowed at last to purchase vehicles from the summer of 1937 and the Schell Plan was drawn up in 1939 to standardize truck production, effective from January 1, 1940. Standardization and simplification, shorter supply and maintenance lines at the front meant the standard became the 3-ton truck produced by Ford Germany. Only change from 1942 was the production of the Ford 77-81 ("Barrel-Nose-Truck") ceasing due to the stop of parts from the USA.

Experimental half tracks

T1E1(M1), T5, T7, T9 half-tracks

Intermediate Trucks

-G8T 2-1/2 ton 4x2 Truck

International Trucks

International B2, model 1937

Chevrolet Trucks

Chevrolet m1931, m1936, G-506, G-7107 4-1/2 ton 4x4, 3116 1-1/2 ton 4x2

Studebaker Trucks

6x4 U5, 6, 7, U4 bz35S 2-1/2 ton 6x6

Dodge Trucks

M1931
-Dodge T203B
-Dodge WF-32
-Dodge 1⁄2-ton Ambulance
-Dodge 1⁄2-ton Carry-all
-Dodge 1⁄2-ton (Radio) Command Reconnaissance
-Dodge 1⁄2-ton Truck, Closed Cab
-Dodge 1⁄2-ton Truck, Open Cab
-Dodge 1⁄2-ton (Radio) Panel Van
-Dodge 1⁄2-ton Telephone Service (K50)
-Dodge 1⁄2-ton Trucks, Emergency Repair
-Dodge WC-51/52 (3⁄4-ton Trucks, Weapons Carrier)
-Dodge WC-53 (3⁄4-ton Carryall)
-Dodge WC-54/64 (3⁄4-ton Ambulance)
-Dodge WC-55 (3⁄4-ton Truck, M6 Gun Motor Carriage)
-Dodge WC-56/57/58 (3⁄4-ton (Radio) Command Reconnaissance)
-Dodge WC-62/43 (G-507, 11⁄2-ton, 6x6 truck)

General Motors

-Dodge M6 GMC
-GMC CCKW CCKW-353
-GMC SWB CCKW-352
-GMC 1939 ACKWX 353 3 ton 6x6 truck
-GMC AFWX-353 3 ton 6x4 truck
-GMC DUKW 353 2-1/2 ton 6x6 truck
-GMC C.O.E. AFKWX

Diamond trucks

-Diamond T Model 980/981 12-ton 6x4 trucks (G159)
-Diamond T Model 968 4-ton 6x6 truck (G509)
-Diamond T Model 967
-Diamond T Model 970
-Diamond T Model 972
-Diamond M26 Dragon Wagon
-Diamond M19 Tank Transporter
-Diamond T Model 980

White trucks

WHITE MOTOR CORP. was created as the succession of White Sewing Machine Co. funded by THOS. H. WHITE in 1876. The auto flash boiler patent ws deposed in 1899 and all three brothers, Rollin Henry White, Windsor and Walter White, diversified the company by started to built trucks, and the White Steamer automobile, in 1900. White Motor Car Co. was created in 1906 on Canal St. (FLATS), Cleveland. In 1909 its first vehicle was proposed under the White brand. Then it moved to trucks but sales went down in the Depression, and there was a merger with Studebaker in 1932, before getting independent again in 1934 as the White Motor Corp. CO Robt. Black.

It was now firmly established as a heavy-duty trucks/buses. The White plant at 842 E. 79th St. was converted to military vehicles, the bulk of its activity revolving around three main supply truck and three armored ones, the M3 Scout Car, M2 and M3 Half Track Cars. The company diversified in the 1950s, acquiring small truck makers and small farm-machinery, but became heavily indebted after the purchase of EUCLID, INC. in 1968. From 1973 changes in the industry inflation, and recession could not prevent the company to fold down in 1980, filling a bankrupcy and eventually all assets purchased by Volvo, the plant sold in turn in 1986.

-White 6 ton 6x6 Prime Mover: The G512, 514, 526, 547 were part of this joint effort with Brockway, Corbitt, FWD, and Ward LaFrance. Production started in 1941 to reach a total combined of 219,882. The vehicle was 22,900 lb (10,400 kg) (empty), powered by a Hercules HXD 202 hp (151 kW).
-White G-691 444T:
-White G-? 666T:

Small truck/car & Misc.

Bantam Reconnaissance Car
Ford GTB
6x6 Willys 'MT-TUG' ("Super-Jeep")
-Willys MB light truck
-Ford GPA ("Seep")
Buick Century Series 60
1941 Plymouth P11 Staff Car
Ford Fordor 1942 Staff Car
Harley-Davidson WLA motorcycle

Tractors

M1 Heavy Tractor:

• Allis-Chalmers Model L
• G-022 Caterpillar Model 60
• G-89 Caterpillar RD7
• G-98, G-107 Allis-Chalmers HD-10DW
• G-101 International Harvester TD-18
• G-126 Caterpillar D7
• G-153 Caterpillar D8

Read More

Books

Links

Indian 841
Harley-Davidson XA
Harley-Davidson WLA
Autocar U8144T 5- to 6-ton 4×4 truck and White 444T
The white & combined 6x6 6 tons 1941 truck
On weapons and warfare

Model Kits

WW1 Vehicles

Allied ww2 Vehicles

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Axis Trucks

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Sd.Kfz 2, 6, 7, 8, 9, 10 and 11 were half-tracks designed just before the war as prime movers, to carry supplies, ammunition, personal, and tow artillery. Many were also converted during the war as armored versions carrying AA FLAK guns (Flakvierling, 37 mm, or the legendary 88 mm Rheinmetall als used as tank hunters), or were converted as nebelwerfer (rocket launching armored vehicles). They were built by Hanomag, Steyr, Mercedes-Benz, Bussing and many other manufacturers until 1945, over 20,000 half-tracks.

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