From: Bjorn Brandstedt (super_deuce@hotmail.com)
Date: Sat Jan 31 2004 - 08:03:03 PST
Hi Marc,
Regarding the turning radius on the deuce, driving off-road on a slippery
surface made me try to think of ways to improve things.
Often in mud it was impossible to take a turn without backing up and making
a second or third attempt. With traction like a farm tractor, the deuce just
went straight, “snowplowing”. However, the farm tractor can turn in mud
simply by braking one of the rear wheels.
A related problem was encountered in snow, about a foot deep, I would hit
something which caused the steering wheel turn, busting fingers in the
process and since the steering was (is) so ineffective under these
conditions, I lost track of the position of the front wheels. One time I
actually had to stop, walk out and do a visual to see if in fact the wheels
were pointing straight or not. As it were, they were not, the truck just
drove straight on with the front wheels at an angle. This is especially bad
when it is loaded.
With my particular configuration (with a knuckleboom crane) I can improve
the steering on slippery surfaces or snow, by turning the crane forward
adding about 1,500 lb to the front axle loading. It is, however, not a very
practical solution.
My experiments with braking one side of the boggie in the rear are not very
conclusive because of the number of variables involved, but initial tests
showed that the turning circle (curb-curb) was reduced by about 10 feet on
gravel (dual tires). Yes, I have separated the brake lines to the rear
wheels and with a brake lock one side can be locked up, although the wheels
never did “lock”, they just slowed down during initial testing. More work to
be done here...
Installing singles in the rear improved the situation also. A reduction of
about 5 feet on preliminary tests with no other modifications.
Other experiments will include installing CV-joints in the front to keep the
wheels turning at a constant rate when angled sharply (the deuce has regular
U-joints in the front). “Sharply” is a relative term here, since the
steering angle on my vehicle is no more than 23-25 degrees.
Also, installing larger wheels in the front to improve drive in the
direction of turning, in effect changing the gear ratio to the front wheels.
That’s right, with this arrangement, all-wheel drive must only be engaged on
slippery surface!
Enough about this for now.
Have a great day!
Bjorn
MVPA 19212
Meadows of Dan, Virginia (five degrees F this morning)
>From: Marc Strangfeld <curlyjoe98@yahoo.com>
>To: "Military Vehicles Mailing List" <mil-veh@mil-veh.org>
>Subject: Re: [MV] M35 modifications
>Date: Fri, 30 Jan 2004 18:35:03 -0800 (PST)
>
>Bjorn
>
>As long as it is still slow, underpowered, noisy, and
>rough riding I would call it a classic military truck.
>
>
>Marc
>
>
>PS Anyone who has read Military Vehicles Magazine is
>most likely aware of your articles about various mods
>and experiments to your deuce. I'm quite sure
>everyone appreciates them (even the
>reenactors/purists). Keep'em coming
>
>PPS How did it turn with one side locked up?
>
>
>
>
>
>
>
>
>--- Bjorn Brandstedt <super_deuce@hotmail.com> wrote:
> > Friends,
> >
> > A reflection(?) on "Ode to the Deuce";
> >
> > The classic 2-1/2 ton military 6x6, what exactly is
> > it? The way it was
> > delivered from factory or the way it was modified
> > for a particular
> > application?
> >
> > US Army PS magazine is loaded with small mods and
> > corrections pertaining to
> > the deuce. The TM’s contain lots and lots of
> > variants and not all manuals
> > are the same. What color is “right” for the deuce?
> > My Vietnam (1968) era
> > deuce came from the USMC with a non standard 4-color
> > MERDC camo pattern
> > (forest green, earth yellow, sand and black). It
> > came with partially
> > installed deep water fording kit and a 1970’s
> > voltage regulator.
> > The vehicle was built for a long life, which would
> > inevitable lead to
> > changes. I don’t think that there is anything
> > incorrect and destructive to
> > the character of the deuce to make changes that will
> > help it run or look a
> > little better, be it off or on the road.
> >
> > Did the factory delivered deuce have a driver’s seat
> > from a 5-ton truck? Was
> > the personnel heater installed without a circuit
> > breaker, was the fuel
> > density compensator bypassed?
> >
> > The following are some of the things I have done to
> > my M49A2C w/winch deuce
> > (not one of which could not be reversed if so
> > desired):
> >
> > 1)Remove 1,200 gallon tank
> >
> > 2)Remove winch
> >
> > 3)Mount 1972 HIAB knuckleboom crane (Army done that)
> >
> > 4)New truck bed. Ideally one from a M756 pipeline
> > construction variant, but
> > since I couldn’t find one, built my own.
> >
> > 5)Back-up lights
> >
> > 6)Marker lights
> >
> > 7)Turn signal lights (Army done that)
> >
> > 8)Turn signal buzzer (same as low air pressure
> > buzzer)
> >
> > 9)Converted to single 1100x20 tires along with
> > appropriate speedometer
> > adapter (Army done that) and narrower truck bed (was
> > 96, now 89 inches).
> >
> > 10)Separated the vent from the air-hydraulic
> > cylinder from the fuel and
> > master cylinder vents (Army done that).
> >
> > 11)Installed a “central venting system” for axles
> > and transfer case (Army
> > done that on newer vehicles)
> >
> > 12)Installed a crankcase breather filter (Army
> > should have done that,
> > simplifies driving in water up to about 4 feet
> > deep). Also reduces air
> > pollution.
> >
> > 13)Installed elbow on engine air intake “mushroom”
> > (Army done that, I think)
> >
> > 14)Installed alcohol evaporator (Army done that)
> >
> > 15)Installed flame heater monitoring device (Army
> > should have done that
> > considering the consequences of a non-working flame
> > heater)
> >
> > 16)Installed “load dump” protection on 25Amp voltage
> > regulator (Army should
> > have done that, considering the consequences of the
> > damage to installed
> > electronic equipment possible from such a condition)
> >
> > 17)Installed turbo on naturally aspirated engine
> > (Army done that by
> > replacing engine)
> >
> > 18)Installed pyrometer to monitor exhaust
> > temperature
> >
> > 19)Installed intake manifold pressure sensor to
> > monitor “boost pressure”
> >
> > 20)Experimented with separate brake lines to the
> > rear wheels to reduce
> > turning radius by braking one side. (used electric
> > brake lock from 5-ton
> > wrecker to lock rear wheels on one side).
> >
> > 21)Experimented with turn signal flasher that has
> > filament pre heater, short
> > circuit protection and/or electo mechanical
> > switching.
> >
> > 22)Flood lights (Army done that).
> > My to-do list has many more items, mostly little
> > things, remember that the
> > Army modified the deuce to include a new engine,
> > transmission, CTIS and much
> > more.
> >
> > It is very hard to resist modifying this vehicle for
> > some reason…
> > It’s like a giant erector set for big kids to play
> > with.
> >
> > The question still stands, what is a classic
> > military 2-1/2 ton truck? How
> > much or how little is it modified? What about the
> > ‘nam gun trucks? Lots of
> > mods there.
> >
> > Leave myself wide open on this one, but that’s OK,
> > fire away!
> > Have a great day!
> > Bjorn
> > Meadows of Dan, Virginia
> >
> >
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