M1008 questions

[jonrpick]

I build an engine and trans for a buddy of mine a few years ago. When we decided on a gear swap I recommended 410/411's, he went with 456's. I really thought it would be to much gear for the highway but was very pleasantly surprised when I towed a 77 Chevy from Ga. to Ky a month later using his rig. It was a 95 Z71 step side with an 383/4L60E/241? combo with 33 12.50 15 tires. Best pulling dd that I have ever used to tow with.

I haven't 100% ruled out the 4.56's with 33's...I guess I'm worried about getting away from the "sweet spot" that balances economy and power. If I only lost 1mpg I could deal with it considering I'd have good pulling torque on tap.

Really, the only way I'll ever know is to just try it and see <sigh>...

 

[DieselDan]

Wanna bet? Go over to www.SteelSoldiers.com and ask around. There's a couple on there. They aren't common but they were made.
In fact there was one in my squadron's motor pool when I was in the Marines 8 years or so ago. Never drove it because I couldn't drive a stick then. Only came in the 1028's and other trucks that had the uprated GVWR over the M1008's. The SM465's also came with the front limited slip.

Ya, I'll bet. 25years in the Army, 11 of those in a DS Maintnenance Company, ALL of those in the Ordinance field, Motor Sergeant getting ready to retire. I NEVER saw a manual tranny CUCV. If one existed it would be somebody's convert (I've seen the Guard do some "interesting" things). But they never rolled off the assembly line like that.

The M1031 (contact maintenance truck chassis) was the only model with Trac Lok limited slip in the front axle.

PS. My small contribution to the SteelSoldier site (some beauties there!) http://www.steelsoldiers.com/index.php?module=photoshare&func=showimages&fid=168

 

[AJMBLAZER]

That's great, my congrats on your service. Nope, active USMC here. MWSS-373, 3rd MAW, MCAS Miramar '97 to '01. We're further missing the point here but just like some people will argue with you that the duallies never existed in military service these existed and they're around to prove it. This isn't like the AF putting stereos in theirs or getting theirs new with white non-CARC paint.

No offense but just because you haven't seen it doesn't mean it didn't exist.

 

[thedrip]

my m1028 has an LSD up front. I pulled the cover and checked. not very likely it would have received an axle swap from an m1031 in it's 30k mile life.

 

[JEBSR]

The 1028 and 1031 were the only two models that came with an LSD. However the 1031 applied to a few differant configerations.


https://www.logsa.army.mil/etmpdf/files/050000/057500/057977.pdf page 232


And according to the manual, the only transmission ever offered in any CUCV was a TH400. The 205 and 208 were offered for a transfer. 208 was standard and 205 when a PTO was an option. I.E. the 1028 and 1031. here are the specs.

https://www.logsa.army.mil/etmpdf/files/050000/050000/053627.pdf page 30-32

 

[DieselDan]

Qmy m1028 has an LSD up front. I pulled the cover and checked. not very likely it would have received an axle swap from an m1031 in it's 30k mile life.

Yep, it probably does. I couldn't remember off the top of my head if some M1028 variants came with the LSD.

There will always be oddball stuff floating around the DOD. I've never seen anything other than a Contact Truck body (Ordinance, Engineer, or EOD) but there's a good possiblity there's something other than that got mounted back there. But let's (with an open mind ) dispell the folk lore. It's like the stories of M1009s with one ton axles. Why would the DOD have such an animal? Why would soldiers transplant something like that?

TACOM takes a dim view of unauthorized modifications. The last thing a soldier (or marine ) needs is an accident investigation to highlight the rolled HMMWV was running NonAuthorized tires; like swamper SSRs. So deviations from the norm usually have a specific purpose.

PS. I worked with a DS company from Iowa that ran CUCV Contact Trucks mounted on M1028A3 chassis! Yep, duallies; I checked the data plate myself. Must be a sweet ride as I remember the M1031 to be alittle top heavy flying down the highway.

 

[CUCV2]

Closer

I may try to trade the 14BFF for a 3/4 version with 3.73 gears if I can find one. That way it'd be a bolt-in and my engine wouldn't be screaming down the highway (4.56 gears + 31" tires = mucho gas consumption.

I wish you were closer. I would happily trade a 3/4 ton 14 BFF for that CUCV axle w/ ideal offroad gearing and locker. I just bought a CUCV frame as my shortbox 1/2 ton frame is pretty tweaked. The idea is to slide the rear spring hangers up on the frame rails to change the wheelbase to that of a shortbox and cut the excess off the back. Then it will be a true one ton shortbox. Oh, and the spring perch width of the CUCV axle will work perfect. Out of curiousity, what are you building?

 

[jonrpick]

I wish you were closer. I would happily trade a 3/4 ton 14 BFF for that CUCV axle w/ ideal offroad gearing and locker. I just bought a CUCV frame as my shortbox 1/2 ton frame is pretty tweaked. The idea is to slide the rear spring hangers up on the frame rails to change the wheelbase to that of a shortbox and cut the excess off the back. Then it will be a true one ton shortbox. Oh, and the spring perch width of the CUCV axle will work perfect. Out of curiousity, what are you building?

Well I think the spring perch won't work for me unless it's moved. The axles are from a 1-ton CUCV truck, and would be going into my 1/2-ton Blazer.

I'm not building anything spectacular. I want 1-ton strength. Some might consider it a waste since I won't be running monster tires, but I'd prefer to know I have a stout drivetrain. Like I said previously, I haven't ruled anything out. I *am* considering just running the 4.56's and going with a slightly larger tire, like a 33" so that the engine isn't screaming for mercy on the interstate.

By the way, I like your idea. This has me wondering though...what's the deal with the spring perch locations on 1/2 and 3/4 ton trucks vs. 1-tons? Why are they different? I know the 1-ton frame is much stronger than the 1/2 and 3/4, but instead of relocating the spring perches on the axle, can the spring hangers just be relocated on the 1/2-ton frame?

 

[AJMBLAZER]

The 1-tons use a 3" wide rear spring and the hangars are different. The rear springs are also 56" long...I think...where as yours are 52" long and 2.5" wide.

Can't see why you couldn't retrofit that stuff to your truck...but don't hold me to that.

If you know someone with a welder it's debatable which would be easier, putting the correct pad spacing on your 14FF or moving the hangars and springs over to your K5.

 

[CUCV2]

Well I think the spring perch won't work for me unless it's moved. The axles are from a 1-ton CUCV truck, and would be going into my 1/2-ton Blazer.

By the way, I like your idea. This has me wondering though...what's the deal with the spring perch locations on 1/2 and 3/4 ton trucks vs. 1-tons? Why are they different? I know the 1-ton frame is much stronger than the 1/2 and 3/4, but instead of relocating the spring perches on the axle, can the spring hangers just be relocated on the 1/2-ton frame?

To clarify, I was referring to your CUCV axle on my shortened CUCV frame. Hence, the correct spring perch width. There is a CUCV 14BFF locally for sale that I have been tempted to purchase. With a disc brake conversion, it is a pretty sweet setup.

I have a complete CUCV that I drive around with the 4.56 gears and 35s (no lift/trimming). I like it for the most part but with OD it would be ideal.