Hooray!

Cool i like that!

There’s nothing wrong with that.

You're dad is the salt of this Earth. Bless him.

Thanks 👍

Haha, need a lift crane for loading it all!

Now that's a good list!

Cheap and off road is a joke on these trucks.First of all,they aren't cheap...At all,I use to own a pair of them myself,and that 7.8L LDT-465 or LDS-465 is a gutless and sluggish engine,espiecally if it already has a fair amount of mileage and is becoming problematic.When I had my deuce and a halfs,I dealt with valve lash adjustment,hydraulic head seals,leaking air coolers,piston rod bearings,injection pump,head gaskets,and much more on the list.Keep in mind that was before 60,000 miles because that is the life span of these engines,trust me,they are in requirement of a rebuild once you hit those miles,if you are higher than that,you're lucky.Also,the Spraug transfer cases on these trucks are known to break,even easily,so using a air shift transfer case is a day and night difference with any of the variations.Now,down to the off roading part,you won't go anywhere for shit with those useless non directional tires,even with chains on them.Why did the Military use those Firestone 900×20's for 1950-1988? I have no damn idea,but it was a clear reason why even before,they used single tires on the GMC M135-M211 which most got transported to Canada however.Oh yeah,even though you can use the transfer case to deliver power to the front if necessary,these trucks have no Detroit lockers on them what so ever.But,the USMC at times did make it necessity to have deuce and a halfs and five ton trucks come with Detroit lockers in the rear axles,but it wasn't common and it's a rarity to find one from the Armed Forces that has them equipped.One of mine was one of those variants.The front axles on these trucks are either open differentials or limited slip though.You can easily purchase Detroit lockers,or there is even ARP air lockers that are only applicable to 2 1/2 ton trucks at that. When they came out with the M35A3-M109A4 away from the M35A2-M756A2,it was a update in some advantages,even though the 6.6L 3116 had 170 HP/404 TQ,it was far more reliable once you know about the potential exhaust valve studs and injector cup problematics they only could have,the Allison MT545 was nice but it was a 4 SPD compared to the Spicer 3053A 5 SPD,which gave it 45-53 MPH instead of 55-60 MPH,and the 48/1400×20 super singles were definitely a upgrade even though CTIS could probably cause a error with back pressure from the air lines,leaking gear oil from the rims,knuckles and boots in the way of seals,and a few other things. The multi-fuel in the deuces much like the M51A2-M348A2 was also kind of slacking,it was only 135-175 HP/330-447 TQ depending if it was a LDT-465,LT-465,or LDS-465,while the LDT-427 was way worse in the M35A1.It was weak in the five ton trucks,and even the gasoline OA-331 in the first M35's were more powerful,just like the R602 in the original M51-M348's.The M51A1-M348A1 with the EDNT-673 was a dream on torque at that,with 210 HP/711 TQ.Just to boil down how much of a headache those multi-fuels could be,the European Army and even Brazilian Navy,which got shipments of those trucks eventually retrofitted them with 12V 6BT's at 235 HP/460 TQ just like in the British Army with the 5.9L in the Alvis Sabre,Spartan,and Sultan when the Jaguar 4.2L started to become outdated.The Canadians however put Detroit 6V-53's in their deuces which is more than enough to say the least,you can't be in denial about a 2 stroke.The same engine still powers the M113A3 at 27,000 lbs when the M113 had the Chrysler 388 and was 24,000 lbs.

Oh yeah, definitely. 😎

Power steering would definitely make life easier.

Haha, thanks man!

For sure, it's getting close to back on the road!

Haha, that's great! Amazing how diesels can sit for years and fire right up ready to go.

Was trying to finish off the can of oil, it just kept going so I kept spraying, haha.

Everyone loves a greasy girl haha!

Haha, misery loves company!

Haha, right on!

All of the diesel,oil,and fluid in the world can be used in any compression engine.Both of my F250 XLT's have used JP8 once before and I had a 6.5L K2500 that use to run on red diesel. The difference with the multi-fuel engines in the M35A2-M756A2 for 1966-1988 and M51A2-M348A2 for 1966-1969 is that the LDT-465,LT-465,and LDS-465 have different pistons,injectors,and fuel pumps that are similar to combustion engines,not diesel engines.That is why they are even able to use gasoline when it's mixed with diesel or motor oil.It was the same way for the D333C used in some of the M520-M877's for 1961-1976. The only problem when using different fuels is that the fuel pumps will dislike it,usually a inline fuel pump solves this issue anyway.

Haha, happens sometimes.

How much you sell it for?

Appreciate it!

Haha, I know right?

Nice, they are getting harder to come by these days.

Truth!

Exactly!

If a deuce and a half is more than $7,500 then it must be refurbished to brand new status,or else it is just purity in blasphemy.Any Military trucks that are on the estimate of $10,000 or more in prices are the five ton trucks,much better than any of these,which would be the M51-M348,M812-M820,and M923-M943 up to the A1 or A2 on some of those series.

When I bought mine 12 years ago I paid 1,500. for it and thought many times I should have left it where it was. But 10 years later its probably as close to a new one as can be. It originally had a non turbo motor in it and it was rough as a cob but frame up redo and a turbo engine it made a difference

Nice, those trucks came with some good axles.

I always feel better when other people end up spending money on stuff, haha

Lmao!

Haha.

It always seems to happen like that!

@@toocheaptosmoke Yep, I had that happened to me, ran across a great deal for one, 8k and its in very good condition, the thing is I just recently bought a humvee. I really didn't want to spend that much but I couldn't let that slip away, especially for the price I see very good ones going for

@@hummerguy It is crazy how prices have been going on some things, but like the old saying goes they ain't making any more of them!

@@toocheaptosmoke Yep, true

At best it would be a 3rd or 4th class restoration, haha.

Haha, luckily I think I have most of the parts ready to go in once the weather breaks.

Not sure if there would be enough room for a 8v71, might be easier for a 6v53 or 671?

@@toocheaptosmoke I would have to agree. Either of the 671's would be plenty. I am a huge fan of the "green leakers", after having spent the majority of my life at sea, with 5 of those things running down below. 2-8V71 mains, 2-671 gensets, and a 471 house plant. Dependable power, and easy to work on too.

Good old Burt!

Yeah, still got that in the back of my dodge, but going to need a bigger one for this beast. :)

Haha, truth!

It's not currently setup for it, got a new engine in like 1988 and some other things so it's a mish mash of parts.

It's got enough wheels you probably wouldn't notice if one or two went missing...

Mileage is like 10 mpg for average use. If it was originally setup for cold weather use it will have a cab heater and a cold start intake heater on the engine. Fun to drive on occasion, but you'd have to be hardcore to daily drive it year round.

@@toocheaptosmoke yea if i were to get it i would be driving it everyday to work as a forester and then back to beautiful forest camp sites with my dog in Oregon. Thanks for answering my question btw. Thing is id have to sell my completely/newly built Jeep TJ Sahara with PS body armor, big bore steering, etc and thats pretty hard lol.

haha, pretty much.

Haha, just need to install a crane in the bed for easier loading.

Not sure, would certainly be cool to know the history of it. One thing I noticed is it has stenciled on the doors the marking for the arctic/cold weather grease, so must have spent time somewhere up north?

You can daily drive about anything if your standards for comfort are low enough, haha.