MOTOR STABLES, for CCKWs and all ARMY VEHICLES

RANGER · Post by **RANGER** » Tue Aug 08, 2006 9:53 pm

This is a term used in the 30s, 40s, and 50s in US Army Motor Pools. It was interesting to have been a part of this.
The Battalion Motor Sergeant by way of a PA System would talk the drivers of all the vehicles parked in the Batallion Motor Pool through their daily drivers inspection. The vehicles of all types were neatly lined up in rows according to type with hoods and hatches open during this daily event held just after Reveile.
The fun part was when the Batallion Motor Sergeant would raise his right arm and signal the drivers at the drop of his arm to sound their horns. There was always one late "Beep".

Any vehicle that was not inspected by the driver was "Dead Lined", and a red rectangular sign with yellow printing was placed on the front. The vehicle would not be in service until a daily inspection was performed. Any vehicle that did not pass daily inspection was also deadlined.

Oh, for the good old days!

Betcha never heard of "Motor Stables"

RANGER · Post by **RANGER** » Tue Aug 08, 2006 10:08 pm

Many of todays collectors could benefit from the old Army way of the daily drivers inspection. There was a recent rally that included CCKWs and Chevrolet 4X4s, and it was amazing to view pictures of vehicles with missing bolts. Can anyone find the Chevrolet 4X4 that is missing its hood side panel screws?

Nick Bombini · Post by **Nick Bombini** » Wed Aug 09, 2006 12:23 am

Would that be the Chevy bomb truck? It has the screw in the middle but the other two are missing.

I love these games, they force me to look at more Chevys and CCKWs which is always a good thing

.

This is interesting info. Keep it coming!

--Nick

RANGER · Post by **RANGER** » Wed Aug 09, 2006 4:31 am

Nick, you will make a good Motor Sergeant. Attention to detail is an asset that pays off. The Hood Side Panel Screws are normally Binding Head Screws with recesses for a Phillips screwdriver. Chevrolet uses 1/2" length, CCKW uses 5/8" length. They are sort of obscure to look up. The screws on my panels were sort of chewed up from dull Philips screwdrivers. I replaced them with the NOS screws taken from my M-38A1 hardware inventory that I purchased from Jeep in the early 70s. They are left over from my M-38A1 that I built with all NOS parts. Back then Jeep still had nearly 100% parts coverage for the M-38A1. I stocked up on hundreds of original bolts and screws by part number thru my local dealer. Many are the same as used on CCKW panels.

It is difficult in 2006 to find an intact WWII CCKW or Chevrolet, as 60+ years has taken a toll. Sometimes one is lucky enough to find one in a fire station that has more or less stayed intact. What is fun is to observe the trucks at shows year and note any cosmetic improvements. I have had my truck twenty three years and still give it a tweak here and there each year. Your ORD 8 and ORD 9 will be your best friend in determining the correct bolt to use for any part you install.

Note to Nick.
You are getting very close to finding those square headed bolts that were previously displayed on the front of a popular 6X6.

RANGER · Post by **RANGER** » Wed Aug 09, 2006 2:31 pm

Perfofming Motor Stables daily does work, there are examples of collector owned CCKWs that would have benefited from performing inspections.

There was a recent thread on a Split Axle failure on a CCKW that the owner attributed to poor design. Examination of photos revealed that the parts had failed because of poor maintenance, the roller bearings had fallen apart from years of moisture and neglect. This should have been discovered by the owner at the time the axle was drained. ASll CCKW owners should drain their gearboxes and add fresh GO. Some of these trucka may have 60 year old gear oil that is contaminated by water and rust. Leather seals do not withstand rust and water.

There was another thread about a failed harmonic balancer, this may have been prevented by a daily check of the fan belt, or listening for any unusual noises during warm up. It was indicated that the truck was being driven at a speed of 45 MPH, not a good idea in a CCKW as it is at the top end of the speed it was designed to be operated. Supposedly it was a post war harmonic balancer that has the pully attached to the hub via a rubber cushion vulcanizrd to the metal. A CCKW gets a lot of gear shifting which means that the balancer is constantly subjected to sudden RPM change.

Jason · Post by **Jason** » Wed Aug 09, 2006 5:52 pm

Chevrolet 1 1/2 are equiped with clutch head screws (as most Chevys of the eara had) on the side panels, fenders and most sheet metal. Clutch head screws are nearly impossible to locate today. So most are replaced with another incorrect head.

RANGER · Post by **RANGER** » Wed Aug 09, 2006 7:12 pm

Yes and no on the Clutch Head Screws. General Motors products of the 30s-50s had clutch head screws, CCKWs used clutch head screws here and there on cab sheet metal, as did Chev 4X4, but not all round head screws on the Chev 4X4 were Clutch Head, and the G-506 was not consistant were they were located.

Jason · Post by **Jason** » Thu Aug 10, 2006 2:58 pm

On the Chevy 1.5 ton trucks the screws that held the fenders to the lower side shield, the front half of the hood side shield where the hood tie down is mounted and the hood tie down, the lovered side shields are all mounted with Clutch head screws The floor pans in the Chevy are also mounted with clutch head screws. The TM manual for the Chevy list 3 sizes of cluctch head drivers made by apex and One straight blade screw driver. The Sizes correspond to the 5/16 clutch head screws, 1/4 clutch head screws, and the #8 clutch head screws and a few sheet metal screws.

RANGER · Post by **RANGER** » Thu Aug 10, 2006 3:28 pm

The TMs for the Chevrolet 4X4 do list the On Vehicle Tool Set as having 3 different size Clutch Head Screwdrivers.

Do the Clutch Head Screws used on the Skirts and Side Panels show up in all of the volumes of the ORD 8, and 9 SNL G506?

Dr Deuce · Post by **Dr Deuce** » Mon Aug 28, 2006 10:07 pm

There was another thread about a failed harmonic balancer, this may have been prevented by a daily check of the fan belt, or listening for any unusual noises during warm up. It was indicated that the truck was being driven at a speed of 45 MPH, not a good idea in a CCKW as it is at the top end of the speed it was designed to be operated. Supposedly it was a post war harmonic balancer that has the pully attached to the hub via a rubber cushion vulcanizrd to the metal. A CCKW gets a lot of gear shifting which means that the balancer is constantly subjected to sudden RPM change.

Please get the fact straight:

WW2 270 engine 2750 max rpms = 45 mph
50's 302 engine 3250 max rpms = 53 mph (with the harmonic balancer made for it)

As explained on the cckw.org site, there was a noise being noted that was was thought to be a problem somewhere else.

Please answer it on the cckw.org site or post the url of the cckw.org post here so people can read the whole thread.

RANGER · Post by **RANGER** » Tue Aug 29, 2006 2:11 am

Again, the CCKW Harmonic balancer gets sudden speed changes, when the engine is shifted, and a CCKW gets a lot of shifting. The tired 50 year old vulcanized civilian balancers will not take the pounding of the abrupt shifts of the CCKW. The CCKW balancer components are held in place with 6 shouldered bolts with a rubber cushion sandwiched in between. the CCKW balancer is virtually fail safe andvery difficult to find in NOS condition. There are a lot of parts that change speed in addition to the balancer, the generator and waterpump are factors also.

RANGER · Post by **RANGER** » Tue Aug 29, 2006 12:13 pm

Durable Jones did not have to stand Reveille.