Newblue
Gold Member
They are a fun toy! My Deuce with the tractor
Duece or 5 ton.......
- Thread starter DavidVT
- Start date
- Views: 13881
westcliffe01
Veteran Member
M-35 SERIES 2 1/2-TON, 6X6 TRUCKS (G-742)
M35-Series Extended Service Program (ESP)
From 1994 to 1999, M35s (and other trucks of the M35/M44 series) were upgraded under the Extended Service Program (ESP). No new trucks were produced, rather existing trucks of the M35-series were completely disassembled and the parts inspected. Reusable parts were rebuilt as required. Trucks were then reassembled using a combination of new and rebuilt parts including completely new components and systems:
M35-Series Extended Service Program (ESP)
From 1994 to 1999, M35s (and other trucks of the M35/M44 series) were upgraded under the Extended Service Program (ESP). No new trucks were produced, rather existing trucks of the M35-series were completely disassembled and the parts inspected. Reusable parts were rebuilt as required. Trucks were then reassembled using a combination of new and rebuilt parts including completely new components and systems:
- new Caterpillar 3116 ATAAC (Air to Air Aftercooled) diesel engine (meeting 1993 EPA emission standards)
- new Allison 1545 automatic transmission
- new cooling system, reworked axles and transfer case
- new electronically controlled central tire inflation system
- super single radial tires
- air-assist steering
- improved independent circuit air/hydraulic brake system
- three-point seat belts
- new ergonomically designed driver's seat
- electric windshield wipers and washer
- improved heater and defroster system
MossRoad
Super Moderator
- Joined
- Aug 31, 2001
- Messages
- 57,931
- Location
- South Bend, Indiana (near)
- Tractor
- Power Trac PT425 2001 Model Year
Back in the early 80's I had a job driving vehicles out of the AM General plant in South Bend, Indiana to railroad spurs around northern Indiana for transport to locations unknown. 
There were new United States Post Office vans, new military HUMVEEs or hummers, as we liked to call them and 5 ton trucks that were being refurbished under the E.S.P.
They'd get the 5 tons in from all over the world, bring them to South Bend, strip them down, and rebuild them from the frame up, making them "good as new". They were all diesel. They all had automatic transmissions. They all had power steering. And they all had 6 wheel drive.
As I recall, we would hop on, pull the duct tape off the exhaust stack, pull the duct tape and plastic off the dash, then flip on the glow plugs until an indicator light went on. Then we'd fire up the engine and wait for the air pressure to build up. When another indicator popped on and the air pressure was up, we could release the brakes.
Now, the AM General plant has a lot of sandy, sloping parking areas that are pretty steep. They also have a HUGE test track on the plant grounds that is both on and off road. If we were lucky enough, our batches of 5 tons for the day would be out in the sticks, on the far side of the parking area near the test track. We'd flip the lever to engage the front axle, then sneak out the back of the parking area and drive through the test track. :laughing:
I was very impressed at how easily those huge trucks could go through mud and steep sand, as well as the slopes on the paved sections of the track. They were quite impressive.
They came in many configurations:
Troop carrier with benches in the back.
Dump truck.
Wrecker truck.
Crane truck.
Flat bed truck.
And a few others.
After we got chased out of the test track areas by security, we would drive to rail spurs around the area and load them on flatbed rail cars for shipment. We would travel in groups of 6 to a team. One time we were driving down a road and were supposed to turn right down a side street near the rail spur. I was near the back of the line. A red Cadillac passed me on the right. Apparently he was tired of following us. It was not a two lane street, but he squeezed past me, and a few other trucks in front of me. Now, these trucks had no rear view mirrors. They were boxed up in a crate in the back for shipment, along with the top of the exhaust stack, the windshield and a tool kit. Well, the Caddy got up next to the front truck just as he made his right turn. The Caddy driver slammed on his brakes, which lowered the front end pretty good, just as the left front corner went under the 5 ton right between the front and rear axles. That truck drove over the hood of the Caddy like a speed bump and just kept going. He thought he hit the curb! :laughing: It flattened the front of the Caddy to the ground! We all laid on the horns to get his attention. I guess we should have laid on them a bit earlier.
Anyhow, the Caddy driver was unhurt, but quite angry. :mur:
So, to sum it up... the 5 ton is a fine tough heavy duty truck that is very easy to drive. We did not have to get CDL licenses to drive them back then, but we did have to get a Chauffeur's license. That was because we used our personal cars to transport the team back and forth between the rail spurs and the AM General plant. Check into your local state for requirements.
There were new United States Post Office vans, new military HUMVEEs or hummers, as we liked to call them and 5 ton trucks that were being refurbished under the E.S.P. They'd get the 5 tons in from all over the world, bring them to South Bend, strip them down, and rebuild them from the frame up, making them "good as new". They were all diesel. They all had automatic transmissions. They all had power steering. And they all had 6 wheel drive.
As I recall, we would hop on, pull the duct tape off the exhaust stack, pull the duct tape and plastic off the dash, then flip on the glow plugs until an indicator light went on. Then we'd fire up the engine and wait for the air pressure to build up. When another indicator popped on and the air pressure was up, we could release the brakes.
Now, the AM General plant has a lot of sandy, sloping parking areas that are pretty steep. They also have a HUGE test track on the plant grounds that is both on and off road. If we were lucky enough, our batches of 5 tons for the day would be out in the sticks, on the far side of the parking area near the test track. We'd flip the lever to engage the front axle, then sneak out the back of the parking area and drive through the test track. :laughing:
I was very impressed at how easily those huge trucks could go through mud and steep sand, as well as the slopes on the paved sections of the track. They were quite impressive.
They came in many configurations:
Troop carrier with benches in the back.
Dump truck.
Wrecker truck.
Crane truck.
Flat bed truck.
And a few others.
After we got chased out of the test track areas by security, we would drive to rail spurs around the area and load them on flatbed rail cars for shipment. We would travel in groups of 6 to a team. One time we were driving down a road and were supposed to turn right down a side street near the rail spur. I was near the back of the line. A red Cadillac passed me on the right. Apparently he was tired of following us. It was not a two lane street, but he squeezed past me, and a few other trucks in front of me. Now, these trucks had no rear view mirrors. They were boxed up in a crate in the back for shipment, along with the top of the exhaust stack, the windshield and a tool kit. Well, the Caddy got up next to the front truck just as he made his right turn. The Caddy driver slammed on his brakes, which lowered the front end pretty good, just as the left front corner went under the 5 ton right between the front and rear axles. That truck drove over the hood of the Caddy like a speed bump and just kept going. He thought he hit the curb! :laughing: It flattened the front of the Caddy to the ground! We all laid on the horns to get his attention. I guess we should have laid on them a bit earlier.
Anyhow, the Caddy driver was unhurt, but quite angry. :mur:
So, to sum it up... the 5 ton is a fine tough heavy duty truck that is very easy to drive. We did not have to get CDL licenses to drive them back then, but we did have to get a Chauffeur's license. That was because we used our personal cars to transport the team back and forth between the rail spurs and the AM General plant.
Check into your local state for requirements. 
Taylortractornut
Elite Member
- Joined
- Mar 27, 2002
- Messages
- 2,770
- Location
- Iuka Mississippi USA
- Tractor
- 3550 Fard Backhoe and a 1948 Farmall Cub,
I worked for a friend that wanted me to run an old crane for him. They had one old Lima that was on a trailer mount. It was old enough the out riggers were manual screw jacks. We had this trailer down at sloped area after a big rain. We had a military 5th wheel dolly we drug it with a D5. Our dozer was down and and we had to move the crane. I got the crane stowed and then got asked to move the dolly. My buddy came back with a 10 ton. That was big b**** of a truck. He got it for 2500 bucks as they arent sold as a road tractor. He scrimped by putting on 2.5 ton labels. It took up the whole lane. We moved the trailer crane to the next job and took out a few mail boxes.
We are looking to put a rolloff hoist on a 5 ton or 10 ton to use at the landfill to take 40 yard cans to the working face in the fill.
We are looking to put a rolloff hoist on a 5 ton or 10 ton to use at the landfill to take 40 yard cans to the working face in the fill.
David Devuono
Platinum Member
- Joined
- Nov 11, 2008
- Messages
- 845
- Location
- Brampton, On\lot Powassan, ON Canada
- Tractor
- Kubota B4200\MF 135\Kubota B3200
Must also vote for Unimogs but I like our Canadian Deuces too. The American 10 wheeled would not cut it with the Canadian winters and deep snow so we use
David Devuono
Platinum Member
- Joined
- Nov 11, 2008
- Messages
- 845
- Location
- Brampton, On\lot Powassan, ON Canada
- Tractor
- Kubota B4200\MF 135\Kubota B3200
Wow, nice to see this thread is still going.
Folks seem to be concerned about the M53A3 because of poor fuel mileage and a very small pool of parts due to such a small fleet. I have not made up my mind either way.
I was leaning towards a 'bobbed' M53A2 but seeing that photo of the duece with the trailer and tractor makes me wonder.
The 5ton wrecker with rotator crane is the ultimate middle age crisis tonka truck!!
The unimogs have always interested me.
Folks seem to be concerned about the M53A3 because of poor fuel mileage and a very small pool of parts due to such a small fleet. I have not made up my mind either way.
I was leaning towards a 'bobbed' M53A2 but seeing that photo of the duece with the trailer and tractor makes me wonder.
The 5ton wrecker with rotator crane is the ultimate middle age crisis tonka truck!!
The unimogs have always interested me.