The M35 started out in 1949 as a design by the REO Motor Car Company. The first vehicle in the family, the M34, was quickly superseded in military usage by the M35, the major difference being the M35's 10-tire configuration versus the M34's 6-tire "super-singles" configuration.
An M35A2 cargo truck with winch is 112" tall, 96" wide and 277" long, and 13,030 pounds empty (13,530 pounds empty when equipped with the front mount winch, according to dashboard dataplates). The standard wheelbase cargo bed is 8'x12'. The M35A2 was available with a canvas soft top, as pictured, or a metal hard top. Metal hard-top configurations are most often found on vehicles that have been equipped with cold-weather gear, including additional insulation in the cab, as well as engine coolant or multifuel-fired cab personnel heaters.
The M35A2 is popularly powered by a LDT 465 engine made by either: Continental Motors,Hercules, or White. It is an in-line 6 cylinder, turbocharged multifuel engine, 478 cubic inches, with 134 bhp (100 kW) and 330 lb·ft (447 N·m) of torque. This is coupled with a 5-speed manual transmission and divorced 2-speed transfer case (Either a sprague-operated transfer case (Rockwell 136-21) or air-operated selectable transfer case (Rockwell 136-27). Multifuel engines are designed to reliably operate on a wide variety of fuels, to include diesel fuel, jet fuel, kerosene, heating oil or gasoline. Gasoline should only be used in an emergency because it does not properly lubricate the injector pump. While using gasoline, common practice calls for the addition of at least 1 quart of clean motor oil per 15 gallons of gasoline for proper pump lubrication where available.
Although the -A2 version is by far the most common, there were four different iterations: standard, A1, A2 or A3 iteration. These changes mainly had to do with the engine and transmission components. A1s replaced the original REO/Continental OA331 gasoline engines with LDS-427-2 Multifuel, and added an additional forward gear and overdrive to the transmission. A2 trucks received the LDS-465 engine (with or without a turbocharger), keeping the transmission of the A1s. In 1994 the A3 variant was introduced as part of Extended Service Program, and between then and 1999, all series vehicles received the Caterpillar 3116 Diesel engine and had their manual transmissions replaced with automatic ones, as well as receiving numerous other improvements. No new A3 standard vehicles were produced, all vehicles being upgraded from previous configurations. Three serviceable -A2 trucks were used to build two -A3 trucks during the rebuild process.
The curb weight of an M35 is between 13,000 and 16,000 pounds empty, depending on configuration (cargo, wrecker, tractor, etc.). Its top speed is 56 mph (90 km/h), though maximum cruising speed is approximately 48 mph (77 km/h). Fuel economy is 11 MPG highway and 8 MPG city, giving the deuce a 400-500 mile range on its 50 US gallon single fuel tank. On average, most operators experience tank averages of 8-10 mpg for an unladen vehicle.
Brake system is air-over-hydraulic six wheel drum with a driveline parking brake, although gladhands exist on the rear of the vehicle for connection to trailers with full air service and emergency brakes. Braking performance of the truck is similar to other power drum brake vehicles of this size. Each drum was designed with maximum efficiency in mind, and individual drums can dissipate up to 12 kW of braking heat. Due to this brake system and GVWR under 26,001 pounds, the big deuce can be driven without a commercial driver's license in most states. California, however, requires a CDL to operate an M35 on public roads.
The electrical system is 24 volt, using two 12 volt 6TL-series military grade batteries run in series.
Many deuces are equipped with a 10,000 pound PTO driven front winch manufactured by Garwood.
 Operational History
The M35 family was introduced into the US...
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