September 2017


Old Army Iron with Jill Large Mug

WW2 Jill in Old Army Iron-military vehicle-cartoon art.

Old Army Iron with Jill Large Mug
Availability: In stock

Product Number: 030-109475733

Product Information
Give this mug as a funny, unique or personal gift. The outside of the mug has a bright white base that is perfect for photos, logos, designs or sayings.

Our large ceramic coffee mug is about 33% larger than those smaller mugs.

Choose between 2 styles:

white or white with black handle & interior.

  • Microwave & dishwasher safe
  • Holds 15 oz.
  • Dimensions: 4.5″ tall, 3.25″ diameter
  • IMPORTED
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Sometimes you just want to have fun, right? Well, why not make a jeep? From a paper cut out , that is.

Didja know that the Marines had their own WW2 jeep lube chart?  Well, they did…and now you can have a copy of it as a framed panel print.

 

USMC Lube Chart Framed Panel Print
Questions? Order by Phone! 877 809-1659
USMC Lube Chart Framed Panel Print

Rare USMC Lube Chart for the WW2 1/4-ton truck. The original was found inside a rare WW2 Marine publication. The USMC Lube Chart is reproduced in a framed panel print.

 Product Number: 140116021 Order on-line by clicking the product number or by calling TOLL FREE (US) at the number at left.
Product Information
Prints are perfect for the home or office. All prints are custom manufactured using archival inks and acid-free paper. Framed prints are matted and framed in a stylish black frame with Plexiglas cover. Frames include complete backing. Frame size: 13″ x 16″.
Not interested in a chart?  How about a book? Jeep – Its development and procurement under the Quartermaster Corps, 1940-1942. It is a great book actually written during the war.  The author consulted government files to write the history.  It is loaded with notes that an intrepid investigator could use to deeper explore early WW2 jeep history.
Flying GP? Well, not exactly.

Flying GP? Well, not exactly.

The jeep was a crazy amazing brand new machine back in 1940 and 41.  The media which consisted of the printed word (newspapers), radio and movies.  You can see pictures of jeeps “flying” through the air.  The drivers must have been a wee bit crazy.  But I think in the case below it is a staged photo capitalizing on the jeep mania.

gpflyn
One of the little “Blitz Buggies” of the 194th Tank Battalion stopped in almost full flight by the Sentinel camera man.
gpflyncls2
An interesting photograph that certainly appears to be staged.

Check out Jeep – Its development and procurement under the Quartermaster Corps, 1940-1942 for all the “lurid” details about the jeeps beginnings.  It’s a great read, written during the war.

You know, if it wasn’t for Bantam then maybe I wouldn’t be sitting on the hood of my WW2 jeep! That’s right…Bantam was the first to deliver a 1/4-ton truck–the jeep.

Bantam - The First To Deliver Large Framed Print
Questions? Order by Phone! 877 809-1659
Bantam – The First To Deliver Large Framed Print

The first 1/4-ton developed for the US Army for WW2. A classic photo of the first 1/4-ton 4×4 in action.

Product Number: 111189646 Click the link to order or call TOLL FREE (US) and give the operator the product number.

Product Information
Prints are perfect for the home or office. All prints are custom manufactured using archival inks and acid-free paper. Framed prints are matted and framed in a stylish black frame with Plexiglas cover. Frames include complete backing. Frame size: 15″ x 19″.
If you are not interested in a print then you might be interested in a book about the Bantam? How about my book entitled, BANTAM, FORD AND WILLYS-1/4-TON RECONNAISSANCE CARS, available from Amazon.com.

See more framed prints at the 42FordGPW Store.

Keeping it cool in the desert is important.

Keeping it cool in the desert is important.

Overflow tank helps to keep your precious coolant in your radiator. Here’s how to use it.

Cursing, the driver shifted to a still lower gear. Those blistering, shifting sands were tougher to fight than the Nazis. He glanced at the heat indicator. It looked bad.

Realizing how little of his reserve water supply was left, he stopped the truck to cool it. He climbed down from the cab. Then it happened…first a rumbling, gurgling noise followed by water gushing out the overflow pipe. He looked under the truck just in time to see the irreplaceable liquid disappear into the parched sand…O.K.–you can relax now; it’s only a yarn. But for you fellows whose vehicles don’t have them, that’s why radiator overflow tanks have been installed on half-tracks, scout cars, and some Dodges, and (in the future) on GMC’s and 1/4-ton jeeps. Not all the Dodges, GMC’s and 1/4-tons are to be modified, but more on this later. After reading the Desert Cooling System Kit modification work orders for these vehicles, we couldn’t see why any mechanic should have trouble making the modification. In each case it means changing the fan assembly, radiator cap and fan belt, and installing an overflow tank which is hooked up to the radiator overflow pipe. On the Willys and Ford 1/4-tons the modification also requires installing a larger radiator core.

As anyone who has driven in hot climes knows, when coolant gets hot it expands. And if no place is provided to receive the expanded coolant – it will flow out the overflow pipe to the ground. If this happens in an area with a scarcity of water, somebody is going to be mighty thirsty. But on vehicles equipped with the overflow tank, this doesn’t happen. The cooling system is sealed by a positive seal cap on the radiator and by tubing running from the radiator overflow pipe to the overflow tank. The tank has a pressure cap.

When the coolant expands from heat, the water that would ordinarily run out the overflow pipe is conducted into the overflow tank. When the temperature of the coolant in the radiator decreases it forms a partial vacuum in the line between the radiator and overflow tank. This partial vacuum causes the coolant in the tank to flow back into the cooling system – if you have kept the cooling system good and tight.

Any air leaks in the cooling system, such as loose hose connections or a vented radiator cap, will break the vacuum and prevent the coolant in the tank from returning. If the coolant level in the radiator is found low, the overflow tank should be checked for trapped liquid before any additional water is added. If there is water in the tank, it should be drained into a container by using the valve and poured back into the radiator. But the presence of coolant in the tank after the radiator has cooled, is a sure indication that the system isn’t working right. In such cases, check for proper installation of the kit, check all hose connections for leaks, and check the radiator cap to make sure some one didn’t slip you a vented one. (A vented one will break the vacuum in the radiator to overflow line). But if the water in the radiator is low and isn’t in the overflow tank, you can start looking over your cooling system for a water leak.

Now if you follow these few simple rules your desert cooling system kit will work O. K.

‘Where and when do I requisition the desert cooling system kits for the GMC’s, 1/4 ton jeeps and 3/4-ton Dodges?’ The answer is you don’t requisition them. They will requisition you. When your destiny is decided — that is, when it is known you are going to a water-short area, you will be given the desert cooling system kits.

I don't like it too hot, neither does my jeep's engine.

I don’t like it too hot, neither does my jeep’s engine.

You can find out more interesting facts about WW2 jeeps and maintenance in my book: Military Maintenance for MB/GPW Jeeps 1941-45.

Answers can be found in TM 9-803, page 70 and 71.

You should know what your jeep's safe operating temperature is.

You should know what your jeep’s safe operating temperature is.

I'm just waiting for the little ol' engine to warm up!

I’m just waiting for the little ol’ engine to warm up!

Warm-up.
Temperature Gage. Engine temperature should rise gradually during warm-up period to normal operating range, 160F to 185F.

Road test!

Road test!

Run-in Test.
Dash Instruments and Gages. Do not move vehicle until engine temperature reaches 135F. Maximum safe operating temperature is 200F.

You can also see info under the “Road Test” and “During Operation” section.

Basically, if your are not losing coolant either from the block or the radiator then don’t be overly concerned about the engine’s temperature. Some of it has to do with whether or not you are running a 165F or 180F thermostat. Ambient temperature and engine load (how hard the engine is working) all have impact on the temperature. Later models of MB/GPW were equipped with the 180F thermostat as the higher temperature helps to cook off contaminants in the oil supply.

You can find this out and more in TM 9-803 Willys Overland Model MB and Ford Model GPW ¼ Ton 4×4 Technical Manual. If you don’t have one and own a WW2 jeep then click the link and order your copy today.

Is you carb sad? Why not a new one?

You need to keep your gears lubricated.

 

I hope it isn’t to oily for this subject but here goes anyway…

From EM 1110-2-1424 28 Feb 99:

Gear Lubrication
a. Lubricant characteristics. Gear lubricant must possess the following characteristics:
(1) General. The following characteristics are applicable to all gear lubricants. The lubrication
requirements for specific gears follow this general discussion:

(a) Viscosity. Good viscosity is essential to ensure cushioning and quiet operation. An oil viscosity that is too high will result in excess friction and degradation of oil properties associated with high oil operating temperature.In cold climates gear lubricants should flow easily at low temperature. Gear oils should have a minimum pour point of 5C (9F) lower than the lowest expected temperature. The pour point for mineral gear oil is typically -7C (20 F). When lower pour points are required, synthetic gear oils with pour points of -40 C (-40 F) may be necessary. The following equation from the ASM Handbook provides a method for verifying the required viscosity for a specific gear based on the operating velocity:

equation01

where
equation02= lubricant kinematic viscosity at 40EC (105EF) (cSt)
V = pitch line velocity (ft/min) given by :
V = 0.262nd
where n is the pinion speed in rev/min and d is the pitch diameter (inches).
(b) Film strength. Good film strength helps prevent metal contact and scoring between the gear teeth.
(c) Lubricity (oiliness). Lubricity is necessary to reduce friction.
(d) Adhesion. Helps prevent loss of lubrication due to throw-off associated with gravity or centrifugal force especially at high speeds.
(e) Gear speed. The now superseded Industrial Gear Lubrication Standards, AGMA 250.04, used center distance as the primary criterion for gear lubricant selection. The new version of this standard, designated AGMA 9005-D94 Industrial Gear Lubrication, has adopted pitch line velocity as the primary selection criterion. As noted above, gear speed is a factor in the selection of proper oil viscosity. The pitch line velocity determines the contact time between gear teeth. High velocities are generally associated with light loads and very short contact times. For these applications, low-viscosity oils are usually adequate. In contrast, low speeds are associated with high loads and long contact times. These conditions require higher-viscosity oils. EP additives may be required if the loads are very high.

(f) Temperature. Ambient and operating temperatures also determine the selection of gear lubricants. Normal gear oil operating temperature ranges from 50 to 55 C (90 to 100 F) above. Oils operating at high temperature require good viscosity and high resistance to oxidation and foaming. Caution should be exercised whenever abnormally high temperatures are experienced. High operating temperatures are indicative of oils that are too viscous for the application, excess oil in the housing, or an overloaded condition. All of these conditions should be investigated to determine the cause and correct the condition. Oil for gears operating at low temperatures must be able to flow easily and provide adequate viscosity. Therefore these gear oils must possess high viscosity indices and low pour points.

Army Jill and the WW2 jeep.

Does all those numbers make your head hurt like mine? Simple truth? Use the right oil for your jeep engine…I use 10w30 to keep it simple.

 

 

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