M151 Truck, Utility, 1/4-Ton, 4×4

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"M151" redirects here. For other uses, see M151 (disambiguation).

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M151 Truck, Utility, 1/4-Ton, 4×4
File:AMG M151 A2 (1978) GB (owner Gavin Broad).JPG
Overview
Manufacturer Ford, Kaiser, AM General
Production > 100,000 (1959–1982)
Body and chassis
Class 1/4 ton truck/personnel transport, four wheel drive
Layout Front engine, 4WD
Related M422 "Mighty Mite" contemporary
Powertrain
Engine inline 4-cyl., 141.5 cu in (2.319 L)
71 hp (53 kW) at 4,000 rpm / 128 ft·lbf (174 N·m) at 1,800 rpm
Transmission 4-speed + reverse manual transmission
single-speed, part-time transfer case
Dimensions
Wheelbase 85 in (2,160 mm)
Length 133 in (3,380 mm)
Width 64 in (1,630 mm)
Height 71 in (1,800 mm) with top up
reducible to 53 in (1,350 mm)
Curb weight 2,400 lb (1,100 kg)
Chronology
Predecessor Willys M38A1
Successor AM General HMMWV

The Truck, Utility, 1/4-Ton, 4×4, M151 (M151) was the successor to the Korean War M38 and M38A1 jeep Light Utility Vehicles. Commonly referred to as a "jeep" or "quarter-ton", it was produced from 1959 through 1982 and served in the Vietnam War. The M151 had a monocoque design making it roomier than previous jeep designs, and incorporated an independent suspension with coil springs. It has since been replaced by the larger AM General HMMWV in most utility roles in frontline use. With some M151A2 units still in U.S. military service in 1999, the M151 series achieved a longer run of service than that of the WW2 MB/GPW, M38, and M38A1 series combined.

History

In 1951 Ford Motor Company was awarded the contract to design a 1/4 ton 4×4 truck to replace the M38 and M38A1 model jeeps. The M151 was developed to specifications and guidance of the U.S. Army's Ordnance Tank Automotive Command. Design started in 1951 and testing and prototyping lasted through most of the fifties. Although the M151 was developed and initially produced by Ford, production contracts for the M151A2 were later also awarded to Kaiser and AM General Corp, a subsidiary of AMC.

Design

Improvements

File:JeepRightTopDownM151.jpg
M151A2 with top up and closed

Although the M151 mostly retained the same basic layout and dimensions of its predecessors, it was for all intents and purposes a completely new design. Unlike previous jeep designs, whose structure consisted of a steel tub bolted onto a separate steel frame, the M151 utilized a integrated frame design, which integrated the box frame rails into the sheet-steel body-structure. Eliminating the separate frame gave the M151 slightly more ground clearance, while at the same time lowering the center of gravity. This process slightly enlarged the vehicle, making it roomier than previous jeep designs, while retaining the same light weight.

File:JeepFrontM151.jpg
Front has grille with horizontal slats

Another area improved upon in the M151 was the suspension. Dispensing with the rigid live axles in the front and rear that all previous military jeeps used (a layout still used on modern day Jeeps, such as the Jeep CJ and Wrangler), the M151 was instead equipped with independent suspension and coil springs. This made it capable of high-speed, cross-country travel, while boasting high maneuverability and agility. The new suspension also had the added benefit of providing a more comfortable ride.

Due to copyright and trademark issues, the M151 did not feature Jeep's distinctive seven vertical slot grille, instead, a horizontal grille was used.

Problems

Unlike other military transports, such as the WWII and Korean War Jeeps and Dodge and Chevrolet transport trucks, the M151 was never widely released into the civilian market. This was partly because the military claimed that it did not meet Federal highway safety standards for civilian vehicles, and also because of a series of early rollover accidents. While these were often blamed on the independent suspension (which played no small part), they were also due to driver errors, with operators unprepared for the increased performance compared to the Jeeps which it replaced. The swing axle rear suspension design was prone to radical camber changes when subjected to abrupt shifts in lateral loads, resulting in catastrophic oversteer, which often led in turn to a vehicle rollover. Sudden and excessive steering input, as commonly found in a high-speed emergency avoidance maneuvers, was a recipe for disaster, as was heavy braking mid-turn. The vehicle's tendency to lose control was reduced when there was weight in the rear, so drivers would often place an ammunition box filled with sand under the rear seat when no other load was being carried. The box could simply be emptied or abandoned when the extra weight was not needed. Recoilless rifle carrier models were especially prone to rollover accidents due to their stiffer rear springs and were typically subjected to severe speed restrictions any time the gun was not aboard.

The handling issues were eventually resolved by a redesign of the rear suspension, introduced in the M151A2 model. However, due to liability concerns, the U.S. Department of Defense deemed all M151 series vehicles "unsafe for public highway use", limiting their public use. Continuing problems with vehicle roll-overs into the 1980s led the US military to retrofit many M151 series vehicles with the "Roll over protection structure" (ROPS), a roll cage intended to protect both front and rear seat passengers.

Service

File:82d Airborne jeep Urgent Fury 1983.JPEG
Soldiers of the 82nd Airborne Division in a heavily loaded M151 during Operation Urgent Fury

First put into service in Vietnam, the M151 played an active part in American military operations well into the 1980s, when it was phased out in favor of the HMMWV. Despite its official replacement, the M151 had some distinct advantages over its much larger and heavier successor, like being small enough to fit inside a CH-53 heavy transport helicopter. This flexibility was one of the reasons the U.S. Marine Corps deployed M151 FAV (Fast Attack Vehicle) variants through 1999, in places like Kosovo. It currently serves in U.S. special forces units as a FAV.[citation needed]

Various models of the M-151 have seen successful military service in 15 different NATO countries and M151s were sold to many countries, including Canada, Denmark, the United Kingdom and non-NATO countries like Egypt, Lebanon, Israel, the Philippines, and Pakistan. Currently, the M151 is used by over 100 countries worldwide.

Post-military use

In the late 1980s the M151s began being phased out of service in favour of the HMMWV. A few (perhaps 1,000) were sold via Government Surplus auctions, and those that were not sold via Foreign Military Sales (FMS) overseas were cut into four pieces and scrapped. However some individuals were able to buy these "quartered" M151s and simply weld the four sections back together, and rebuilt them into drivable condition. Some vehicles sold in the United States were simply cut in half, some of which were simply welded back together and driven. Additionally, beginning in the late 1990s a few companies dealing in Military surplus items bought M151s from some of the foreign governments that received the vehicles via FMS for reconditioning and further sales.[citation needed]

American Growler

File:GrowlerCombatVehicle.jpg
A Growler Light Strike Vehicle for the U.S. Marine Corps in December 2005, with a towed mortar.

American Growler designs and sells a line of Light Utility Vehicles based on the M151 drivetrain. The Light Strike Vehicle is intended to replace FAV variants of the M151, and is reduced in size to fit into the V-22 Osprey tiltrotor transport. Although originally intended to utilize the M151 drivetrain, the final result is an all new design and contains no M151 parts or design elements.

Variants

  • M151 (1960) – Initial version. Because of its rear suspension design it had a dangerous tendency to flip over when cornered too aggressively by unaware drivers. The coil spring and swing-axle rear suspension lay-out (similar to the rear suspension of the early-model Chevrolet Corvair) could result in large rear wheel camber changes, causing drastic oversteer and a subsequent roll-over.
  • M151A1 (1964) – Second version: minor changes in the rear suspension, mostly aimed at allowing the vehicle to carry heavier loads. Addition of turn signals to front fenders. The essentials of the rear suspension remained unchanged and the same applies to the handling problems in corners.
    • M151A1C – The M151A1C equipped with a 106 mm recoilless rifle on a pedestal-mount. Capable of carrying six rounds of ammunition and weapon tools. Including the driver, it provides space for two men and has a cruising range of 442 km or 275 miles.
    • M151A1D – Tactical nuclear variant. This was an M151A1C modified to mount the Davy Crockett Atomic Warhead Launcher (in parallel development with a similarly equipped M38A1 and other tactical vehicles).
    • M718 – Front-line ambulance variant that featured an extended rear body to allow the transport of litters.
  • M151A2 (1970) – The A2 fielded a significantly revised rear suspension that greatly improved safety in fast cornering. The M151 now had Semi-trailing arm suspension. Many smaller upgrades including improved turn signals. The A2 can be identified by the large combination turn signal/blackout lights on the front fenders, which also had been modified to mount the larger lights, as opposed to earlier A1's that had flat front fenders.
    • M718A1 – Front-line ambulance variant.
    • M825 – Variant with M40 106 mm recoilless rifle mounted on rear. It had racks in the cargo bed to carry 4 shells.
File:TOW fired from Jeep.jpg
TOW missile being fired from M151A2.
    • M151A2 FAV – Fast Assault Vehicle variant designed to be carried inside a CH-53 helicopter. Modification mainly involves adding a combination radiator grille armor plate and spare tire carrier, a field radio bracket between the front seats, roll bars or roll-cage, and high-beam lights. It has a heavy weapons pedestal mount post mounted on the rear deck (capable of carrying a Browning M2HB, Mark 19 Automatic Grenade Launcher or TOW II Missile). The rear bustles had brackets to mount large storage baskets and the front bustles had brackets to mount small storage baskets for fuel jerry cans or single ammo boxes.
      • Marine FAV Mk I "Super Jeep": Models originally had a flat black paint job and a velcro-fastened cloth "blackout panel" that covered the dashboard gauges. The front-mounted roll bar, which replaced the front folding windshield, was made from threaded heavy-gauge pipe.
      • Marine FAV Mk II: Models originally had an ERDL "woodland" camouflage paint job and a welded roll-bar that was reinforced with two angled support braces of heavy-gauge welded pipe between the front seats. Had two high-beam lights mounted under the top of the rollbar. Highly customized by the units converting it, leading to numerous unique modifications.
      • Airborne FAV (AKA Ranger FAV): Has a forward-facing M60 GPMG or M240 MAG GPMG in a M32 45° weapons mount welded to the dashboard on the front passenger side, a horizontal storage box containing an AT-4 Anti-Tank Rocket, and a vertical storage rack behind the front seats that holds 8 to 10 M72 LAW Rockets. The rear bustles can mount locker baskets that can each contain 4 × M2/M2A1 ammo boxes for the main gun and the front bustles can contain single ammo boxes for the M60.
      • Air Force FAV: Has a roll cage and a 360° ring mount over the rear seat. This model was designed by Marine Sgt. David Ferry[1] and saw service with the MEUs and other Special Operations units.
        It got the nickname of "Air Force FAV" from a famous picture of U.S. Air Force Major General William S. Hinton Jr., commander of Joint Task Force Shining Hope, getting out of one.
    • M151A2 TOW – tube-launched, optically-tracked, wire-guided (TOW) anti-tank missile variant.
    • M1051 – Firefighting variant which saw exclusive use by the Marine Corps.
    • MRC108 – Forward Air Control variant, with multi-band communications equipment.

Users

Group of three American soldiers, their M151, and two West German Bundesgrenzschutz officers, 1979.
Saudi Arabian-used M151s in the Persian Gulf War.

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Asterisk indicates not listed in Annex C Appendix II of US Army Technical Manual of Foreign Military Sales. TM 9-2320-356-BD "Battlefield Damage Assessment and Repair, Washington, D.C. 18 December 1987"[2]

See also

References

  1. ↑ "M151A2 FAV", GlobalSecurity
  2. ↑ http://imfmotorpool.com/063247.PDF

External links

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