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Kenworth began in 1942, but because of interruptions in manufacturing only built 840. At first the manufacturers' chassis were similar and used the same components. After the 1943 upgrade to -A1 standard, the two chassis were mechanically identical and parts were interchangeable. After the war, the rating of the 10-ton wrecker was lowered to 6-ton.
The EH had a ladder frame with two beam axles on leaf springs. The military models had two wheelbases, the 146 inches (3.71 m) short for tractors and the 170 inches (4.32 m) long for straight trucks. The variant EHUS had a shorter wheelbase at 132 inches (3.35 m). They were used as fuel servicing trucks in the US Navy or as wreckers for the USMC.
The M936 was a wrecker used to recover disabled or stuck trucks and lift large components. A rotating, telescoping, and elevating hydraulic boom could lift a maximum of 20,000 pounds (9,100 kg). A rotating, telescoping, and elevating hydraulic boom could lift a maximum of 20,000 pounds (9,100 kg).
The short, used for tractors and dumps, was 167 inches (4.24 m), the long, used for cargo, wreckers, and bolsters, was 179 inches (4.55 m), and the extra long, used for long cargo, tractor wreckers, and expansible vans, was 215 inches (5.46 m).
Cargo, dump, wrecker and specialty bodies Autocar U8144T 5-6 ton 4x4: 1941–1945: 2,711: Semi-tractor for pontoon bridges: ... Cargo, tractor, wrecker Used only by USMC
This let the truck perform wrecker duties and to load and tow semi trailers. All had a front and rear winch. Oversize 12.00×20 were used, this was the only model to have this size. As a wrecker the boom could support 12,000 lb (5,400 kg), as a tractor the fifth wheel load rating was 15,000 lb (6,800 kg). [7] [19]
The same body was later used again in the Tyco version of the Slotless TCR system produced from 1991 to 1993 Both the Peterbilt and Kenworth Truck Cab moldings were used in racing form, with a chromed plastic fifth wheel, which was initially attached by a rivet and two melted-over plastic side pegs to the platform behind the driver's cab.
Once vehicles in a wrecking yard do not have more usable parts, the hulks are usually sold to a scrap-metal processor, who will usually crush the bodies on-site at the yard's premises using a mobile baling press, shredder, or flattener, with final disposal occurring within a hammer mill which smashes the vehicle remains into fist-sized chunks ...