What makes a 9400 lb gvwr

[Dr_Snooz]

I'm checking out the military square-bodies being auctioned off on govliquidation.com. All have 1-ton frames (according to the VINs), but some have a GVWR of 8800 lbs., while others have a 9400 lb. rating. I assume they simply slide a few extra leaf springs under the 9400 lb. versions, but I don't know. Does anyone know the difference between an 8800 GVWR rig and a 9400 one?

Kind of a weenie question, I know, but I'm still curious. Thanks.

[Irish_Alley]

From what i understand the M1008 was a personnel carrier (8800) The M1028 was originally a stripped bed and also had overload springs that the M1008 didn't have for hauling supplies. (9400)
My 91 cucv is rated at 9400 i think with overload springs. Its based on the fact it had a tommy gate was hauling bombs and ammo to airplanes on the airbase.

[fitz]

The white truck is a M1008.
The picture of the spring is from a M1028.
You can see the overload spring on the M1028 that the M1008 does not have.
The M1028's also get a limited slip in the front Dana 60 that the M1008 does not have.

[roundhouse]

They must sell cheap

I see a lot of people parting them out

[fitz]

Most of the ones that are getting auctioned off have parts missing and do not run.
Its somewhat rare  for govliquidation to auction off running & driving trucks.
They like to move them around with fork lifts so bent driveshafts, cracked transfer cases,& body damage are considered normal.
Many people buy them for the axles, then part the rest of them out.
They are great trucks if you get a good 1. I drive my M1028 daily around town. With 4.56 gears it sees limited highway use.

[Dr_Snooz]

Most of the ones that are getting auctioned off have parts missing and do not run.
Its somewhat rare  for govliquidation to auction off running & driving trucks.
They like to move them around with fork lifts so bent driveshafts, cracked transfer cases,& body damage are considered normal.
Many people buy them for the axles, then part the rest of them out.
They are great trucks if you get a good 1. I drive my M1028 daily around town. With 4.56 gears it sees limited highway use.

Condition seems to vary. Some look like they've spent the last couple decades out in the boneyard. They are missing parts, rusty and pretty beat up. And yeah, lots of bent driveshafts, LOL. Others look pretty good with straight body work, clean engine bays and seats without tears. None that I've seen are being sold as running and driving though. The last decent one I saw went for $3,650. Not cheap in my book.

I'm looking for a 1-ton 4x4 donor vehicle, so I can swap all the 4x goodies onto my crew cab. 4WD, 1-ton crew cabs are basically non-existent, so I'll have to build my own. As long as all the 4x stuff is there and operational, I can live with some body damage.

Aside from the rear springs then, there is nothing that makes these 9400 GVWR trucks different from an 8800 lb truck, or even a civilian 1-ton truck? Theoretically, how high could you raise the GVWR by adding leaves?

Sorry for the newb questions. I'm still pretty ignorant about trucks.

[fitz]

  The only way I know of to legally change the GVW is to have a certified spring shop change the springs and then certify that the truck can now carry a stated amount of weight. It won't be cheap.
  Most of the trucks made by Mack don't come with a GVW tag, it is up to the company that outfits them to certify them for the GVW for the intended use.
  I'm sure one of members with big rig experience can shed some light on this for us.

[Irish_Alley]

IMO its not worth the money to buy a cucv just for the axles and springs. They are pretty much the same as a 1 ton and would be cheaper. I paid 1800 for my 1 ton military crew. Deals are out there just got to keep looking. I got mine at a farm auction

[fitz]

What gears do you want in your truck?

[Dr_Snooz]

Do you mean diff ratio? I want 4.11. My '86 has 4.56 and gets about 8 MPG unloaded. That's just godawful. My '90 gets 11 unloaded. I think it has 4.11. Eleven isn't great, but I can work with it. Maybe swap in a 4L80 at some point.

Irish, you're probably right. The list of needed parts also includes a high trans tunnel, transfer case crossmember, spring perches, a proper 4x frame for taking measurements and the comfort of knowing that if I forgot anything, it will be right there on the donor truck. Even so, $4k after the "buyer's premium" seems a little rich for what amounts to a 25 year old beater. Especially when I have no idea as to its driving history and will have to drive several hours to trailer it out of wherever it is. That's just not adding up to a great deal to me.

Does anyone know what the max GVWR was for the 1-ton square bodies?

[Engineer]

  The only way I know of to legally change the GVW is to have a certified spring shop change the springs and then certify that the truck can now carry a stated amount of weight. It won't be cheap.
  Most of the trucks made by Mack don't come with a GVW tag, it is up to the company that outfits them to certify them for the GVW for the intended use.
  I'm sure one of members with big rig experience can shed some light on this for us.

The GVWR of a class 6/7/8 truck is based on the sum of its axle ratings.

A class 8 road tractor with a FAWR of 12,000#, and RAWR of 38,000# will have a GVWR of 50,000#. The reason these trucks may not have the GVWR listed on a builders tag is because axle ratings are absolute unlike pickups and trucks in the class 5 and lower.

On say, for example, a 3/4 ton 2500 series pickup truck you can be within the axle ratings and over the GVWR because of the way the manufacturers rate the pickup truck's chassis.

[Engineer]

Do you mean diff ratio? I want 4.11. My '86 has 4.56 and gets about 8 MPG unloaded. That's just godawful. My '90 gets 11 unloaded. I think it has 4.11. Eleven isn't great, but I can work with it. Maybe swap in a 4L80 at some point.

Irish, you're probably right. The list of needed parts also includes a high trans tunnel, transfer case crossmember, spring perches, a proper 4x frame for taking measurements and the comfort of knowing that if I forgot anything, it will be right there on the donor truck. Even so, $4k after the "buyer's premium" seems a little rich for what amounts to a 25 year old beater. Especially when I have no idea as to its driving history and will have to drive several hours to trailer it out of wherever it is. That's just not adding up to a great deal to me.

Does anyone know what the max GVWR was for the 1-ton square bodies?

Depends on the year model, and rear wheel configuration.

I had an all original 1977 K30 SRW (first year for the K30). It had a 8600# GVWR. At some point the SRW K30s went to a 9200# GVWR. The DRW K30 trucks all had a 10,000# GVWR.

[fitz]

  Thanks Engineer,
I could never figure out why it was only the Macks that didn't have the GVW tags on the door.
  Dr Snooz. The M1008 & M1028 both have 4.56 gears.
Sounds like you might be better of getting a Civilian K30 with 3.73 or 4.10 gears in it