museum
Exhibits

The M18 Hellcat was an American tank destroyer deployed during World War II and the Korean War. Of its era, it was among the fastest armored vehicles on the battlefield, reaching speeds of 55 mph. That speed came at a cost though.

Its armor was no more than one inch thick and offered no protective roof for its five-man crew. It was also unique in that it used a 400 horsepower, 9 cylinder radial gasoline engine, originally designed for military aircraft.

With design work initiated before America’s entry into the conflict, the Hellcat gave American and Allied forces a respectable, mobile anti-tank capability against heavily armored German tanks, offering a 76 mm cannon in its turret.

The Hellcat’s speed and ability to maneuver into firing position were welcomed by its crews, but they wanted a far more powerful gun and were wary of the minimal armor protection.

With only a modest half-inch of armor plate on the front hull, its protection was actually less than that of the M8 armored car, and much less than the two inches of frontal armor on the Sherman tank. With heavier German tanks—such as the Panther and Tiger—arriving on the battlefield, Hellcat crews needed a strategic approach to kill these far more potent enemies.

Some 2,507 were built by Buick, representing America’s late realization that both the Germans and Russians had surpassed the U.S. in innovative tank design during World War II, and the United States was in a grim game of catch up.

Sturmgeschütz (or StuG) was developed by the German Wehrmacht during World War II as a means of putting a powerful assault gun on a tank chassis, without the considerable cost and complexity of building a tank. Initially meant to destroy enemy bunkers and similar defensive positions, its low profile, potent 75 mm cannon, and mobility were put to good use as an ambush weapon against the Allies as they closed in on the Nazi Reich in 1944-45. Our StuG is a replica.

The original vehicles served on all fronts—from Russia to North Africa, and Western Europe to Italy—as assault guns and tank destroyers, with a number of them being exported to Germany’s allies. Still, without a traversable turret and its thin armor, it was ill-advised to engage in an attack role.

As the situation for the Reich military deteriorated later in the war, its defensive capabilities became increasingly important, and more StuGs were built than tanks. It was no surprise that a version of this weapon became Germany’s most manufactured armored fighting vehicle during World War II, with some 10,000 examples produced.

Originally conceived as a fast-moving tank destroyer, it became quickly apparent the M8 was under-gunned and under-armed to perform that function—and so it became a widely-produced reconnaissance and scouting armored car, with 8,500 built.

Susceptible to mines and not well-suited to off-road travel, it was used most effectively in the hands of those like General Patton to act as modern-day cavalry, screening the flanks of fast-moving tanks and mopping up rear areas bypassed during his advance from Normandy.

Its 37 mm cannon was augmented with a coaxial 30 caliber gun and a .50 caliber gun on a turret ring to ward off enemy aircraft and offer heavy ground defensive fire. It fielded a crew of four.

Its 6-wheel drive was powered by a gasoline-fueled Hercules JXD, 320 cubic inch, 110 hp engine in the rear of the vehicle and was capable of a top speed of 55 mph.

The open-top M20 armored car has the same chassis as the M8, but given that it was designed purely as a command and reconnaissance vehicle, the distinctive M8 turret and 37mm main gun are not installed.

Because field commanders were expected to ride aboard the vehicle, it was equipped with far more radio equipment than a traditional armored car or tank, and additional seating was provided to accommodate the “brass.”

The crew consisted of a driver and assistant driver, plus the vehicle was equipped to carry an additional four soldiers into a combat zone.

A .50 cal. machine gun was positioned on a ring mount to provide anti-aircraft protection, as well as offer covering fire in the event of an ambush or ground attack. Additional machine guns could be mounted, along with the extra ammunition.

This vehicle is on display courtesy of Polimeni International.

The Museum’s acquisition of this iconic Vietnam War armor vehicle underscores the commitment to honor those Americans who served during this conflict.

The V-100 Commando, with twin machine guns in a turret, was extensively used during the Vietnam War to protect military convoys heading out to supply remote outposts, as well as provide security for air bases housing helicopters and fighter bombers.  

Developed in the early 1960s during the height of the Cold War, it was designed to be used in various roles, including as an armored personnel carrier, a reconnaissance vehicle and a weapons carrier, but it would become best known in the jungles of “Nam.”

Originally deployed to South Vietnam in 1963, it was used by the U.S. Army Military Police, the U.S. Air Force, Marine Corps and the South Vietnamese military. By 1968, the U.S. Army had purchased the V-100 Commando for its own use.

The vehicle is equipped with four-wheel drive, has a gasoline-powered 360-cubic-inch Chrysler V8 engine, and its five-speed manual transmission allows it to traverse rough terrain. It was capable of speeds up to 60 miles per hour.

The V-100 carried a maximum crew of two, with up to ten passengers. In road patrol, convoy duty and base defense, it usually had a crew of two: driver and gunner. Additional armament often included two or three top-mounted M2 machine guns or M60 machine guns. Other weapons were also introduced, such as the M134 Miniguns.

The small two-man British Dingo has been called one of the best armored fighting vehicles built in Britain during World War II. It was well-protected for its size and was typically equipped with a Bren machine gun for defense.

The Dingo featured a unique pre-selector transmission gearbox and fluid flywheel that offered five speeds in both directions. This is a feature retained in the post-war Ferret and Fox armored cars, also on display.

Like a number of American vehicles during World War II, it was extremely vulnerable to mines, featuring run-flat tires and independent coil suspension. A swiveling passenger seat allowed the second crew member to operate the radio or the Bren gun, as needed.

The driver's seat was canted slightly off to the left of the vehicle, which allowed the driver to maneuver in reverse and look behind simply by glancing over his left shoulder. One can imagine that this was a useful feature, as retreats by Dingos scouting for the enemy were often necessary.

The Dingo was so popular that, though it was only in production throughout the war, it was not phased out of service until the early 1950s. It saw action from the earliest days of World War II, as the British retreated from Dunkirk, to the final weeks of the conflict, when the Third Reich was crushed. It was found in North Africa and Italy, as well as Western Europe.

A number of captured Dingos were used by the Germans; a handful were reportedly also used in Vietnam decades later, where American troops drove them while off-duty.

This particular model is painted in markings applied during the hard-fought Italian campaign.

A direct descendent of World War II British armored cars, the Daimler Ferret was produced from the immediate post war years through 1971. It could be found wherever the British military was posted, from the Berlin Wall to the sands of Africa to the streets of Hong Kong. Throughout its production life, the basic hull remained unchanged, but more powerful engines and different turrets were installed.

The Ferret has an all-welded steel hull that is divided into three compartments: the driver's compartment, the fighting compartment in the center, and the engine compartment in the rear. The driver sits in front with three hatches: one in front and one on each side, and each hatch has an integral periscope.

In the center is a manually-operated turret that accepted a number of different weapons, but the .30 caliber machine gun is featured in the Museum’s presentation.

A Rolls-Royce B60 Mk 6A six-cylinder in-line water-cooled gas engine develops 129 horsepower at 3,750 rpm. Drive is transferred to all four wheels with a fluid-coupling transmission, having five speeds in each direction. Run-flat tires were used during operations.

The Museum’s version has been painted with a WWII Allied star, in recognition of its heritage.

The FV721 Fox Combat Vehicle Reconnaissance (Wheeled) (CVR(W)) was a 4 × 4 armored car manufactured by ROF Leeds, deployed by the British Army as a replacement for the Ferret scout car and the Saladin armored car. The Fox was introduced into service with B Squadron, 1st Royal Tank Regiment (Aliwal Barracks, Tidworth) in 1975 and withdrawn from service 1993–94. Development of the Fox began in 1965 and the following year the Daimler company of Coventry, which was building the Ferret scout car at the time, was awarded a contract to build 15 prototype vehicles. The first was completed in November 1967 and the last in April 1969. User trials began in 1968 and the first official announcement concerning the Fox was made in October 1969. The following year the Fox was accepted for service with the British Army and a production order was placed with Royal Ordnance Leeds. Production began in 1972 and the first vehicle was completed in May 1973. Production of the Fox has been completed at Royal Ordnance Leeds.

The M3A1 Scout Car, manufactured by the White Company, is the personification of the Army’s pre-war thinking about mechanized cavalry units.

Originally designed and built in 1937, the U.S. Army envisioned these vehicles being sufficiently armored to ward off enemy small arms fire, while being equipped with several machine guns to permit the crew of five to get out of harm’s way while on scouting missions.

Like much pre-war thinking, these tactics would not withstand the first encounter with the enemy, and American forces would need to change how they utilized their wheeled cavalry during World War II. Often deployed with jeeps, motorcycles, M8 Greyhounds and Stuart tanks, the M3A1 would be an integral part of a cavalry group that would conduct patrols to gather intelligence on the location of enemy forces.

Thousands of these vehicles would be used by other Allied nations, including Soviet forces in helping to push Nazi forces back toward Berlin, while the British operated the White Scout Car in Europe in the weeks and months following D-Day.

After the war, emerging nations such as Israel deployed them as front line combat equipment.

In 1941, the US Army Ordnance Department issued proposals for wheeled armored cars for itself and Allies. While both the Americans and British purchased the Ford M8 series of armored cars, Britain also elected to purchase a second, larger design produced by Chevrolet. Originally designated as the T17E1, it soon became better known as the Staghound.

The armament was typical for an Allied armored car of the day, a turreted 37MM main gun and two .30 caliber machine guns. Unique Staghound attributes, however, included its sheer overall size and being powered by two separate gasoline engines. Using either or both engines, power was supplied to all four wheels through an automatic transmission. A crew of five manned the Staghound.

With almost 4,000 examples produced during WW II, the Staghound saw combat with British and Commonwealth forces in Italy and throughout the Northwest European theatre. The Museum’s exhibit is a Mk.I Staghound, the most common version.

The M114 Command and Reconnaissance Vehicle (CRV) was the result of a 1950s US Army proposal for a lightweight, amphibious, and air-deployable vehicle to equip its Cavalry and Recon Battalions. Efforts to make the vehicle simple and light included powering it with an existing automobile V-8, extensive aluminum construction, and one-piece tracks with largely rubber construction. A crew of only three operated the M114.The vehicle did not fare well in its Vietnam War debut. The lightweight armor made it vulnerable to heavy weapons fire and enemy landmines. Its hull design and insufficient power made traversing rough battlefield terrain difficult. Most M114s were withdrawn from Vietnam early on and then transferred to Army units in Europe and the United States where they served into the late 1970s.

Cadillac-GM built the M114 in three main versions. The Museum’s example is an early production M114, with a pintle mounted .50 caliber machine gun manually operated from the commander’s position.

Amphibious warfare is one of the most difficult challenges in the history of military operations, but by the end of World War II the United States was a master of it, thanks in part to the LVTs and the courage of the men who raced out of them to assault enemy beaches.

Originally intended as cargo carriers for ship to shore operations, and later troop carriers, subsequent versions added tank turrets fitted with 37 mm cannons. The Marines made extensive use of them in the Pacific; the Army would widely use LVTs in the Philippines; and the British used them in Italy and the Netherlands.

The LVTs were first deployed in combat during the Marines’ bloody assault on Japanese-held Tarawa in 1943, as it became obvious to military planners that Americans assaulting enemy beaches needed a tough, armored vehicle that would get them through the surf and over drifting sand bars.

Without these vehicles, American losses would have been unsustainable. Thousands were built for what would have been a final, but bloody, landing on the Japanese mainland had not two atomic attacks promptly ended the war.

The LVT-4 on display is from the collection of the late Kevin Kronlund. It is a later version, with modifications such as a forward-shifted engine and a large rear ramp door, allowing troops to exit from the back of the vehicle.

Manufactured by the Food Machinery Corporation and the St. Louis Car Company, at over 26-feet long and 10.5 feet wide, this version of the LVT-4 could transport a payload of 9,000 pounds, or 30 troops. Powered by an air-cooled 250 HP, 7 cylinder radial engine, it had a top speed of 15 mph on land and 7 mph in water. The tracks were specially designed to act as paddles to propel the vehicle through the water, yet still be functional on land.

The LVT-4 became the most numerous version of LVTs produced, with 8,351 units delivered.

The M4 High Speed Tractor was built based on the chassis and drivetrain of the M2 Light Tank. Building out the design of a new vehicle off an older model was a common practice at the time because it simplified the construction of the new vehicle, allowing for more streamlined production, as well as easier maintenance and repair in the field.

The three main artillery pieces the M4 was intended to transport were the 155 mm gun, the 203 mm howitzer and the 90 mm anti-aircraft gun; the M4 HST was designed to carry ammunition at the rear of the chassis.

The M4 tractor had no armor—likely due to the purpose it served—and its primary weapon was one .50 caliber anti-aircraft machine gun. It used a Waukesha 145GZ six-cylinder inline petrol engine, a vertical volute spring suspension system, and traveled at a maximum speed of 33 mph.

This vehicle and Long Tom was acquired from the estate of the late Kevin Kronlund, who was committed to preserving our American military heritage.

An outstanding example of American design ingenuity and our nation’s mastery of logistics during WWII was the M25 40-ton heavy tank transporter. Nicknamed the Dragon Wagon, the vehicle was the largest wheeled apparatus fielded by the U.S. Army during WWII. Composed of a 6x6 tractor and eight-wheeled trailer, it was manufactured by the Pacific Car and Foundry Company of Seattle, Washington.

Weighing in fully-loaded at over 100,000 pounds, the Dragon Wagon’s 240 horsepower 1090 cubic inch Hall-Scott engine and 12-speed transmission could move the tractor trailer at a top speed of 26 mph for the purpose of maneuvering tanks near the front line, or recovering them for repair. A version was provided with cab armor to offer a measure of protection for the crew operating near the front lines.

Some 1,300 were built, but very few remain today. This rare operational example is part of the David Levy Collection of Historic Military Vehicles on display at the Museum. When it takes to the field during programs, it requires a crew of observers to ensure its safe operation.

Its dominating presence underscores the enormous resources the United States deployed to win a global conflict and its ability to put men, materials, and weapons where they were needed most.

The M42 40 mm Self-Propelled Anti-Aircraft Gun, or "Duster," is an American armored light air-defense gun built for the United States Army from 1952 until December 1960, in service until 1988. Production of this vehicle was performed by the tank division of the General Motors Corporation. It used components from the M41 light tank and was constructed of all-welded steel.

A total of 3,700 M42s were built. The vehicle has a crew of six and weighs 22,500 kg (49,500 lb) fully loaded. Maximum speed is 45 mph (72 km/h) with a range of 100 miles (160 km). Armament consists of fully automatic twin 40 mm M2A1 Bofors, with a rate of fire of 2×120 rounds per minute (rpm) and either a .30 caliber Browning M1919A4 or 7.62mm M60 machine gun. The 500 hp, six-cylinder, Continental (or Lycoming Engines), air-cooled, gasoline engine is located in the rear of the vehicle. It was driven by a cross-drive, two-speed Allison transmission.

Although the M42 Duster was initially designed for an anti-aircraft role, it proved to be highly effective against unarmored ground forces in the Vietnam war.

The M29 Weasel was a World War II tracked vehicle, built by Studebaker, designed for operation in snow. The idea for the Weasel came from the work of British inventor Geoffrey Pyke in support of his proposals to attack Axis forces and industrial installations in Norway. Pyke's plan to hamper the German atomic weapons development became Project Plough for which he proposed a fast light mechanized device that would transport small groups of commando troops of the 1st Special Service Force across snow. In active service in Europe, Weasels were used to supply frontline troops over difficult ground when wheeled vehicles were immobilized. The M29 was a front engine, rear wheel drive system with the changed tracks and different bogie wheel arrangement. The hull was also changed to accommodate a larger passenger/load capacity. The M29 was somewhat amphibious, but with a very low freeboard; the M29C Water Weasel was the more amphibious version, with buoyancy cells in the bow and stern as well as twin rudders. The M29C could not operate in other than inland waterway conditions, so its use in surf or rough water was very limited but did see action in the Pacific theatre. An easy way to distinguish the difference from an M28 and M29 is to look at the side-track arrangement of bogie wheels.

The GMC CCKW is a 2½ ton 6×6 U.S. Army cargo truck that played a major part in helping secure America’s victory during World War II, as it was the prime mover of men and materials to the front lines. 

Its essential role brought home the simple truth about war, attributed to a U.S. Marine Corps commandant, when he stated, “Amateurs talk about tactics, but professionals study logistics."
 
Called the "Deuce-and-a-Half"—or just "Deuce"—the GMC’s Model CCKW saw some half a million built by a consortium of companies working to the same Army specifications, including International Harvester and Studebaker, among others.

The original design specified a truck that could haul an adequate amount of supplies and still be well-suited to fit on transport ships. GMC submitted a design based largely on their pre-war truck models and won the contract in time for production by early 1941.
 
Assigned primarily to U.S. Army supply units, these trucks were operated mainly by African-American soldiers who distinguished themselves throughout the war, moving tons of supplies under difficult and often dangerous conditions to ensure that the American army could continue its offensive.

They are best known for manning the “Red Ball Express”—whose supply mission from the shattered ports of France to the front lines remains legendary—although this was just one instance in a long and difficult war.
 
Still, at its peak, the Red Ball Express operated nearly 6,000 vehicles and carried about 12,500 tons of supplies daily.

During World War II, the Diamond T Motor Car Company in Chicago produced what automotive historians still consider to be the classic multipurpose heavy truck. 
 
Several versions of the Diamond T were developed using a common chassis, including cargo trucks, dump trucks, and wreckers. The Diamond T 969 was a vehicle recovery truck based on a 4 ton 6X6 chassis and powered with a Hercules RXC six-cylinder gasoline engine. It was manufactured from roughly 1940 until 1945. After 1943, most versions were of the open cab design.
 
The wrecker became a critical element in the Allies’ ability to recover disabled trucks, jeeps and armored cars from the field and return them quickly to the order of battle. During the massive resupply effort required to ensure American troops had what they needed on the front lines, the transportation effort known as The Red Ball Express used an ample supply of Diamond T wreckers to prevent disabled vehicles from blocking convoys moving up behind them. 

With its two rear winches, it is capable of lifting 10 tons; it also has a front-mounted Gar Wood winch rated at 15,000 pounds. Approximately 6,000 Diamond T wreckers were produced, and many were supplied to Allied countries through the Lend-Lease Act. After World War II, Diamond T wreckers were still in use in various countries for many years.
 
The fact that America’s Arsenal of Democracy could not only manufacture the necessary weapons of war, but also the vehicles which kept those weapons repaired and ready for battle, is an indication of the nation’s industrial capacity some 75 years ago.

Just as important as tanks and artillery was the ability of transporting American G.I.s back to a field hospital after being wounded. The Dodge WC-54 Ambulance served to fill that role.

About 19,000 models were built between 1942 and 1945. They functioned as the U.S. Army's main ambulance, with some used as late as 1953 during the Korean War by the U.S. Army Medical Corps, and others serving as late as the 1960s in the armies of certain European countries.

The ambulance had room for a driver and anywhere from four to seven patients, plus a medic. If the fold-away bunk stretchers were used, four patients could be transported lying down.

Unlike virtually every other military vehicle, the WC-54 featured a cab heater, providing comfort for patients and crew. It was fitted with a rear foldaway step to allow easier access for stretcher bearers and injured soldiers.

One version developed late in the war allowed it to be shipped partially disassembled, permitting more to be placed into transports or even transported by air.

Geneva protocols relating to the conduct of war dictated that ambulances on both sides of the conflict would be unmolested, marked by a bright red cross. It can’t be said that this instruction was universally observed.  

The operational example at the Museum is part of the Jeff Rein collection.

The Class 500 fire truck was the most commonly used fire engine at Army
installations. The trucks were built on chassis and bodies that were constructed
by most of the major truck and fire equipment builders. It was equipped with a
midship mounted 500 gpm. centrifugal or rotary gear pump. The water tank held
150 gals and 150 ft. of 1 in. hose was carried on a reel or in a basket mounted
atop the hose body. The hose body held 1000 ft. of 2 1/2 in. hose. The Class
500 was used for combating structural fires at post, camps and stations.

Prior to WWII, the generals in England envisioned the universal carrier to be a mechanized machine gun “nest” capable of providing cover from fire wherever needed. It was one more example of tactics conjured up following the horrific trench warfare of World War I that would not survive the swift Nazi tactics of blitzkrieg, with their combined use of air and armor forces.

Once committed to battle, the Universal Carrier became a ubiquitous implement of war. From a mobile mortar battery, reconnaissance vehicle—and, yes, a defensive machine gun position—to moving troops, supplies, ammunition and the wounded, these vehicles were found in virtually every theater of operations where the British Empire fielded its troops. Unable to produce enough of them, Britain gave Ford a contract to build the vehicles for the Allies, and a total of 113,000 were produced.

The museum’s model weighs three tons, is powered by a V8 engine, and can race along at 30 mph. It is presented for the purpose of paying tribute to the British allies of World War II whose Prime Minster, Winston Churchill, must have been thinking of the Universal Carrier when he said, “If you are going through hell, keep going.” This would have been the vehicle capable of doing exactly that.

When America entered World War II, the civilian automotive industry quickly shifted to the manufacturing of tanks, planes and the other implements of war. As a result, those who had intended to buy a new car would have to wait out the duration of the conflict before getting to the showroom, while many old rattletraps became valuable modes of transportation for newly employed defense workers.

On January 1, 1942, it became official policy, as all sales of cars—as well as the delivery of cars to customers who had previously contracted for them—were frozen by the government’s Office of Production Management. In addition, rationing of gasoline and tires was imposed, along with a national speed limit of 35 mph.

A number of contemporary automobile of the era were “drafted” into the military after December 7, 1941, for use by Admirals, Generals and members of their staffs. Often, they were just given a coat of olive drab or battleship gray paint and dispatched to the military motor pool.

The 1938 Lasalle 38-50 was basically a medium-priced Cadillac from General Motors (now much in demand by collectors around the country). Borrowing an L-head straight eight from the Oldsmobile division to replace the traditional Cadillac V-8, the new series shared the same 240.3-cubic-inch (4-liter) displacement. A completely redesigned chassis was introduced with a much shorter, 119-inch wheelbase.

With its distinctive elongated hood, its civilian driver could tool around on a Sunday afternoon in a car its dealers touted as “Looks...Luxury…and Low Cost.” LaSalle stayed in production for 14 years before GM cancelled the innovative brand just prior to World War II.

Civilian vehicles drafted into the military remind us that much of America’s wartime travel became the subject of rationing, designated priorities, and missions. However, Detroit never lost sight of its post-war marketing strategies. Throughout WWII, the automobile and oil companies continued to advertise heavily to insure that the public did not forget their brand names, underscored by the motto “There is a Ford in your Future.”

Today, the Museum’s vintage sedan collection seeks to reflect on a time when every facet of America’s industrial output was committed to winning the war.