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Did you go with the removable floor pan or just pop holes in the floor of the truck?

Aftermarket wheels usually have a larger center hole. You will likely need to fabricate a center disc to fit

I have the aluminum box. I've got lots of seat time with 465 trucks but all were gas. the 465 sucked on the 2-3 shift as the gears were wide ratio difference. Having the splitter gives me a gear between and the OD. I think is going to be worth the effort. Nyoffroad, when you did your did you...

Thanks folks, lots of good info. GM72K10, I saw your build on another website. I love that truck.

Guess I failed to mention that I have a Ranger Torque Splitter to throw into the mix. I was mainly interested in commentary on folks that had seat time with a 6.2 and 465 combo. I guess the person I really hoped to find is the guy with a 465 swapped into CUCV.

Folks, looking for some real world experience with folks who have driven 6.2 powered trucks with a stick and a comparison between both. I have 99% of the stuff I need to do a swap. At one point the swap was needed for a PTO but now the need is gone. I'm still considering it so that I may teach...

I can't do a detailed list now but I've posted it a few times in the past if you care to search. Also look for a thread by speddmon using the phrase road oiler.

In WWII, the military had great success using the GMC 2 1/2 tons and Chevy 1 1/2 tons. The bobbed deuce is the current day 1 1/2 ton and they even played with the XM381 platform. Some folks need a smaller truck, some can't have a 3 axle truck. There are many practical reasons for doing one...

Nope, wouldn't do it with a new deuce either. I do know what you mean about hurling though, chopped up CUCV fenders and pickup trucks with stacks have the same effect on me! At least there is a reason for chopped fenders, I can't see any practical purpose for the stacks.

Just tell folks it is a converted steam engine. Post it all over the interweb and soon it will be true.

That truck would tempt me back into deuce ownership.

Transfer PTO should work.....maybe. As far as I know, there were 2 gear designs that are affixed to the transfer case. One is secured by a bolt into the shaft. And the other I seem to recall a grub (set) screw. My experience is that the older ones are bolted. See if your air shift is tapped for...

I have to admit, there seems to be a cult following to this type of equipment. After doing installs and updates for many years, I accumulated a fair stash of these, smart sirens and strobes. I've never once had the urge to install one on anything I own but when word got out that I had a stash...

It's moments like that when you truely know that a person is full of dung. For those who manage to display their knowledge for all to see, I usually agree and go on my way with a chuckle. One thing you never do is argue with them. They will drag you down to their level and beat you mercilessly...

It was available for inspection at the GA Rally. Perhaps.next year you can join us again! LOL

Many have done trays as well and secured ammo boxes or Jerry can mounts. I'm curious about bending the bumper back, what does that offer you?

That is just super cool. Thanks for the info.

One thing I would keep on hand is a charged jump box. These can get you out of a world of hurt with a CUCV. Also know that as issued to the government, there are no convenience outlets for power. Plan on adding or having alternate power for phones etc.

I think the issue with 3.73 gears and only moderate MPG gains is that 400 turbo has a dismal low gear ratio. The anemic 6.2 has to work super hard to get all that weight moving. The guys with 700R4 conversions are reporting better numbers. Look at it in this over simplistic view. 400 and 4.56...

The 700R4 was in 3/4 ton trucks as well. The early bugs have been worked out and a decent rebuild can handle 3 times the output of a 6.2. Before you consider not using the 700R4, ask the many many members that have done the swap what their opinion is. You will not find a single disappointed...