Commercial Utility Cargo Vehicle Information

The Commercial Utility Cargo Vehicle or CUCV/LSSV (CUCV /ˈkʌkviː/ KUK-vee) is a vehicle program instituted to provide the United States military with light utility vehicles based on civilian trucks.

The COTS (Commercial Off The Shelf) concept, which translated into the CUCV program, was originally intended to augment the purpose-built but expensive Gama Goats and M151 series jeeps approaching the end of their service life in the mid-1970s. Initially, Dodge W/D series trucks were provided in the late 1970s with several military modifications. In the mid-1980s, Chevrolet C/Ks replaced the Dodge vehicles in CUCV I and CUCV II guise. GM CUCVs were heavily redesigned in 2000 and their name was changed to Light Service Support Vehicle (LSSV).

CUCVs are intended to perform "background" roles, providing support for frontline forces, such as cargo transport, troop transport, first aid, and communications. CUCVs are not built for direct frontline combat use, as evident by their lack of bulletproofing and protection from ordnance. Like many of the vehicle parts, the windshield, cabin glass, and body panels are civilian-grade and offer no protection from firearms or explosives. As a result, some CUCVs were replaced in the 1980s and 1990s by the HMMWVs they were to augment.

The U.S. military continued to keep CUCVs in active service long after their projected lifespan. CUCVs of all generations are still in U.S. service, though many M880/M890s and CUCVs have passed through military surplus sales into civilian ownership. CUCVs and LSSVs are in use as support vehicles for military police, troop transport, range control, facilities, and maintenance.

In 1973, Dodge began developing militarized adaptations of their current civilian trucks. In 1976, the M880/M890 series was put into production under a large contract., For almost a decade the Dodges were referred to as "880s", "890s", or most commonly called "five-quarters". The term "CUCV" did not appear until the 1980s when GM was contracted to replace the M880/90s. The M8XXs were an attempt by the U.S. military to use commercial off-the-shelf (COTS) vehicles with minor modifications in non-combat roles. They were intended to replace the M37, M715 and their related variants. The 1¼ ton M880-series was based on the Dodge W200, a ¾ ton capacity 4×4 civilian/commercial truck. The 880/90s had a 2500 lb cargo rating, enabling it to have a ​5⁄4-ton load rating. The similar 1¼ ton M890-series was based on the Dodge D200, a ¾ ton capacity 4×2 civilian/commercial truck. The M880/M890s had several drawbacks: a gasoline engine, 12-volt electrical systems (a separate 24 volt system was added to communications units), and no power steering, due to the PS pump location being used for the 24V generator. The 318 gasoline engine proved to be a fatal flaw as the military moved increasingly to diesel engines during this time period. The lack of power steering was a hindrance in off-road, close quarters, and snow-plowing duties (although most civilian and Air Force models had power steering). Around 44,000 M880/M890s were produced during the 1976–1977 model years and were used by the Army and Air Force until the late 1990s.

An armored variant was built by Cadillac Gage as the Ranger.

All M880/M890s were powered by Chryslers 5.2L 318 gasoline engine with a two-barrel Carter or Holley Carburetor. These were rated at 150 hp (110 kW) and 230 lb/ft of torque. Most were equipped with the Torqueflite 727 3-speed automatic,a precious few left the factory with a 4-speed manual. The 880s used a 2-speed NP203 transfer case. A Dana 44 4.10:1 front axle and floating Dana 60 4:10.1 rear axle completed the setup. They were equipped with front wheel disc brakes and rear wheel drums. 880/890s had a Military rated top speed of 70 mph (110 km/h).

General Motors and AM General have produced CUCVs since 1984 in three distinct generations: CUCV, CUCV II, and LSSV.

Replacing the M880/M890 series, the CUCV represented General Motors first major light-truck military vehicle production since World War II. GM CUCVs were assembled mostly from existing heavy duty light commercial truck parts. The CUCVs came in four basic body styles: pickup, utility, ambulance body and chassis cab. The M1008 was the basic cargo truck, the M1010 was the ambulance, and the M1009 was a Chevrolet K5 Blazer uprated to ¾-ton capacity. With the exception of the M1009, the trucks were all rated as 1​1⁄4 ton (commonly called a "five-quarter"), even though some of them had payloads in excess of that. There were heavier-duty variants, including the M1028, M1028A1, M1028A2 and M1028A3 shelter carriers (the shelter being a mobile command, communications or intelligence operations enclosure). The M1031 was the chassis cab. These latter trucks were all rated for heavier 3,600 lb (1,600 kg) or 3,900 lb (1,800 kg) loads, compared to the M1008s 2,900 lb (1,300 kg) load capacity. The M1028A2 (converted M1031 or m1028a1) and m1028A3 (converted M1028) models had dual rear wheels. Many M1028s were upgraded at the company level to M1028A2 and A3 specs—the dual wheel rear end arrangement was a result of the M1028 flipping on its side because of the high center of gravity when carrying equipment shelters.

GM produced some 70,000 CUCVs from 1983 to 1986 (model years were 1984–1987), though most were model year 1984. Chevrolet continued to build CUCVs in low numbers from 1986 to 1996, mainly to accommodate military markets that needed replacements for existing CUCVs.

All CUCV Is were powered by GM’s 6.2L J-series Detroit Diesel V8 engine non-emissions diesel. These were rated at 155 hp (116 kW) and 240 lb⋅ft (325 N⋅m), which was 5 hp (3.7 kW) more than the emissions diesel engine of the time. They were all equipped with the TH-400 automatic. All but the M1028A1 and M1031 used the NP-208 chain drive transfer case. The M1028A1 and M1031 units had a slip-yoke rear output version of the NP-205, which was specified mainly for its PTO capacity. The CUCV series had a governed top speed of 55 mph (89 km/h).

The M1009 Blazer used 10-bolt axles (front and rear) featuring 3.08:1 gears. The rear axle was equipped with an Eaton Automatic Differential Lock (ADL) while the front was a standard open differential. The M1008 trucks used open Dana 60 front axles, with the M1028 and M1031 variations often having a Trac-Lok limited slip. In the rear, the M1008s used the GM 10.5-inch (270 mm) 10.5" Corporate 14 Bolt Differential with No-Spin lockers (the commercial trade name for the Detroit Locker). Rear axles on M1028A2 and A3 duallies are Dana 70 HD. The axle gear ratios were 4.56:1.

As with other military vehicles, the CUCVs used a 24-volt electrical system. It was actually a hybrid 12/24-volt system that used 24-volts under the hood, 24 volt starter, complete with dual 100 amp alternators, the mandatory NATO slave receptacle for jump starting any NATO vehicle, and hookups for military radios. The rest of the truck was 12-volt.

In 1987, Chevrolet started building a new generation of CUCV. The US Air Force initially bought small batches of these units, dubbed the CUCV II. Produced through 2001, CUCV IIs were basic civilian Chevrolet C/K, Tahoe, and Suburban units sent to another plant for "militarization" on special order. The trucks were originally white in color with gray vinyl interiors. They received CARC exterior paint (Forest Green, Desert Sand, or 3-color camouflage), a brush bar, a pintle hitch, towing/loading shackles, extra leaf springs to give them a 5/4 ton rating and a host of other small changes. All CUCV IIs have a 24 volt dual-battery starting system, the rest of the truck is 12 volt.

These light utility vehicles were available with three engines: a Vortec 7.4-liter V8, a 5.7-liter V8, or Detroit Diesel 6.5 L V8. Each engine was coupled with a 4-speed automatic or 5-speed manual transmission. All CUCV IIs have full-time all-wheel drive; a front-mounted winch was available as an option.

When production of the CUCV II ended in 2000, GM redesigned it to coincide with civilian truck offerings. The CUCV nomenclature was changed to Light Service Support Vehicle in 2001. In 2005, LSSV production switched to AM General, a unit of MacAndrews and Forbes Holdings. The LSSV is a GM-built Chevrolet Silverado 1500, Chevrolet Silverado 2500 HD, Chevrolet Tahoe, or Chevrolet Suburban that is powered by a Duramax 6.6 liter turbo diesel engine. As GM has periodically redesigned its civilian trucks and SUVs from 2001 to the present, LSSVs have also been updated cosmetically.

The militarization of standard GM trucks/SUVs to become LSSVs includes exterior changes such as CARC paint (Forest Green, Desert Sand, or 3-color Camouflage), blackout lights, military bumpers, a brush guard, a NATO slave receptacle/NATO trailer receptacle, a pintle hook, tow shackles and a 24/12 volt electrical system. The dashboard has additional controls and dataplates. The truck also can be equipped with weapon supports in the cab, cargo tie down hooks, folding troop seats, pioneer tools, winches, and other military accessories. In the Canadian Army these vehicles are nicknamed "Milverado".

The Enhanced Mobility Package (EMP) option adds an uprated suspension, 4-wheel anti-lock brakes, a locking rear differential, beadlock tires, a tire pressure monitoring system and other upgrades. About 2,000 LSSV units have been sold to U.S. and international military and law enforcement organizations.

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