News from Heroes and Leaders mod

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British M9 BMMG ht

The M9 half-track was a half-track produced by International Harvester in the United States during World War II for lend-lease supply to the Allies. It had the same body and chassis as the M5 half-track (also built by International Harvester for lend-lease). The M9 served for a significant amount of time. Three thousand five-hundred were produced by the end of World War II.
The United States adopted half-tracks in large numbers as they could be built more quickly and cheaply by civilian vehicle producers than vehicles from the established armored vehicle manufacturers. The M2 half-track car had first been intended as an artillery tractor, but was also used for carrying the machine gun squads of armored infantry regiments and for reconnaissance units.
In order to supply U.S. allies, much more production was required than was possible through the firms producing the M2 (and the larger M3 half-track). International Harvester (IH) could produce half-tracks, but some differences had to be accepted due to different manufacturing methods and components. This led to IH producing for lend-lease the M5 half-track and M9 as equivalents for the M3 and M2 respectively.
The M9 used the same chassis and mechanical components as the M5. The M9A1 variant of the M9 matched the improvements made to the M2, M3, and M5, changing to ring mount machine gun mount and three pintle machine gun mounts. As with the M5, due to the lack of face-hardened armor, homogenous armor was used. Although thicker, it gave less protection and could be penetrated by armor-piercing rifle bullets from 270 m rather than 180 m. The armor also made the vehicle heavier, though the performance was essentially similar. The M9 started production in August 1942, at IH. The M9 and M9A1 were manufactured en masse and 2,026 were produced in total. 2,026 M9s and 1,407 M9A1s were produced in 1943.

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British Bren Carrier BLMG ht

The tracked armored carrier was by far the most common "AFV" in British service. Originally designed to transport the Vickers MG, by late 1939 three different types had evolved: the Bren, Cavalry, and Scout Carrier. Their primary function was to increase the mobility and protection of LMG and ATR crews in infantry, cavalry light tank, and divisional cavalry units respectively. A fourth type, the Armoured OP Carrier, was in development for artillery forward observers. Then in 1940 the Universal Carrier (referred to as the Bren Carrier) appeared, featuring one basic design which with minor modifications could fill any of these roles.
Carrier platoons had the functions of reconnaissance, direct support, flank protection and mobile reserve. The carrier platoon had 10 Carriers in 1939-40, increased to 13 around 1943. The scout platoon comprised 10-11 Carriers. Carriers were also used in the scout troops of the infantry division's recce regiment. They were also employed as command, liaison and artillery observer vehicles. In 1943 a towing attachment was added so that in emergencies they could tow 6pdrs a short distance.
About 100,000 Universal Carriers and related types (Bren, Scout, etc.) were built inclusive of all variants, coming from (in descending order of overall production totals) Britain, Canada, the U.S., Australia and New Zealand. 57 Carriers were used by U.S. forces during the defense of the Philippines in 1941-42. They arrived at Manila on 12 Dec. 1941 enroute from Vancouver to Hong Kong, and were released by the Canadian government a few days later. They had no armament, but were quickly provided with .30/.50 cal. MG. 40 were allotted to the Provisional Tank Group while the remainder went to the scout car section of the 26th Cavalry Regiment (Horse) (Philippine Scouts).

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British White BMMG SC

This vehicle, the U.S. M3A1 SC, was officially designated "Truck, 15-cwt, 4x4, Armoured Personnel" by the British, but was generally referred to as the White Scout Car after its manufacturer. It was not considered a true SC by the British, who employed it in various other ways; e.g., as a command/ liaison vehicle, and as an artillery forward observer vehicle in infantry divisions. Even more importantly it served as an APC for the infantry section in certain motor battalions, primarily those in Italy where halftracks were not as widely available. In addition, in early 1943 a support troop was authorized for each AC squadron; this comprised four White SC carrying a platoon of infantry trained as sappers.
The M3A1 had a crew of 2 men: the driver and the commander plus 6 passengers (in the back compartment of troop - opened with the top). This compartment counted indeed 6 seats: two directed forwards, both directed towards the sides and two directed backwards. The remainder of this back compartment consisted of 2 large trunks of arrangements located on the sides.
The M3A1 Scout Car was 5.51 m long, 2.03 m broad and 1.99 m in height and weighed 5617 kg. The armament was made up in theory of a .50cal machine-gun (12.7 mm) and of a machine-gun .30cal (7.62 mm) mounted on mobile mountings sliding along a rail making the turn of the compartment of troop and the cockpit. The compartment of troop did not comprise a back door and the access was done via the side doors of the cockpit or spanning the walls. The windshield of the cockpit was equipped with a retractable armoured shutter, for the conditions of combat.

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British Indian Carrier Mk II BLMG SC

At the beginning of the second world war, the United Kingdom were quickly unable to provide the Commonwealth Countries in armoured vehicles because of the tragic situation in Europe. These countries were thus invited to produce their own vehicles. However the majority of these countries did not have the sufficient industrial level to produce heavy armoured vehicles such as the tanks. The effort of these countries was thus dedicated on armoured cars, often based on exported chassis.
The IP Carrier, whose official designation was "Armoured Carrier, Wheeled, Indian Pattern", was produced in India using Canadian Ford automotive components and locally manufactured armor plate. This was a 4x4 armoured car. The armoured body was mainly produced by Indian Railways (the vehicles left Tata Locomotive were named Tatanagars). The armament included only one Bren machine-gun. The vehicle was also equipped with a N°19 radio.
Numerically the most important model was the Mk II, which performed the same roles as the basic Universal Carrier. The different models had minor design differences, but either type could actually carry the BMG or BATR. The AOV (Armoured Observation Vehicle) featured a roof-mounted Bren LMG with a turret-like shield and, though designed as an artillery forward observer vehicle, was often used as a light recce car.
A total of 4665 specimens was reached between 1940 and 1944. The majority of these vehicles were used by the Indian units in the Middle East, Far East, North Africa and Italy, within the divisional regiments of reconnaissance, as a transport of troop, anti-aircraft carrier or Forward observation officer's vehicle.

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British LCA boat

Landing Craft Assault (LCA) was a landing craft used extensively in World War II. Its primary purpose was to ferry troops from transport ships to attack enemy-held shores. The craft derived from a prototype designed by John I. Thornycroft Ltd. of Woolston, Hampshire, UK. During the war it was manufactured throughout the United Kingdom in places as various as small boatyards and furniture manufacturers.
Typically constructed of hardwood planking and selectively clad with armour plate, this shallow-draft, barge-like boat with a crew of four could ferry an infantry platoon of 31, with space to spare for five additional specialist troops, to shore at 13 km/h. Men generally entered the boat by walking over a gangplank from the boat deck of a troop transport as the LCA hung from its davits. Soldiers exited by the boat's bow ramp.
The LCA was the most common British and Commonwealth landing craft of World War II, and the humblest vessel admitted to the books of the Royal Navy on D-Day.
The Landing Craft Assault's design's sturdy hull, load capacity, low silhouette, shallow draft, little bow wave, and silenced engines were all assets that benefited the occupants. The extent of its light armour, proof against rifle bullets and shell splinters with similar ballistic power recommended the LCA. Also, many a Tommy and GI looked favourably upon the luxury of seating in the well for the soldier passengers. Throughout the war in the Atlantic, the Mediterranean, and the Indian Ocean, the LCA was the most likely sea assault transport of British Commandos, United States Army Rangers, and other special forces.

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British LCM3 boat

The landing craft mechanized (LCM) is a landing craft designed for carrying vehicles. They came to prominence during the Second World War when they were used to land troops or tanks during Allied amphibious assaults. There was no single design of LCM used, and were several different designs built by the UK and US and by different manufacturers. The British motor landing craft was conceived and tested in the 1920s and was used from 1924 in exercises. It was the first purpose built tank landing craft. It was the progenitor of all subsequent LCM designs.
Its primary purpose was to ferry tanks from transport ships to attack enemy-held shores. The craft derived from a prototype designed by John I. Thornycroft Ltd. of Woolston, Hampshire, UK. During the war it was manufactured in the United Kingdom in boatyards and steel works. Constructed of steel and selectively clad with armour plate, this shallow-draft, barge-like boat with a crew of 6, could ferry a tank of 16 long tons to shore at 13 km/h.
Narvik and Dunkirk claimed almost all of the 1920s Motor Landing Craft and, therefore, the LCM was the common British and Commonwealth vehicle and stores landing craft until US manufactured types became available. Throughout the Second World War, LCMs were used for landing Allied forces in many Commando operations, major and minor, in the European theatre. They also saw service in North Africa and the Indian Ocean. Major references do not record any service in the Pacific. The Royal, Royal Canadian and Royal Indian Navies operated the craft, but soldiers of many Commonwealth and Allied nations were transported into battle aboard them. United States Army formations were dependent on these craft in the North African, Sicilian, and Italian mainland landing operations.

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British LCM3 boat

The landing craft mechanized (LCM) is a landing craft designed for carrying vehicles. They came to prominence during the Second World War when they were used to land troops or tanks during Allied amphibious assaults. There was no single design of LCM used, and were several different designs built by the UK and US and by different manufacturers. The British motor landing craft was conceived and tested in the 1920s and was used from 1924 in exercises. It was the first purpose built tank landing craft. It was the progenitor of all subsequent LCM designs.
Its primary purpose was to ferry tanks from transport ships to attack enemy-held shores. The craft derived from a prototype designed by John I. Thornycroft Ltd. of Woolston, Hampshire, UK. During the war it was manufactured in the United Kingdom in boatyards and steel works. Constructed of steel and selectively clad with armour plate, this shallow-draft, barge-like boat with a crew of 6, could ferry a tank of 16 long tons to shore at 13 km/h.
Narvik and Dunkirk claimed almost all of the 1920s Motor Landing Craft and, therefore, the LCM was the common British and Commonwealth vehicle and stores landing craft until US manufactured types became available. Throughout the Second World War, LCMs were used for landing Allied forces in many Commando operations, major and minor, in the European theatre. They also saw service in North Africa and the Indian Ocean. Major references do not record any service in the Pacific. The Royal, Royal Canadian and Royal Indian Navies operated the craft, but soldiers of many Commonwealth and Allied nations were transported into battle aboard them. United States Army formations were dependent on these craft in the North African, Sicilian, and Italian mainland landing operations.

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British Buffalo Mk II AmphAPC

The Buffalo Mk II was the U.S. LTV(A)2 MG Buffalo AmphAPC. Most used in British service were only partially armored, but many were uparmed with a 20mm gun. In NWE they were under command of the 79th Armoured Division, and were first committed to action with the 5th Assault Regiment Royal Engineers and the 11th RTR during the operations around the Scheldt estuary. By 1945 some 600 were available, and they figured prominently in the battle of the Reichswald and the crossing of the Rhine. Near the war's end Buffaloes were also used in Italy, being referred to as Fantails in that theater. In the PTO, U.S.-type LVT were used by the Australians during their assault landings on Borneo. A Buffalo troop contained six such vehicles.
The Buffalo Mk II was an improved version of LVT-1. It featured a new powertrain (to save time and to simplify production it was the same as that in the M3A1 Stuart light tank) and torsilastic suspension. The aluminium track grousers were bolted on, making changes much easier since they wore out quickly on land and even more so on coral. Hard terrain performance was much better compared to the LVT-1. 2,962 units were produced for the US Navy, who then proceeded to transfer 1,507 to the US Army and 100 to the British Army. With a maximum speed of 32 km/h on land (or 12.1 km/h on water) and an operational range of miles on land (or 80 km on water) the LVT-2 could carry a payload of 3,150 kg.

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British Buffalo Mk IV AmphAPC

The Buffalo Mk IV was the U.S. LTV4 MG Amtank AmphAPC. The fourth LVT was Designed in 1943 on the basis of the LVT-2, but was the first to feature a stern ramp for unloading of personnel and cargo. It was also the most produced of any LVTs during the war. This alone was a remarkable step forward, essentially dictated by early battle reports over casualties resulting on landing troops. It was completely remodelled to achieve this, with relocated engine was from the rear to behind the driver's cab. This allowed for a larger cargo area and thus provided enough space to accommodate a full rear loading ramp, and far more troops (from 16 to 30 compared to the LVT-2). This rear configuration also better protected landing forces and facilitated loading. Another particular was to have Wash Vanes (honeycombed boxes above the tracks) that forces the water out, pushed by the grousers when in motion.
The Continental W670-9A drove front sprockets through a very short prop shaft, together with a controlled differential and final drive unit. The Torsilastic transmission used a 5 forward one 1 reverse spicer gearbox. The driver could see through two large bulletproof glasses and access/exist through two hatches on top. Motion was provided by 73 track links per side, with grousers, the adjustment was provided by the idler and sprocket, suspended on 11 independent bogie wheels and two return rollers. The armament was made of 12.7 and 7.9 mm machine guns with or without masks on four side pintle mounts, manned by the squad, plus a ball-mounted 0.3 cal. on the front cab, manned by the co-driver. In addition, appliqué armor could be attached, 13 mm on the front and 6,4 mm on the sides, reduced however the payload by 1,360 kg.

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British Sherman III DD T75 AmphMT

The DD (Duplex Drive) amphibious tank was a British invention. Tested first in 1941 on a Tetrarch tank, the system was then installed on more than 600 Valentines. But by mid 1943 Valentines were obsolete, and it was decided that Shermans would be converted to the DD role for combat operations. For the Normandy landings—the initial combat use of Sherman DD—the British employed three armoured regiments: the 4th/7th Dragoon Guards (all of whose Sherman DD were ship-landed on the beach), the 13th/18th Hussars (34 launched, of which 3 sank; at least 5 ship-landed); and the Nottinghamshire Yeomanry (all ship-landed). In addition, the Canadians used two DD-equipped armoured regiments in the D-Day landings: the 6th (29 launched, of which 8 sank; 6 or more ship-landed) and the 10th (all ship-landed). Each regiment actually contained only two squadrons of DD Shermans; the third squadron, whose Shermans were equipped only for deep-wading, but which alone in the regiment had an allotment of Sherman Fireflies, landed later with the second wave of infantry. Later in NWE DD Shermans were used by the Staffordshire Yeomanry in the Scheldt operations and the crossing of the Elbe, and by the 44th RTR during the Rhine crossing. In Italy Sherman DD were used by the 7th Hussars. Apparently 573 Sherman DD were built by the British during the war—all of them being Mks III and V. DD tanks were a closely guarded secret; in fact, their existence was not officially made public until after the war.

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British DUKW AmphTr

This was the U.S. vehicle of the same name. The British, who first used it during the invasion of Sicily, employed it mainly for the ship-to-shore transport of personnel and stores and for river transport. 18 DUKW were allotted to a Sherman DD regiment.
Between 1942 and the end of the war, 21000 DUCKs were made. This vehicle was easy to produce and to maintain because it used a maximum of elements of the truck CCKW-353. This vehicle that didn't be a cross-country vehicle, behaved nevertheless enough well on the beaches but met big difficulties on soft mud. The Ducks were used on all operation theaters by the Allies. To move in water, the Duck was equipped of a propeller induced by the main engine and it was directed thanks to a rudder. The pilot and his assistant was sat in front of the cargo area able to transport as much boxes that light artillery weapons. It arrived sometimes that guns fired on board of the Duck and this one was used as mobile mounting.
The driver was protected by a foldaway windshield and a covers could cover if need the rear area. An improvement was quickly brought to the Duck: thanks to a central command, the pilot could modify the pressure of the tires so in rolling that to the stop to allow the vehicle to roll on any ground type. Well that conceived for the unloading of the cargos to the beach, the Duck was used in first line to bring the re-provisioning more near possible of the troops in battle.
The Duck was used for the first time in New-Caledonia in 1943, then very widely was used in the various landing in Europe that this be in Sicily, in Italy, in Provence and especially in Normandy. Eisenhower declared that the landing of June 6 1944 would have been impossible without the Duck. The General de Gaulle landed in France from a Duck. After a storm has damaged seriously artificial harbors realized by the Allies, the Ducks became again more essential. The Ducks proved again their value after July 16, the taken of the harbor of Cherbourg while realizing 6000 shuttles to empty the cargos and transport the merchandises towards the damaged quays. After the Normandy, the Ducks followed the progression of the Allies in the Europe heart and often were used in tandem with the bridges Bailley to cross the various rivers met.

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British 2pdr Portee T40L ATGtr

Starting in 1941, the British developed the “en portee” method of mounting an anti-tank gun (initially a 2 pounder) on a truck. This was to prevent the weapon from being damaged by long-distance towing across rough, stony deserts, and it was intended only to be a carrying method, with the gun unloaded for firing.
The solution to this problem was to mount the gun unlimbered on the bed of a truck specially modified for this purpose, the result being called the 2pdr Portee. This arrangement both saved wear and tear on the gun and increased its mobility. Consequently the Portee became the standard method of transporting the 2pdr in North Africa. In theory the gun was to be unloaded before engaging the enemy, but the rapid movements necessitated by oft-open flanks and highly mobile tank warfare dictated otherwise; more often than not the gunners fought right from the Portees even though their conspicuousness inevitably caused them heavy casualties.
The 2-pounder was given a new lease of life by putting it on a lorry-the Portee mounting. This mounting used a 15cwt truck with the sides taken off the back so that it had a flat bed. Using two long ramps a 2-pounder was hauled up and set down on its platform. The idea gave the little 2-pounders some much-needed mobility and the Portee gunners soon evolved a technique in which they lay up behind a low mound with only the top of the shield and the barrel emerging round the side of the cover. Portees usually reversed into action so the gunshield could provide some protection for the driver. This 10mm-calibre weapon was mounted on an ingenious three-legged carriage, giving it a low profile and which allowed the travelling wheels to be lifted clear of the ground so that the gun could easily traverse through 360 degrees. An armoured shield fined with an ammunition box protected its 5-man detachment and it weighed 1,760 lb. in action.
The 2-pdr antitank gun equipped RA anti-tank regiments and later infantry battalions for much of the Desert War. Aside from North Africa, 2pdr Portees fought in other areas including Greece, Syria and Burma. A troop in an AT regiment comprised four such vehicles.

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British 15-cwt tr

In 1939 the British War Department held some 15,000 15-cwt trucks, all 4x2 types. The majority were lost in France in 1940, but by the end of the war over 230,000 were in British service. Most were built in Britain, but a large number were produced in Canada which also shipped chassis to Australia, India, South Africa, etc. for final assembly in those countries. One of the British Army's most common vehicles, the 15-cwt truck could be found in nearly every type of unit. It was used mainly as a supply and load-carrying vehicle, but in motor battalions (and in the assault troops of infantry recce regiments) each section was transported in a 15-cwt until the halftrack and White SC replaced it. In regular infantry battalions each platoon had one 15-cwt for carrying the men's gear. Some of the most common types were the Guy Ant, Bedford MW, Morris CS8, and the Canadian Ford F15 and Chevrolet C15 series. "cwt" stands for "hundredweight" (112 lbs.).
In 1935 the War Office issued specifications for a new 15 cwt 4x2 military truck for service with the British Army, inviting manufacturers to submit designs to take part in annual comparative trials in north Wales, one entrant was a modification of a Bedford Vehicles 2-ton rear wheel drive lorry. Following these trials Bedford fitted a larger radiator and larger tyres, the trials were repeated in 1936 after which Bedford modified the chassis to increase ground clearance and installed a new engine cooling system. For the 1937 trials a new special Bedford WD-1 prototype was produced with a 15 cwt payload, it performed admirably and in 1938 the eventual 72 bhp (54 kW) engine was installed. Between 1939 and 1945 Bedford produced over 66,000 MWs, the vehicles remained in British service until the late 1950s.

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British 3-Ton Lorry tr

The 3-tonner was to the British Army what the 21/2-tonner was to the U.S.—the backbone of its transport. From slightly less than 10,000 4x2 and 6x4 types in 1939, use of the 3-ton lorry increased to the point that by VE Day about 390,000 were in service with the British alone. 4x4 models entered production at the end of 1940, and were the types usually found in the forward areas; e.g., one 3-tonner was the standard method of transport for an infantry platoon. Specially adapted versions were used to tow the Bofors AA gun and to carry the 6pdr AT en portee, and the game piece also represents the AEC Matador MAT (medium artillery tractor) which towed the 6-in. howitzer, 4.5-in. gun and 5.5-in. gun-howitzer. Large numbers of 4x2 3-ton lorries were supplied to the USSR. Some common 3-ton models were the Austin K3 and K5, Bedford OY and QL, and the Canadian Ford F6OL and Chevrolet C6OL series.
The Bedford OY is an army lorry (truck built by Bedford for the British Armed Forces and introduced in 1939). It was based on Bedford's O-series commercial vehicles with a modified front end and single rear tyres. It was designed for a 3-ton payload. These vehicles were widely used during, and after, World War II but were later superseded by the Bedford RL.
The OY was a 3-ton transport vehicle that saw service throughout the war and in many theatres of operations. Wherever your Tommies and Commonwealth troops want to go, the OY will provide the means to get there quickly.
They were used to fulfil various roles, including transportation of troops, transportation of armaments, mobile canteens, tankers, general purpose lorries, and a version used by the Royal Air Force to transport dismantled or damaged aircraft.

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British Willys Jeep tr

In British service the Jeep, or "Car, 5-cwt, 4x4", became almost as common as in U.S. service. It began appearing in North Africa as a command and liaison vehicle in the first half of 1942. As its availability increased, so too did its roles. The recce squadrons in some infantry recce regiments had a six-vehicle Jeep troop, apparently added in late 1942. In January 1943 a three-Jeep recce troop was authorized for each AC squadron in North Africa, but was deleted shortly after the capture of Tunisia. By 1944 the company commanders in infantry and motor battalions had a Jeep as personal transport, with the total number of Jeeps in these battalions being 15 and 6 respectively. Jeeps were vital to the airborne divisions, constituting practically all their front line transport and recon vehicles, as well as towing heavy weapons such as the 6pdr, 20mm AA and 75mm pack howitzer. In the jungles of the Southwest Pacific, Jeeps became the most widely used vehicles in Australian units as they were often the only type of vehicle able to operate anywhere near the front line.
In the deserts of the North African campaign, the jeep's abilities so far surpassed those of British vehicles that it wasn't unusual for jeeps to rescue a three-ton truck stuck in the sand. In combat, the British would use their jeeps in groups of up to fifty or sixty to raid Rommel's supply lines by surprise, exploiting the jeep's low silhouette; able to remain unseen, hide behind dunes, and surprise the enemy.
The USA provided jeeps to almost all of the Allies in World War II. Britain, Canada, Australia, India, the Free French, USSR and China all received jeeps, mostly under the American Lend-Lease program. Some 182,500 units were provided to Allies under Lend-Lease alone. Almost 105,000 to the British Empire, including Australia and India, plus over 8,000 to Canada, and some 50,000 to the Soviet Union. The Free French (almost 10,000) and China (almost 7,000) were medium takers, and many other countries received a small number. America shipped a total of 77,972 various "jeeps" to the Soviet Union.

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British Dodge WC62 1.5 ton tr

The British Empire/Commonwealth was Lend-Leased 292,256 U.S. trucks, making it second only to the USSR in the number supplied. The breakdown was 127,755 trucks of 1-ton capacity (including Jeeps), 97,112 of the 11/2- to 2-ton class, 26,898 2 1/2-tonners, and 40,491 of > 21/2-tons. The 11/2-ton and 21/2-ton trucks supplemented the British 30-cwt and 3-ton lorries respectively. The 7 1/2-tonners were used to tow heavy artillery just as in U.S. service. Canadian auto manufacturers, most of which were subsidiaries of U.S. companies, produced 815,729 softskin transport vehicles during the war, with the vast majority of them going to the British also.
Although Dodge supplied over 380,000 WC-series to the war effort – more than the number of MB jeeps actually built by Willys (some 360,000), and the vehicles served with equal versatility – the Dodge WC-series, that were nicknamed "jeeps" by the soldiers, before that moniker went to its quarter-ton brother, never received a comparable level of fame. The Dodge WC-series has therefore been called one of WW II's unsung heroes.
Almost 60,000 Dodge WC series models were provided to the U.S.' allies of World War II under the Lend-Lease program. 650 of the total 1,400 1⁄2-ton Panel vans built, possibly with radio, went to the British. 886 3⁄4-ton Carry-alls went mainly to the British and the Soviets, with small numbers to various other countries. some 3,800 3⁄4-ton WC-56 / WC-57 Command Cars (with or without winch) went mainly to the British, the Free French, and to China. plus a further 650 3⁄4-ton Radio cars, likely WC-58 model, also for the British. the bulk of lend-lease Dodges – over 44,000 units – were WC-51 and WC-52 3⁄4-ton Troops and Weapons Carriers – see their section above. and lastly, 6,344 of WC-62 and WC-63 11⁄2-ton, 6x6 Cargo, Troops and Weapons Carriers were provided – mainly to the French (over 4,000), and to the British (over 2,000).

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British GMC CCKW 353 2.5 ton tr

The GMC CCKW, also known as "Jimmy", or the G-508 by its Ordnance Supply Catalog nr, was a highly successful series of off-road capable, 21⁄2-ton, 6×6 trucks, built in large numbers to a standardized design (from 1941 to 1945) for the U.S. Army, that saw heavy service, predominantly as cargo trucks, in both World War II. The original "Deuce and a Half", it formed the backbone of the famed Red Ball Express that kept Allied armies supplied as they pushed eastward after the Normandy invasion.
The CCKW came in many variants, including open or closed cab, long wheelbase (LWB) CCKW-353 and short (SWB) CCKW-352, and over a score of specialized models, but the bulk were standard, general purpose, cargo models. A large minority were built with a front mounted winch, and one in four of the cabs had a machine-gun mounting ring above the co-driver's position.
Of the almost 2.4 million trucks that the U.S. Army bought between 1939 and December 1945, across all payload weight classes, some 812,000, or just over one third, were 2+1⁄2-ton trucks. GMC's total production of the CCKW and its variants, including the 21⁄2-ton, 6x6, amphibian DUKW, and the 6×4, 5-ton (on-road) CCW-353, amounted to some 572,500 units – almost a quarter of the total WW II U.S. truck production, and 70 percent of the total 2+1⁄2-ton trucks. GMC's total of ~550,000 purely 6×6 models, including the DUKW, formed the overwhelming majority of the ~675,000 six by six 2+1⁄2-ton trucks, and came in less than 100,000 shy of the almost 650,000 World War II jeeps. Additionally, GM built over 150,000 units of the CCKW's smaller brother, the 1+1⁄2-ton, 4×4 Chevrolet G506, at the same factory.

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British bicycles

Bicycle infantry are infantry soldiers who maneuver on (or, more often, between) battlefields using military bicycles. The term dates from the late 19th century, when the "safety bicycle" became popular in Europe, the United States, and Australia. Historically, bicycles lessened the need for horses, fuel and vehicle maintenance. Though their use has waned over the years in many armies, they continue to be used in unconventional armies such as militias.
In 1908, five British infantry battalions converted to cyclists’ battalions, while three new battalions were formed. During the next eight years a further five ‘wheelmen’ or cyclists’ battalions were raised, for the counties of Essex, Suffolk, Sussex, Hampshire and Huntingdon. The British Army made extensive use of bicycles during the Second World War, but not always with conspicuous success. While bicycles were used on all sides during WWII, British Army paratroopers were supplied with a unique lightweight version that could be folded along a pair of hinges in the frame center and carried.
The BSA airborne bicycle was used in battle, but not as much as originally planned. The plan was that the bicycles would be mass produced and make the airborne soldiers mobile once they had landed. It was better and faster than walking. The British Airborne Forces used a few on operations, but as larger vehicles such as the jeep were available by June 1944, the bicycles were far less important. Some of these bicycles have been used on the first airborne raid into Norway. Ironically, when the airborne did use bicycles in great numbers on the advance to Wismar in Germany in 1945, they had to use captured bicycles!

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British Motorbikers

At the beginning of Word War I, the British government knew that it’d need more effective means of delivering messages between troop formations on the front line. With the instability and unreliability of radio transmissions, along with the severe antiquation of conventional horse messaging, the Brits decided the route was one best traveled on two wheels. After a long testing period, the government settled on the Triumph Model H. The single cylinder-powered, air-cooled, 499cc motor was a bit of a dog at only 4 hp, but it proved exceptionally reliable on the battlefield—enough so that it was nicknamed “The Trusty.” Like their American allies, Brits outfitted their Trusty Triumphs with sidecars, machine guns, etc. By the war’s end, the British would send 30,000 Model Hs to the front lines. Like the Trusty Triumph of WWI, the Norton 16H was an exceptionally reliable single-cylinder bike that was good on gas, came with a 4-speed transmission, and had an excellent power-to-weight ratio, which made it both quick and nimble on the battlefield. By the end of the war, Norton had produced over 100,000 WD16Hs for the British Royal Army.
During WWII, the British Government announced that it was looking for a light, fast, reliable motorcycle to transport messages between commanders. BSA submitted the M20—a heavy-framed, side car-mounted cow of a bike, powered by a low-compression 500cc single-cylinder. The low-compression motor helped with the M20’s fuel economy, and this big fella had great low-end torque, which made light work of the steep hills, bumps, and ditches of the battlefield. Royal Enfield was commissioned to develop several motorcycles for the war effort, but the WD/RE was the most memorable by far. Known affectionately to British troops as the Flying Flea, the WD/RE were tiny, lightweight, 125cc motorcycles designed to be dropped into war zones by parachutes. The Flying Flea were troop favorites because their punchy two-stroke motors could run on any gas, and they were light enough to carry over obstacles and through tight spaces.

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British Cavalry

Replacement of horses with armored cars in British cavalry began in 1928. Over the following eleven years all regular mounted regiments stationed in the United Kingdom, other than the Household Cavalry, were motorized, and their horses sold or allocated to other units. Mechanised cavalry regiments retained their traditional titles but were grouped with the Royal Tank Regiment as part of the Royal Armoured Corps established in April 1939.
British troops in the Mediterranean theatre of war continued the use of horses for transport and other support purposes. The horses used were from local as well as imported sources. As an example the Sherwood Foresters infantry regiment, relocated to Palestine in 1939, brought with them a thousand English horses. Two mounted cavalry regiments were already present in this region. Lack of vehicles delayed planned motorization of these troops well into 1941. In 1942 the British still employed 6,500 horses, 10,000 mules and 1,700 camels, and used local mules in Sicily and mainland Italy.
Empire troops, notably the Transjordan Frontier Force and the Arab Legion, remained horse-mounted. All 20 Indian cavalry regiments were mechanised between 1938 and November 1940. The last British mounted cavalry charge occurred on March 21, 1942 when a patrol of sowars of the Burma Frontier Force encountered Japanese infantry - initially mistaking them for Chinese troops - at Toungoo in central Burma. Led by Captain Arthur Sandeman of The Central India Horse (21st King George V's Own Horse), the BFF detachment charged and most were killed.