|Date of first acceptance||1956||Total acceptances||65|
|Combat weight (land)||82,200lbs
|Ground clearance, sides||11"
|Ground pressure, zero penetration||7.75psi
|Rolled homogeneous steel|
|Engine||Continental LV-1790-1; 12 cylinder, 4 cycle, 90° vee gasoline|
|Torque||Net: 1440 ft-lb@2000rpm
Gross: 1610 ft-lb@2200rpm
|Transmission||Allison CD-850-4A or -4B, 2 ranges forward, 1 reverse|
|Steering||Mechanical, wobble stick|
|Brakes||Multiple plate, oil cooled|
|Type||Road wheels||Track return rollers|
|Torsilastic||9 pairs of dual/track||5 dual/track|
|Drive sprockets||Idlers||Shock absorbers||17-tooth rear drive||Dual compensating at front of track||None|
|Center guide, single pin, steel with inverted grouser|
|Shoes/track||134||Ground contact length||229.25"
|Max level road speed||30mph
|Max water speed||6.8mph
|Max vertical obstacle||36"
|Min turning diameter||Pivot|
|Max fording depth||Floats||Cruising range||~190mi, roads
LVTR1 was the recovery and maintenance variant of the LVTP5. A 60,000lb (27,000kg) winch was installed, and the power for this was provided by a Willys 4 cylinder 48hp engine from the M38A1 quarter-ton truck. A boom was mounted on the front of the vehicle to assist in removing engines or other loads, and the crew chief acted as the crane operator. The boom had a capacity of 8000lbs (3600kg) with a single line or 14,000lbs (6400kg) with a two-part line. A General Electric welder was fitted, which could also be used as a battery charger or assist with cold-weather starts. A 5 ft³/min (.14m³/min) air compressor was also installed.
Modifications to the LVTR1's engine air intake and exhaust system produced the LVTR1A1. The most obvious external difference was a large housing on the vehicle's rear roof above the engine.
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© Copyright 2001 Chris Conners