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M880 series trucks ALWAYS had M880, M882, M890 etc stamped on the Chrysler Corp data plate riveted to the center of the lower dash near the ash tray. Mine has open differentials and will spin all 4 wheels on dirt as well.

Every M880 I have ever seen has been a carbon copy of one another, with the exception of the 1976-77 changes. That being, 318 2bbl, 727 trans, 203 transfer, open D44 front 3500 gvw, open D60 rear. You may have a special order truck?

I did this on mine, the trick is to take the same thickness out of both sides of the control arm. Helped some, I have the heavy gvw springs.

And make sure the transmission oil is one knuckle under the fill hole. Transmission is the usual source of oil in bellhousing.

Did the "warbird community" have a better way to get the plane out of there that Darryl disregarded? We have all been there, when you are at the end of your rope, safety rules start to get disregarded.

I believe you can use the same 6 volt generator as is on your CJ2A, but use a 12 volt regulator with it. I would bring the generator to an old school auto electric repair shop and have them help you match everything up.

I learned about the Kee Bird for the first time watching the NOVA episode. First, the mechanic DIES after getting so sick after working on the plane and then it BURNS TO THE GROUND!! That has to be the saddest thing I have ever watched on TV. I was expecting a happy ending like most shows.

Each of your seat backs should have two quarter turn fasteners attached with tethers, these fasteners are what hold the seat backs down. Are yours missing?

I would inpect the rt side wheel cylinders for internal corrosion. Also, when bleeding, verify that the stream from the bleeder seems to be the same pressure all around, to eliminate the possibility of line restrictions.

You will fight that until the cows come home, time to remove and flush the tank.

I believe it means "with equipment" but I stand to be corrected. Embarrassing we don't know this, huh?

That's a no-no. Have to give it back to Forestry so they can auction it off on GSA!

The deck on both accomodates a 144" wide main battle tank. 102" is legal width. Suggest you search Truck Trader etc for an oilfield lowboy with a really long neck, they are out there.

Frequntly reported age related failures on the FMTVs off the top of my head: primer pump, voltage regulator, rear brake cans, cab latch, cab hyd pump, air brake valves behind front bumper, air brake valves behind drivers step, air brake valves above rear axle, wheel CTIS valves, engine fan...

The light switch is not wired through the ignition switch. The pushbotton light switches have a very high failure rate. If the keyed ignition was working ok for the Guard, they way it is wired is not you issue, although it may have failed. Stonewall don't forget the injector pump solenoid...

If the Guard slaved it that means the batteries might be no good. Have them tested and report back.

Buy some NOS parts from a reputable vendor. I suggest Mullins Jeep Parts. ArmyJeepGuy on ebay.

Welcome. Use the "advanced search" button, use keyword "brush" and select search within the FMTV forum. This will give some ideas. I really like FMTVs, but to use one in fire service straight from TFS is very risky. They are VERY UNRELIABLE until numerous air brake components are replaced...

Options: Tear into it yourself, let your PD's maintenance organization look at it, or, (preferably) let a local hydraulic shop do it. It should be a super simple valve that may take a pro an hour to rebuild. Maybe a call to the shops at Red River Arsenal would get you somewhere, that is where...

Are you using a US made coil (not chrome), have you replaced the condenser, is the distributor vent system working.