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Next, draw a 29" vacuum from the low side for an hour. Then, charge the 22 into the vacuum with the compressor off. When equalized, turn on the compressor and keep charging until the low side reads 60 psi with the charging valve shut. This is for a 75 degree day.

Fill the low side (big line) with nitrogen at 300 psi and go over everything with Mr. Bubble and a paintbrush. How we did it at the factory. Even the smallest bubble will cause the system to go low in a couple months.

I wonder if the clink clink happens right before the clunk when the fan goes through the radiator? Thread here somewhere with the clutch p/n, also in P manual.

So root cause improper torque/lack of threadlocker on reassy. Not a chronic family wide issue. Whew.

If I saw that at an antique store I would expect to see a $35 price tag. Flea market $20.

You can use your finger to pop open the latch from the inside. Don't ask me to explain how to find it. Sounds like you may be missing link rods from the inner and outer handles to the latch?

I kinda think removing the skin is a can of worms you don't want to open. Suggest aluminum filled body filler in the holes, da sand it down, thick coat of Behr, call it good.

It's an air baffle. It goes where you found it. The stencil number is atypical, looks like the depot stenciled that on there as part of the rebuild process.

Mind is blown here as well. Why did you not use the paperwork that the seller provided you to apply for title? Bonded titles are for when you don't have any paperwork at all.

People use Behr because it is cheap and you don't have to pay expensive hazmat shipping.

The motor number and frame number never matched at the factory to the best of my knowledge. The VIN plate is not on the dash, it is on the firewall, in the center. Lots of times it is painted over and hard to see. Your frame VIN is in the correct range for late war production, I'll verify...

Data plate with "overdrive" says in German that 5th gear is locked out. Your truck was rebuilt by the US Army in Germany and returned to the US before being disposed.

Fixed, thank you.

M37 series to have it's factory serial number engine would be very unusual. The engines were replaced all the time with a rebuilt unit from a "can". All Canadian Dodges had the 251 engine.

M56B1 Contact truck would be winch, long wheelbase, discrete cab, 1962 build dates.

Check the vacuum lines going to the modulator on the transmission.

This can happen if the axle vent is plugged. Pressure builds up as the axle heats up, forcing the oil into the bearings and past the hub seal.

I suspect you will be telling us. Something must have cracked while being airdropped over Afghanistan and the years of War Pig duty over there caused the crack to grow until today . . . Sounds good anyway.

Someone on the assembly line at GM wrote those numbers on your components. CUCVs were repaired as needed but never went through a typical military overhaul where cabs were pulled from frames and everything sandblasted, etc.

If you strike out nationwide, I have the trunnion assy loose and ready to ship. Freight will be around $400. PM me your email and I can send you pictures of the part.