A glimpse at the grandfather of the LMTV: The T23

The venerable T23 David Doyle

Interest in a 2½-ton 4x4 truck with extremely high mobility climbed during the early days of the U.S. involvement in WWII. On Feb. 12, 1944 Major E.H. Holtzkemper, Chief, Transport Vehicle Section, Development Branch requested that Fargo’s Robert Biggers quote on such a vehicle.

The company responded with a quotation on March 28. On May 3, 1944 Ordnance and Chrysler entered into contract W-20-018-ORD-4734 for the design, development and manufacture of one such truck, which was designated T23 (not to be confused with the T23 gun motor carriage/armored car) by the Army. The Chrysler engineering code for the vehicle was T235. The contract specified that the vehicle be delivered by Nov. 16, 1944.

As it turned out, the T23 was not delivered until January 15, 1945, and even then, the Ordnance Department immediately turned the truck back over to Chrysler for testing. Powered by a Chrysler 331-cubic-inch six-cylinder engine, driving through a five-speed transmission and two-speed transfer case, the 14,595-lb. truck was equipped with a then-new technology, central tire inflation. Given the nickname “swamp buggy,” the truck had 25 inches of ground clearance beneath the axles.

The 2½-ton cross country truck T23 was powered by a Chrysler six-cylinder, 331-cubic-inch liquid-cooled, gasoline engine. The engine developed 106 hp at 2,800 rpm. The T23 had a wheelbase of 124 inches and had a maximum speed of 41 mph. David Doyle

A supplement to contract W-20-018-ORD-4734 was issued on Jan. 18, 1945, which added two more of the trucks to the contract. One was to be delivered by May 5 and the other by May 21. With this $300,000 addition, the contract value rose to $550,000.

A third supplement of April 5 brought the total number of T23s to five, with the last two to be delivered by August 7. The price had climbed to $756,482.50. This was memorialized in a definitive contract on May 4, 1945. At the same time the delivery date of the first three trucks was pushed back to June 21.

The substantial ground clearance, and considerable height, of the T23 is readily apparent in this January 1945 view. The winch drum is visible below the grille. Below each headlight is a small access door, hinged on the outboard side. David Doyle

The gear selector for the 5-speed transmission of the T23 can be seen protruding from the engine housing. The vehicle had a two-speed transfer case, providing 10 forward speeds and two rear. At the far left of the dashboard is the control for the central tire inflation system. David Doyle

That there was considerable interest in the T23 is evidenced by a query from Lt. Col. R. F. Whitworth, Chief, Motor Vehicle Branch, Detroit Ordnance District on June 4, 1945. By that letter, Chrysler was asked: “For information only, Ordnance would like to know if Chrysler can produce - (a) 10,000 of these vehicles to start in 6 to 9 months with completion of the entire number within 18 to 21 months. (b) 20,000 vehicles at a rate of 1,000 per month production to start within 6 to 9 months and be completed within 18 to 21 months. (c) 30,000 vehicles at a rate of 1,000 per month, production to start within 6 to 9 months and to be completed within 18 to 21 months.”

“Ordnance also desires the tooling costs for these quantities and the total cost per vehicle.”

Chrysler responded to this request on June 14, estimating daily production rates and individual truck costs of 40 at $9,445; 80 at $8,823; 120 at $8,697 net each for the 10, 20 and 30,000 truck quantities inquired about. Chrysler conditioned this pricing upon acceptance of the offer by the government by July 2, 1945.

The tubing visible on the left front wheel is part of the T23’s central tire inflation system (CTIS). Except for amphibians, it would be an additional 30 years before CTIS would become routine on U.S. tactical vehicles. David Doyle

A T23 is seen from the right rear. The tires are size 18:00-26, 10-ply. Tests of the T23 indicated that the vehicle had generally good handling characteristics, considering its size and the size of its tires, but it exhibited some oscillation in turns and cross- country operation. David Doyle

The second pilot of the T23 was shipped on Aug. 11, 1945, bound for Fort Bragg, according to records maintained by Chrysler’s Kenneth Burks. Chrysler records indicate that the fourth prototype was shipped to Aberdeen Sept. 13, 1945. The fifth and final T23 was shipped to the Detroit Signal Laboratory on Sept. 28, 1945.

While the truck shipped across town to the Detroit Signal Lab was the last truck built, Chrysler still had in its possession the first T23. This vehicle had been returned to Chrysler the day it was delivered for use as a test article. Chrysler turned the vehicle back over to Ordnance on November 28, 1945. The Army opted not to pursue development of the T53, but one of the vehicles was preserved for a time in the Ordnance Museum at Aberdeen. Unfortunately, that vehicle, like many other rare and interesting vehicles, was destroyed during Korean war scrap drives. A similar-appearing vehicle, the T53, was built by Chrysler in the 1950s, but it did not see production, either. Ultimately, it would be 1991 before the U.S. Army adopted a 4x4 2 ½-ton, the LMTV, as Army standard.

{Excerpted from U.S. Dodge – The development and deployment of Dodge military trucks 1940-1975, from DavidDoyleBooks.com}

One of the T23 pilots is observed with and without the tarpaulin over the cargo body. David Doyle

On the side of the body is a pioneer tool rack. A holder for a 5-gallon liquid container is above the front fender. David Doyle

In an overhead view of a T23 with the canvas removed, the engine enclosure is between the two seats in the cab. David Doyle

The cargo body was 155 inches long and 80 inches wide. Built-in stowage lockers were in the front of the cargo body and in each rear corner of the body. David Doyle

During a test at Aberdeen Proving Ground on 20 February 1946, a T23 pilot is positioned on a chassis dynamometer to undergo a cooling test. Stenciled on the right side of the front bumper is “PMT 98.” Cross-shaped wire brush guards were over the headlights. David Doyle

A T23 undergoes tests on the sand track at Aberdeen on 17 July 1946 to assess its ability to negotiate loose sand of the type often found on beaches. In the test, both 14.00-32 and 18.00-26 tires were tried. The vehicle was found to operate very well on sand. David Doyle

The T23 negotiates deep mud while undergoing testing. The great ground clearance, combined with the central tire inflation system, were of considerable benefit during conditions such as these. David Doyle

The ability to keep all four tires planted firmly on the ground, especially on vehicles with open differentials, is paramount to successful off-road navigation. Suspension design as well as frame rigidity, is key to maintaining adhesion. Here a T23 demonstrates the type’s characteristics in this regard. David Doyle

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Chrysler T23 WWII

David DoyleAuthor

David Doyle's earliest published works were occasional articles in enthusiast publications aimed at the historic military vehicle restoration hobby. This was a natural outlet for a guy whose collection includes several Vietnam-era vehicles such as M62, M123A1C, M35A2, M36A2C, M292A2, M756, and an M764.

By 1999, his writing efforts grew to include regular features in leading periodicals devoted to the hobby both domestically and internationally, appearing regularly in US, English and Polish publications.

In 2003, David received his a commission to write his first book, The Standard Catalog of U.S. Military Vehicles. Since then, several outlets have published more than 100 of his works. While most of these concern historic military hardware, including aircraft and warships, his volumes on military vehicles, meticulously researched by David and his wife Denise, remain the genre for which he is most recognized. This recognition earned life-time achievement in June 2015, when he was presented Military Vehicle Preservation Association (MVPA) bestowed on him the coveted Bart Vanderveen Award in recognition of “...the individual who has contributed the most to the historic preservation of military vehicles worldwide.”

In addition to all of publishing efforts, David is the editor of the MVPA’s magazine, History in Motion, as well as serving as the organization’s Publications Director. He also maintains a retail outlet for his books online and at shows around the U.S.