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The trailer tongue (North America) or coupling (outside North America) slips over a trailer hitch ball attached to a receiver hitch mount or integral with the hitch. A larger, heavy-duty gooseneck ball size: 3 in (76.2 mm) is typically used for towing greater than 10,000 pounds (4.5 t), and this towing capacity falls outside of the scope of SAE ...
The CJ-2A looked very much like a civilianized MB with a tailgate and side-mounted spare wheel. A distinct difference between the MB and the CJ-2A lay in the grilles of the two vehicles. Where the MB had recessed headlights and nine-slot grilles, the CJ-2A had larger, slightly bulging headlights, flush-mounted in a seven-slot grille.
Optional equipment included off-road under-body skid-plate protection, Traction-Lok rear limited-slip differential, and a heavy-duty trailer towing package. Optional was an electronically controlled pneumatic air suspension system that would raise and lower the vehicle depending on road and load conditions.
Among them were the heavy trucks, Mowag M5-16F with four seats, front steering cabin and 16 tons total weight, tow hitch for a double axle trailer and a 149 kW engine in the underfloor. The engine was mounted under the bed between the front and the rear axles. This allowed a compact design and low centre of gravity in the middle of the vehicle.
The M1008 was the most numerous of the CUCV truck types. It was often seen with troop seats for eight in the bed. Fitments included a brush bar, front and rear tow hooks, and a pintle hitch. These trucks are rated to tow 3,000 lb (1,400 kg) and were often used to tow the M101 3 ⁄ 4-ton trailer. [12]
For 1974, door-mounted drip moldings were added as an option (becoming standard in 1975). [2] [13] For 1975, the front fascia underwent a minor revision, with Chevrolet replacing the recessed grille with a flush-mounted design (appearing brighter in color); [12] GMC introduced a six-segment grille (splitting the 1973–1974 grille in half). [14]