Army on November 29, 1940, and was given the Army 

 registration number W-20 15330. Upon delivery to the 

 Army Board at Fort Knox, Ky., it was put through a series 

 of tests equivalent to about 100,000 miles of service and 

 was then retired from active Army service. 



The Continental engine is of the 4-cylinder, L-head type 

 with a bore of 3 3 /i6 inches and a stroke of 3V2 inches, devel- 

 oping 46 horsepower at 3,250 revolutions per minute. It 

 is water cooled, with a belt-driven fan and centrifugal 

 water pump behind the radiator. All electrical equipment 

 on the engine — the ignition coil and distributor, the volt- 

 age regulator, the generator and the starting motor — are 

 by Auto-Lite. The 6-volt storage battery is located be- 

 neath the hood, to the left of the engine. 



A constant-level, float carburetor is used and is fitted 

 with an air filter on the air intake. A mechanical fuel 

 pump and a fuel filter are used in conjunction with the 

 carburetor. A gear oil pump supplied the bearing sur- 

 faces of the engine with lubricating oil under pressure at 

 all times, the oil passing first through a filter attached to 

 the cylinder head of the engine. 



The gross weight of the vehicle is 2,700 pounds, the 

 wheelbase is 79 inches, and the tread is 48 inches. Disk 

 wheels, secured to the brake drums by five bolts, mount 

 5.50-16 tires. A spare wheel and tire can be carried at 

 the back of the vehicle. 



The frame is of steel and is connected to the front- and 

 rear-axle housings by four semielliptic springs. The frame 

 is located above the housings, while the springs pass be- 

 neath them. Telescopic shock absorbers are provided for 

 each spring. 



Power can be transmitted from the engine to all four 

 wheels when desired, but the front wheels are usually 

 driven only when the necessity arises on difficult terrain. 

 A transfer case is located near the center of the frame, to 

 the left of the transmission, and provides means for driving 

 a shaft leading to the differential unit in the front-axle as- 

 sembly. The shaft passes to the left of the engine, which 

 is offset to the right in the frame for this purpose. A simi- 

 lar shaft leads from the transfer case to the differential unit 

 in the rear-axle assemblv. Each differential unit contains 



149 



