US Truck Dodge 6×6 WC62 – lot 208

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The G-507 Cargo and Personnel Carrier, 11⁄2-ton, 6×6 Truck, Dodge (WC-62 w/o Winch) was based on a lengthened WC-51 Weapons Carrier with an extra axle added. When the U.S. Army enlarged rifle squads from eight to twelve men, the 3⁄4‑ton no longer sufficed, and a 48-inch (1.22 m) longer 6×6 variant was created that used most of the mechanical parts and some of the sheet metal of the G-502. The G-507 trucks could be driven by all six wheels (6×6) or by the four rear wheels only (6×4). A number of components were strengthened in this design, and many of these changes were also incorporated in subsequent 3⁄4‑ton production. Production amounted to 43,224 units total, of which 23,092 WC-62 units without winch, and 20,132 WC-63 variants with winch. A total of 6,344 WC-62 and WC-63 cargo trucks were provided to World War II Allies — 4,074 to the Free French forces, 2,123 to British, and 137 units to Brazil.

The Dodge WC-62 and WC-63 where never sold on the civilian marked. A number of decommissioned army vehicles were converted to civilian vehicles, with the cab form a 1950’s power wagon (fits on the frame of a WC-62/WC-63.)

This particular Dodge WC-62 is in a good running condition. On the pictures in this brochure the spare tire is missing. For your information, this Dodge will be delivered in a good running condition and therefore, have the spare wheel again.

Enjoy reading this brochure and fall in love with the best all round military truck in its class!

© Tracks & Trade BV the Netherlands, December 2022

The Dodge WC series was a prolific series of light four-wheel drive, 4WD, and medium six-wheel drive, 6WD, military utility trucks produced by Dodge / Fargo during World War II. Along with the 1⁄4-ton jeeps produced by Willys and Ford, the Dodge 1⁄2-ton and 3⁄4-ton made up nearly all of the light 4WD trucks delivered to the U.S. Army in WWII, with Dodge contributing approximately 337,500 4WD units (more than half than the jeep).

In contrast to the versatility of the highly standardized Jeep, which was mostly achieved through field modifications, the Dodge WC series came out of the factory in many different, purpose-built but mechanically uniform variants, much akin to the later family of High Mobility Multipurpose Wheeled Vehicles. The WC series emerged from and was part of a more extensive family of trucks, with great mechanical similarities in parts, including open and closed-cab trucks and weapons carriers, (radio) command vehicles, reconnaissance vehicles, ambulances, transport vehicles, vans, and trucks for telephone installations and mobile emergency/field workshops.

The Dodge WC series was essentially built in two generations. From 1940 to early 1942, nearly 82,400 of the 1⁄2-ton 4×4 Dodge trucks were built. They were initially called the VC series, but the vast majority of them (beginning in 1941) were built as the WC series, and in more variants. Contrary to what Dodge’s nomenclature suggested, the 1941 WC models were a direct evolution of the 1940 VC models, retaining the U.S. Army’s G-505 Ordnance Corps Supply Catalog number.

In 1942, the payload was increased, and the trucks became the shorter G-502, 3⁄4-ton, 4×4 Truck (Dodge), and the longer 1943, G-507, 11⁄2-ton, 6×6 personnel and cargo truck (Dodge), confusingly retaining Dodge WC model codes. Although the majority of Dodges built were “Weapons Carriers,” “WC” was not an abbreviation of this, but a general Dodge model code. Initially “W” for 1941, and “C” for a (rated) payload of half a ton.

However, the “WC” model code was simply retained after 1941. For both the 3⁄4-ton and 11⁄2-ton 6×6 Dodges. Although the 3⁄4-ton had significant design improvements, they retained about 80% interchangeability of parts and service parts with the 1⁄2-ton models, an essential requirement of the Army for maintenance and serviceability of the trucks in the field.

Dodge was the U.S. Army’s main supplier of 1⁄2-ton trucks, and the only supplier of both 3⁄4-ton trucks and 11⁄2-ton 6×6 trucks in World War II. With more than a quarter of a million units built through August 1945, the G-502 3⁄4-ton were the most common variants in the WC series.

All in all, not counting mechanically related variants, the WC series alone involved 52 model versions (thirty 1⁄2‑ton 4×4, eight 1⁄2‑ton 4×2, twelve 3⁄4‑ton 4×4, and two 11⁄2‑ton 6×6 models). The creation of vehicles from a common platform in such a variety of designs, with payloads ranging from 1 to 11 tons, was unparalleled and is considered an extraordinary achievement of the American automobile industry in World War II.

Designed in April 1942 from the Dodge WC-3 model, the Dodge Weapons Carrier, model 51 and 52 (identical version but equipped in addition to a Braden winch of 2.27 tons) Allow the Allies to have a robust and reliable means of transport whose chassis is the basis of many other models. Equipped with off-road tires, the Dodge WC can also carry weapons and ammunition (as their name suggests) and personnel as long as wooden benches can be installed in boxes. In 1944 alone, 63.133 WC vehicles were produced by Dodge.

Several models are created from the chassis of the WC-51: the Dodge ambulance (WC-54 then WC-64KD), command vehicle – or WC-control unit (WC-56 and WC-57 for the model fitted with the winch) or signal vehicle (WC-58). Finally, a Dodge transport troops, whose box is extended to accommodate more soldiers, is developed in 6×6 version: WC-62. The chassis had a longer frame which housed the engine power take-off and drive-shaft, from the transfer-case forward on the WC-62. The WC-63 was soon created, with a longer even frame so that the bumper was further forward (10 inches (25 cm) more), housing in between a Braden MU2 winch, which capacity was rated at 5,000 lb (2,270 kg) pull-strength, same as the WC-52. Other than this, they were as good as identical.

One prototype of the WC-62 was produced as an armored car. The David Haugh coll. Fargo 6×6 armored truck prototype was built to test the possibility of replacing the new obsolescent M3 Half Track Car, for infantry units operating on the front line. The master idea was to provide the chassis a brand new armored shell, which main feature was its sloped armored walls. They were no longer flat as in the M3, which offered a poor protection to its occupants. However, the field-tested model still had the original engine, and was a bit overwhelmed by the new armor. As a result, performance was poor, and given the time required to adapt a brand new engine, the program was suspended. The prototype was scrapped after the war, and only a few photos have survived.

The Dodge WC are particularly present during the Battle of Normandy and are very suitable for sometimes muddy country roads. It is the most famous vehicle on the field after the Jeep. Thus, it is widely used again after the Second World War and in many armies like those of France or of Great Britain.

Army Motors
Army Motors was published monthly in the interest of Preventive Maintenance by the Preventive Maintenance Unit, Tank-Automotive Center, at the Holabird Ordnance Depot, Baltimore, Maryland. The magazine’s format is 8″ x 10-1/4″ from 1939 to July 1944 and 6″ x 8″ beginning with the August 1944 issue. There were three of the 6″ x 8″ pony size editions printed for overseas distribution in May, June and July 1944 before the size change was made for all issues. The page numbers vary, with all appearing to be 30+ and uses a continuous page numbering in each year’s volume.
The following text on the “New Dodge” originally appeared in Army Motors, Sept-Oct, 1943.

It’s the personnel-and-cargo truck of the year—big brother of the ¾-ton—100% gutsy
Army Motors, Sept-Oct 1943

If (heaven forbid) you ever took your nose out of ARMY MOTORS long enough to glance at a newspaper, you’d see plenty of new Army vehicles in action. The 1/4-ton amphibian, the “priest” with its 105mm howitzer —spectacular stuff like that. But you’d probably have to poke your nose back into this magazine—right here at this page—to come across the new 1 1/2-ton 6×6 Dodge. All right—so it isn’t spectacular. So it doesn’t swim or drop bombs or climb trees. It’s just the best all-around military truck in its class, that’s all.

That fact won’t surprise you, either, after you’ve been told that this 1-1/2-ton 6×6 Dodge is basically the famous 3/4-ton 4×4 Dodge-with extras. It’s 49-1/16 inches longer, 1,675 pounds heavier, has one more driving axle, carries double the payload, and tows 3-1/2 times as much (3,500 pounds). Of course, there are other differences when you get down to fine points. But the fact remains that most of this baby’s unit assemblies are interchangeable with those of your ¾-tons — and further changes in the 3/4-ton will increase the interchangeability of the parts which make up those assemblies. Think what that means — in terms of parts supply and familiarity with maintenance requirements. Hats in the air, men!

Interchangeability wasn’t the first consideration when this nifty vehicle was designed. But it was an important factor for obvious reasons: The new trucks could be built faster, many of the parts already stocked throughout the world could be used in them—most servicing operations would be second nature to drivers and mechanics with experience on 3/4-tons. Just to give you an idea—both trucks can use the same engine, clutch, transmission, front axle, steering gear, wheels, brakes, tires, radiator, fan and fan belt, windshield, seats, body sheet metal, and electrical system (including generator, starting motor, and distributor).

Sounds perfect, doesn’t it? Well it’s good, but not quite so good as that. Some of the assemblies on the ¾-ton weren’t heavy enough for the 1 1/2-ton, so they’ve been changed to suit both vehicles. The front axle is an example. Front axles now in production for both the 1 1/2-ton and the 3/4-ton (part number 928926) have a 9 5/8” ring gear and can be used interchangeably. However, most of the axles now in spare parts stocks and in currently used 3/4-tons (part number 922854) are the old type, which has 8 3/4” ring gear. This means that 1) an old type axle can be installed in the ¾-ton only, and 2) a new type axle can be installed in either vehicle, but should be saved for the 1 1/2-tons when possible because the quantity of new type assemblies is limited.

Keep your eyes open. This condition may occur in other assemblies if further production changes are made as a result of field experience.
After pausing for breath, we hasten to add that the prime consideration, naturally, was the need for a vehicle that could do a tough, specific job—a vehicle brimming over with what the AR’s call “satisfactory military characteristics”. Here again, the 3/4-ton Dodge was a ready-made flying start. It had seen hard service in all extremes of climate, over all sorts of terrain, with all kinds of drivers — kind and unkind. Its worth in this war had been soundly established. So — when the infantry called for a front-line vehicle with high mobility, low silhouette, greater personnel and cargo capacity in relation to size—the 3/4-ton got a super twin brother. When placed end-to-end, they look like the picture across the page. Side-by-side, the family resemblance is even more striking (see page 180).

Don’t jump to the conclusion that the 1 -1/2-ton 6×6 Dodge is strictly an infantry truck. All arms and services will have their share in due time. And the gutsy performance which the infantry demanded will come in mighty handy everywhere. Here are the high spots of that performance—demonstrated in some of the most merciless tests any military vehicle has undergone: The new truck has terrific stability on rough terrain, thanks to its low center of gravity and wide tread (which is the same, front and rear). Six-wheel drive and high ground clearance get it through and over heaps of hazards in cross-country operation. Good angle of approach and departure allow the truck to go up and down steep banks without digging the bumper or rear frame into the ground. Load distribution is almost equal on all three axles—tires are big and plump — so the 1 1/2-ton has flotation like a fat lady-in a bubble bath. It rides (more or less) like a dreamboat — and rolls through mud or sand with surprising ease. Another thing, the low silhouette makes this truck an elusive target —and its low floor makes the loading and unloading of troops or cargo a fast and simple job. In short, the 1 1/2-ton 6×6 has what it takes to get where it’s going—in combat zones or anywhere else.
Getting back to the subject of interchangeability, here are some further facts of special interest:

ENGINE—Same as in all 3/4-ton 4×4 Dodges, developing 180 foot-pounds of torque at 1,200 r.p.m. and 92 horsepower at the governed speed of 3,200. The 1-1/2-ton has a crankcase ventilating system and manifolds are tapped for primer installation—which is all just like the newest 3/4-
tons, but not the older models. However, these differences won’t affect the interchangeability of basic engine parts.
CRANKCASE VENTILATING SYSTEM—Has only one moving part, a vacuum – operated valve which cuts down or steps up air circulation in keeping with speeds. Inspection and cleaning of this valve (required each 1000 and 6000 miles by PM Work Sheet, AGO Form No. 461) should prevent any building up of carbon deposit which might block the vacuum opening.

COOLING SYSTEM—Improved by the addition of a surge tank and attachments, to provide a fully closed system and reduce loss of coolant to a minimum. This change does not affect interchangeability.

ELECTRICAL SYSTEM—Same as in all 3/4-tons with 6-volt systems. The 1-1/2-ton is similarly suppressed and bonded to eliminate radio interference.

TRANSFER CASE—An important difference here, which is why the transfer cases are not completely interchangeable. Using the same engine and axle ratio, the 1-1/2-ton Dodge has a new two-speed transfer case to handle the added load. This assembly provides either a direct drive or a 1-1/2-to-1 reduction, as required—thus compensating practically pound-for-pound for the additional payload. As a safety measure, controls are arranged so that the reduction or low-gear combination can’t be used except when you’re using front-wheel drive. Parts within the transfer case are largely interchangeable with the 3/4-ton — including sliding shafts, gear-shaft assemblies, and their bearing cones and cups.

PROPELLER SHAFTS AND JOINTS—The 6×6, of course, has five propeller shafts — while the 4×4 has three. However, the front and intermediate shaft assemblies, with their joint component parts, are interchangeable. So are the joint yokes, where they’re used on both vehicles, except for the hand-brake-drum yoke on the 1-1/2-ton.

AXLES-You’ve already read the story on front axles earlier in this article. Some are interchangeable and some are not. In the rear, of course; the bogie construction prevents interchangeability of complete assemblies though some of the parts are interchangeable.

BRAKES—Same as on the 3/4-ton, plus added brake lines required by the tandem axle hook-up. Due to the two-speed transfer case, the hand brake on the 6×6 is mounted behind the transfer case rather than at the transmission as on the 4×4.

STEERING — Heavier steering arm and drag link, but still interchangeable, in combination, with the 3/4-ton job.

FRAME — Different, of course, from the 3/4-ton. But most cross-members, running-board brackets, etc., are identical.

WHEELBASE—On the 1 1/2-ton its 125 inches—figured, as on all 6-wheeled vehicles, from the front axle center to – a point halfway between the two rear-axle centers. Distance from the front axle to the forward rear axle is just 104 inches, only 6 inches more than on the 3/4-ton—so the 1-1/2-ton has about the same obstacle-clearing ability on uneven round.

WINCH—About one in every three of the 1-1/2-ton trucks will come equipped with a winch.

Enough of this. When you get your 1-1/2-ton 6×6 Dodge, you’ll get TM 9-810—which tells all. The “all” includes everything you need to know about its operation and organizational maintenance—with proper emphasis (and revealing photographs) on preventive-maintenance inspections.
This truck’s a honey. Keep it sweet!

Location: & Collection

Current location of this object is Etten-Leur, The Netherlands.
Local collection is available for this lot.

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General Conditions of Sale Version 2.0 dated 29-04-2022 are applicable.

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WC-62 Truck, Cargo and Personnel Carrier, 1½  ton, 6×6 G507 w/o winch


Dodge Motor Company; Mount Road Truck Plant Detroit United States

Production figures

A total of 6,344 WC-62 and WC-63 cargo trucks were provided to World War II Allies; 4,074 to the Free French forces; 2,123 to British and 137 units to Brazil.


Olive drab

Net Weight

6,925 lb. (3,141 kg)

Gross Weight

3,300 lb. (1,500 kg)


2 (Driver and Co-driver)


Dodge T214; 6-cylinder, 230.2 cu in (3,772 cm3) in-line, L-head gasoline:

·      92 HP @ 3,200 rpm

·      180 lb ft (244 Nm) @ 1,200 rpm


Manual operated 4 forward/1 reverse with dual ratio transfer case

Note: in the normal ¾ ton WC series this transfer case is single speed


Live beam axles on leaf springs


55 mph (89 km/h)




Length: 17 ft 11 in      (5.47 m)

Width:     6 ft 11 in      (2.11 m)

Height:    7 ft 3 in      (2.21 m) with canvas cover

Height:    5 ft 2 in      (1.57 m) with top down

Tire size


Electrical installation

6 Volt

Year of Production


Chassis / VIN Nr.


Engine No.



USA 3514894


Comes with spare wheel

Road Licence

Yes, Dutch – BE-43-76


Good running condition

Source: Tracks & Trade

This Dodge is a great older restoration, restored with almost 100% original parts, and very good runner.
Will be delivered with spare wheel and nicely serviced. Vehicle starts on the button.

Dutch road license is included.

Great small troop carrier or family car for participation in historic events, shows and camping events.

Estimated value: between Euro 20.000 and 30.000,- (December 2022)