Notes: This is basically an FAV (also known as the LSV) grown a size larger, and given a more powerful engine to cope with the increased weight. The resulting vehicle is able to carry greater loads and heavier weapons, up to Heavy ATGM and light autocannons. It otherwise performs in a similar manner to the FAV. These vehicles were not introduced to the US inventory until early 1996, and are relatively rare.

Notes: In the late 1970s and early 1980s, the US military faced a problem. The Jeeps and their descendants used as general utility vehicles were rapidly wearing out and could not carry large amounts of cargo, and the vehicle that would become the HMMWV was still on the drawing boards and as yet even prototypes had not been built. There was a need for new utility vehicles. Therefore, the military adapted commercially available heavy-duty pickup trucks and SUVs for military use. The suspension of these vehicles were beefed up, the option to start with a key replaced by a simple switch, the seats replaced with simple bench seats, heavy-duty bumpers installed, and tie down loops, a towing hook, brackets for small arms, heavy duty air and oil filters, blackout lights, and a slave receptacle added. The cargo carrier vehicles come in 2-door standard and 4-door extended cabs, and variants include basic cargo/troop carriers, ambulance, shelter/workshop carriers, and flatbed pallet carriers. By the 2000, the CUCV and its descendants were still in wide use by US forces, especially by the Reserves, National Guard, and the skeleton crews left behind at bases in the US. In the US military, it is common for troops to mispronounce the acronym and call this vehicle the "Cut-Vee."

Notes: This is an "SUV" version of the CUCV, used by command or communications elements in support units, as well as elements as diverse as civilian employees of military bases and police. The cargo area is covered, and the vehicle is usually equipped with extra communications equipment. Otherwise, it has the same modifications as the Cargo Carrier. Most of these vehicles were based on Chevy Suburbans or Tahoes, unlike the pickups of the Cargo Carrier. The US military did not order these vehicles; however, orders were made by Saudi Arabia, Sweden, Ecuador, Britain, and Venezuela.

Notes: This is a light truck for use in rear areas where off-roading is not expected. It is normally used for deliveries or shuttling paperwork around. In civilian use, it is most commonly seen in use by the US Postal Service; in that role, the driver’s seat is on the right instead of the left (so the postman can access roadside postal boxes without leaving his seat). The doors on either side of the cab slide instead of hinge open, and there is a rear door.

Notes: This light vehicle resembles a militarized dune buggy. The frame is constructed of high-strength chrome-moly steel, with steel sheets stretched over it. The fuel tank is explosion-resistant, and the fuel tank requires 20% more fuel damage before fuel in it ignites. Tires are run flat, with the FAV able to achieve 80% of full speed while flat (though the ride will be much rougher). The standard engine is a gasoline one, but a diesel engine is also available. The FAV has three weapons mounts, including one NLT/NMT mount in the rear and one in front of the commander’s position; another weapon mount, which can carry weapons up to light autocannons, heavy machineguns, automatic grenade launchers, or heavy ATGM, is found on top of the roll cage. Special operations units using these vehicles are also fond of strapping two rocket launchers onto the vehicle, one on each side of the roll cage. The FAV is strong enough to be airdropped.

American forces using the FAV often referred to it as the "Ninja Jeep."

Notes: The M-998 is the base vehicle of the HMMWV line, first delivered to the US Army in 1982, and going to serve in over 25 countries as well as in civilian versions. Military versions have proven to be rugged vehicles with astonishing capabilities, and the ability to accelerate to 50 kmh in 8 seconds and climb 60% slopes or negotiate 40% side slopes. Normal fording is rated at 0.76 meters, though I have personally put unmodified HMMWVs through deeper water for short distances. With a fording kit, 1.52 meters can be forded. An optional accessory is a winch in the front bumper, with 60 meters of cable and a capacity of 2.7 tons.

The M-997 is a HMMWV variant for transport of wounded. The cargo bed is sealed off in a large, boxy bay. Air conditioning and heating (for patient comfort) is provided.

The M-1042 is a shelter (or box) carrier, with the rear area designed to accommodate a pre-constructed box with various missions (machine shop, communications, etc.). It is equipped with a 200amp power system for external systems. The M-1042 also has a 2700 kg winch. Like all HMMWVs, it can ford up to 0.75m of hard-bottom water, or twice that with a kit that takes 15 minutes to install and requires no special skill. No weapons mount is provided.

The M-1044 is a standard HMMWV fitted with a hard top, NHT mount (C), a 2700kg winch, and supplemental Kevlar armor.

The M-1097 is a higher-payload version of the cargo/troop carrier. It is equipped with a 200 amp power system for external systems. The M-1097 is soft- or open-topped and can carry up to 8 passengers in its bed. The M-1097 has a 2700 kg winch. It can ford up to 0.75m of hard-bottom water unprepared, or twice that with a kit that takes 15 minutes to install and requires no special skills.

Also known as the Expanded-Capacity HMMWV, the M-998A2 features a more powerful engine and upgrades suspension that greatly increases the HMMWV’s cargo capacity. This version replaced the M-998 and M-998A1 in production starting in 1993, and production of all HMMWV models based on older chassis (except for some of the armored versions) stopped in 1995.

In addition to being based on the M-998A2 chassis, the M-997A2 is also fitted with supplemental armor for more protection. It is otherwise the same vehicle as the M-997A1.

The M-1042A2 is a shelter carrier based on the M-998A2 Expanded Capacity HMMWV chassis. It is otherwise identical to the M-1042.

The M-1113, also known as the Expanded Capacity Vehicle (ECV), is a HMMWV with a 190 hp engine and even greater cargo capacity. Most of these vehicles are used as the basis for various armored HMMWV variants, but a "stock" ECV exists.

Notes: The LMC-1200 is rectangular-shaped tracked over-the snow vehicle also suited for other difficult terrain such as mud and swamps. There are three variants of the LMC-1200. The first has a two-man enclosed cab equipped with bucket seats and an open rear cargo area. The second has a larger cab that seats up to five and has a smaller uncovered rear cargo area. The third variant has a fully-enclosed body that seats up to twelve, and has a cargo area behind the last seat. Entry to the cab is by doors on either side (four on the 5-man cab, and two on the other two models); the 12-man fully-enclosed body also has double doors in the rear. Heavy-duty windows are located in front and the sides of the cab, and in the 12-man version, three more windows are on either side of the vehicle and two in the rear. The LMC-1200 is equipped with a combined heater/window defroster, and in the 12-man version, a secondary heater may be added at the rear. Standard tracks (used on good terrain and in summer) are 914 millimeters wide, but winter tracks (also meant to be used in deep mud or swamps are 1152 millimeters wide and make the LMC-1200 somewhat heavier. Production of the LMC-1200 has been complete for many years, but the vehicles are still used by the all branches of the US armed forces, including the Coast Guard.

Notes: Developed for the US Marines in the late 1970s, the LMC-1450 was rapidly overtaken by the LMC-1500, which was designed by the same manufacturer shortly after the LMC-1450 was. Therefore, the Marines bought only five LMC-1450s, though some other sales were made to civilian agencies. The LMC-1450 is basically a boxy-shaped vehicle with a somewhat V-shaped front end and tracked suspension. The basic version (as used by the Marines) has a fully-enclosed body with seats for the driver and five passengers, as well as some space at the rear for cargo. US Marine versions also use the optional roll bars, even though the roof and sides are designed to take twice the weight of a fully-loaded LMC-1450. The driver and front passenger have doors on either side of the vehicle (which open to the rear instead of the front), and the rear of the vehicle has a large door. Each door has a window, and there is also a window on either side of the body. The tracked suspension uses five roadwheels, with rubber tracks and steel track shoes. The tracks may be either 644mm or 793mm wide; softer ground or deep snow calls for wider tracks. Weight is similar with either width of tracks. The transmission is automatic, but steering is by laterals instead of a steering wheel, yoke, or bar. Cab heating is available, but was not used in the Marine LMC-1450s; civilian ones typically do have heaters.

A variant of the LMC-1450 has a two-man cab; the rear of the cab has an uncovered cargo area (which may be used with bows and a canvas tarpaulin cover) and a tailgate at the rear.

Notes: Replacing the earlier LMC-1450, the LMC-1500 is a box-shaped tracked carrier designed primarily for over the snow travel. It is used in the US military primarily by the Navy and Marines and the Army, in very small numbers. It is also in widespread civilian use by arctic explorers and researchers, and by the FAA. The vehicle comes in three forms; one version has a small cab with seating for two in bucket seats and an uncovered cargo area to the rear. The second version has a larger cab with seating for five (in bucket seats) and an enclosed cargo area behind the second row of seats, and doors at the rear of the cargo area in addition to the ones in the cab; it also has two small windows in the sides of the cargo area in addition to the large ones at the front and sides of the cab. The third model has three rows of seats to provide seating for up to eight, with a smaller cargo area to the rear of the third row of seats, and the last row of seats being a bench. All windows are made from thick safety glass (but not ballistic glass). In all cases, the weight of the vehicle is about the same, as is the cargo weight that may be carried. Two sets of tracks may be used; one is the standard-width "summer" tracks, while the other is the wide "winter" tracks. The LMC-1500 is also a good vehicle for negotiating deep mud and swamps, though it is not amphibious and can ford only 35.5 centimeters of water. The LMC-1500 is pretty good on snow, but on deep, unpacked snow, cargo capacity is reduced to 454 kilograms to prevent the vehicle from becoming stuck, even with winter tracks. (With summer tracks, the LMC-1500 is not capable of negotiating snow any deeper than its water fording capability, 35.5 centimeters). The LMC-1500 is still in use and still in production.

Notes: This is a light cargo truck once found in droves in the US, but now found mainly in Central America, Turkey, Spain, and Thailand. This vehicle is a 4x4 truck somewhat larger than a pickup truck.

Notes: This predecessor of the M-151 series was developed shortly after World War 2 by Willys to replace the Jeeps from that war. It is basically the model of Jeep produced for civilian use with modifications to better suit it to military use. In appearance, it is almost identical to the World War 2 model.

Notes: This descendant of the World War 2 Jeep is also known as the "Mutt" (based on the acronym MUTT, for Military Utility Tactical Transport). It is used all over the world and can be found in most places that are or have been US Allies, proxies, or otherwise have received US aid. They were largely phased out of US military service in the 1980s in favor of the HMMWV, but some can be found in National Guard and Reserve units. Several variants are available; the original M-151 was replaced in production in 1964 by the M-151A1, then by the M-151A2 in 1970. The heavier variants M-718A1 and M-825 came later; these two did not have trailer hitches and were not authorized by the US military to haul towed loads. The vehicle may have a frame with a canvas top fitted, and some even had a hard top. The Jeep has a pintle mount, but no weapon is provided.

Notes: Originally designed for cargo transport in light, airborne, and air assault units, the Mule is little more than a metal platform over a skeletal framework with a bare-bones driving position. Handrails can be raised on the edges of the cargo platform to help retain cargo. The driver may unlock the steering column and fold down the seat to steer the vehicle while walking or crouching behind it. It is not equipped for towing. These vehicles were largely out of US service by the 1980s, but some were used in National Guard units, and dozens were used as utility vehicles at Fort Irwin. One unusual use for this vehicle is as a carrier for the M-40A2 106mm recoilless rifle, and some were modified during the war to mount the TOW II missile launcher.

Notes: More commonly known as the Gama Goat, a few of these vehicles can still be found in US National Guard and Reserve units. The Gama Goat is a 6x6 drive vehicle with an integral articulated trailer that carries the cargo. The Gamma Goat is amphibious. Some Gama Goats have been modified as ambulances or to carry TOW ATGMs or machineguns.