#1946 willys jeep parts

[somar78]

A Brief History of the Jeep CJ Series – Everything You Need To Know

First There Was the “Blitz Buggy” and a War to Win

The beginning of the Jeep CJ dates back to the origin of the “Jeep” itself, a story that began on 11th July 1940 when the US Department of War sent out an urgent request for a manufacturer to design and build a prototype quarter ton four wheel drive “scout car” within 49 days, and to produce an initial run of 70 vehicles within 75 days.

All this urgency had been caused by Time Magazine’s “Man of the Year” for 1938 who had gone on to start a war in Europe in 1939 when he sent his troops on a Blitzkrieg invasion of Poland.

Only American Bantam, which had originally been called American Austin and had in its past been a branch of Austin of England, stepped up to the plate and produced a design, a prototype, and an initial production run of their “Bantam Reconnaissance Vehicle (BRC), otherwise soon to be known as the “Blitz Buggy” because its planned use was to be in turning the Nazi Blitzkrieg tactic back against them, not on its own of course, but in concert with tanks, aircraft and all the materiel of mechanized warfare.

In the events that followed the American Bantam design would be given to Ford and Willys and they would go on to create their own General Purpose scout cars based on the American Bantam prototype, and by the war’s end it would be Willys-Overland who continued production of the diminutive general purpose scout car that had come to be called the “Jeep“.

The American Bantam design did not only father the Jeep, but it also went on to be the design inspiration for Britain’s Land Rover and also for the Japanese Toyota Land Cruiser.

A Jeep for the Civilian Market

The earliest beginning of civilian use for the Jeep was begun in 1942 by the US Department of Agriculture. They tested both Willys and Ford versions of the Jeep in typical farming applications at their facility in Alabama and found that they actually worked surprisingly well in the role of farm tractor as well as being a general purpose vehicle.

For tractor work they needed lower gearing and a draw-bar, and the clutch would need beefing up, but otherwise they had great potential.

Aware of this, and also aware that  the Jeep had become a much appreciated vehicle by servicemen, Willys-Overland could see the sales potential of a “Civilian Jeep” and by 1944 they began work on creating one.

Beginning with the existing military MB Jeep the guys of Willys design and engineering departments began creating prototypes which reportedly included such fittings as a canvas top, a draw-bar, and a tail-gate. This is generally known as the “CJ-1” although it never entered production and the number and exact design specifications remain unknown to the present day.

The Prototype Jeep CJ-2 and CJ-2A (1944-1949)

Work on the Jeep CJ-1 first generation prototypes developed into what became known as the CJ-2 second generation in 1944. Willys thinking appears to have been to create an agricultural civilian Jeep and it was in December 1944 that they were granted the trademark “AGRIJEEP”.

This name would appear on a dashboard plate of some of the Jeep CJ-2 prototypes. These CJ-2 prototypes were not available for retail sale but about 40-45 were constructed and trialed. The CJ-2 prototypes were fitted out with reference to the Department of Agriculture recommendations which included their being fitted with tail-gate, draw-bar and a range of mechanical and dimensional changes.

The bodywork changes made to the CJ-2 also included the rear wheel-wells being changed so the front seats could be enlarged and moved rearwards so that tall drivers could be comfortable, re-locating the spare wheel to the side of the vehicle, and both full and half canvas tops: the half canvas top leaving the load area at the rear exposed while the front two seats were under cover. The body also had driver’s side tool indentations.

Mechanical changes were varied but commonly included the axle gearing being lowered from the military 4.88:1 down to a more agricultural 5.38:1, and the Model 18 transfer case gearing also being changed from 1.97:1 down to 2.43:1. The gearbox was changed from the three speed T-84 to a stronger T-90 which used a column shift instead of the military floor shift. The clutch was also upgraded to an 8½” unit.

The 60hp  “Go-Devil” engine was treated to a different carburetor and ignition system, and for power take-off use a King-Seeley engine governor was fitted. The power take-off was left facing.

One of the most visual differences on these CJ-2 Jeeps was the fitting of large cast brass “Jeep” badges on many of the early ones, located on the windscreen cowl, either side of the hood/bonnet, and on the rear. Willys began trying to trademark the “Jeep” name as early as 1943 and were up against opposition from Amercian Bantam, so they used the “Jeep” name prominently on the CJ-2 vehicles as a proof of usage.

As it turned out Willys did not actually manage to take ownership of the Jeep name until 1950, after American Bantam had gone out of business. Later CJ-2 had the cast brass badges replaced with “Jeep” stamped into the bodywork, such as into the windscreen cowl.

The follow on model from the CJ-2 was the CJ-2A which went into production on July 17th, 1945. This was the first full production civilian Jeep and it was designated as the Willys-Overland CJ-2A “Universal Jeep”.

Although the trademark “AGRIJEEP” had been granted in 1944 Willys decided not to use it but rather went with “Universal Jeep” so as not to limit its market. This was still very much a model that needed to test the waters to see just who would be lining up to buy these useful little vehicles.

The CJ-2A had a seven slot front grille and headlights mounted onto the front panel rather than recessed into it: for a practical civilian vehicle everything done to make things easy to remove and repair was going to be appreciated by hands-on practical customers. Otherwise the CJ-2A was equipped as per the specifications of the pilot series CJ-2 complete with L-184 “Go-Devil” engine and T-90 gearbox.

The CJ-2A base model was fitted only with a driver’s seat, a single vacuum operated windscreen wiper on the driver’s side, a hand operated single windscreen wiper on the passenger side, and a rear view mirror on the driver’s side. To equip the base model for the customer’s use a comprehensive list of optional equipment was available which included a front passenger seat, rear seat, center rear view mirror, either half or full canvas top, front and/or rear power take-off, belt pulley drive, capstan winch, King-Seeley engine governor, rear hydraulic lift, snow plow, generator, arc welder, mower, heavy duty springs, twin vacuum actuated windscreen wipers, heavy duty hot climate radiator, radiator brush guard, chaff screen, driveshaft guards, and dual tail-lights.

For agricultural use the CJ-2A was also offered with a 265lb weight mounted behind the front bumper to balance the vehicle for plowing. The prototype CJ-2 had been fitted with four optional weights adding up to about the same amount but mounted on the front bumper for this application.

The CJ-2A models were painted in a variety of color schemes while the CJ-2 had been military olive drab. The earliest CJ-2A were built using left over parts for the Jeep MB, with this petering out around mid 1946 after which the Jeeps were made to a standard using parts made specifically for this model.

In total 214,760 Jeep CJ-2A were produced with production ending in 1949.

The Jeep CJ-3A and CJ-3B (1949-1968)

The CJ-3A was a slightly upgraded version of the CJ-2A. The engine, gearbox and transfer box remained the same with the vehicles having a Dana 25 front axle and a Dana 41 or 44 rear axle.

The windscreen was made as one piece with a vent at the bottom, and the wiper mechanisms were moved from the top of the windscreen to the bottom. The suspension was upgraded and the rear wheel-well was shortened which enabled moving the driver’s seat a couple of inches further to the rear for tall drivers. Also for tall drivers the roof height for the canvas top was raised and the waterproofing of the soft tops was improved.

The CJ-3A was in production up until 1953 and 131,843 were made.

In 1953 Willys-Overland was bought by Kaiser Motors and they removed the “Overland” from the company name.

This was the year the Willys CJ-3B was introduced fitted with the more powerful F-head 134.2 cu. in. Hurricane engine, which produced 72hp @ 4,000rpm with 114lb/ft of torque @ 2,000rpm. This engine was of the same capacity as the “Go-Devil” but was physically taller and so required the hood/bonnet line to be raised up so it would fit, giving the CJ-3B a taller grille and hood and a distinctly different appearance.

The CJ-3B was made between 1953 and 1968 and 155,494 were made in the United States (a total of 196,000 if we include those made overseas in Turkey by Türk Willys, in India by Mahindra, and Spain by VIASA).

The Jeep CJ-5 and CJ-6 (1955-1983)

Despite the fact that it is usual for the debut of a new model to herald the end of production for the previous one this was not to be the case for the Jeep CJ-3B: it remained in production while the new CJ-5 and CJ-6 models made their way onto the showroom floor.

Willys, and their new owner Kaiser Motors were feeling their way with what the buying public would open their checkbooks for and so, as the old saying reminds us “If it ain’t broke don’t fix it”, they decided to keep the old and seemingly much loved older model going while they tested the waters with the new one. The sort of people who were buying the CJ-3B were not the sort of people who wanted change for change sake, in fact that was the sort of thinking they would not tolerate.

Although it would seem logical that the next production Jeep would be called the CJ-4 this was not to be the case. Just one prototype called the CJ-4 was made and it was a cross between a CJ-3 and the coming CJ-5. The vehicle was fitted with a Willys Hurricane engine and had a curved body style like that which would appear on the CJ-5.

The CJ-4 prototype was made sometime during 1950-1951 and was subsequently sold to an employee. What is interesting about that single CJ-4 prototype is that it shows Willys were looking to modernize the utilitarian Jeep with a view to making it more stylish. It would appear that they had realized that the Jeep was not just an agricultural/industrial utilitarian vehicle but that it had the potential to create a new sporting utility vehicle market.

Enzo Ferrari is reported to have said that “the Jeep was the only true American sports car” and we can see in Willys re-design the aim of turning this Second World War “Blitz Buggy” into a sports utility vehicle.

The CJ-5 was the short wheelbase of this new sports version, with dimensions remaining similar to the previous model Jeeps, but the CJ-6 was a long wheelbase, from 1955-1972 measuring 101″, and from 1972-1985 103½”, a change made necessary to fit new larger engines under the hood. both versions featured comfortable fitting bucket seats and more stylish rounded bodywork, which was also made of thicker gauge steel giving the vehicles a solid and “built like a tank” look and feel about them.

Kaiser Willys began to differentiate the engine choices in the CJ-5 and CJ-6 when in 1961 they began to offer the British four cylinder Perkins 192 cu. in. (3.15 liter) diesel which produced 62hp @ 3,000rpm and 143 lb/ft of torque at 1,350 rpm. We suspect that Willys could see that for the British Land Rover the diesel engine was a quite popular choice, and the four cylinder Perkins had earned for itself a good name, especially among commercial vehicle operators. So, rather than spending the significant sums of money required to design an engine of their own Willys bought engines with a known track record and support network for their CJ-5 and CJ-6.

It took a full ten years from the introduction of the CJ-5 and CJ-6 before Kaiser Willys were willing to take the gamble and begin to offer more sports oriented engines for their new sporty CJ-5 and CJ-6. 1965 was the year that Kaiser purchased the rights from Buick to manufacture their 225 cu. in. (3.7 liter) V6 “Dauntless” engine which churned out a whopping 155hp, about double the power of the four cylinder Hurricane engine. The gamble paid off and within three years three quarters of the CJ-5 and CJ-6 vehicles sold were equipped with that Dauntless engine: Jeep customers liked power!

During this time Willys began offering the Jeep with power steering, something that made maneuvering the weight of that V6 rather more easy.

1970 saw Kaiser Willys being purchased by American Motors Corporation (AMC) and the new owners decided they wanted to phase out the use of engines from other manufacturers and instead to fit their own. AMC had a different vision for the humble Jeep and that vision was for it to cease to be an agricultural and industrial workhorse, and instead for it to become a trendy sports vehicle.

AMC were keen for the Jeep to become something trendy like the Volkswagen Beetle but without the nasty Nazi skeleton in the closet: and for the surfing aficionados the Jeep would be a lot less likely to get bogged in the beach sand than a Volkswagen.

So it was that in 1971 GM Buick purchased their manufacturing rights back from AMC and, undaunted, used their freshly re-acquired “Dauntless” engine in some vehicles of their own. For 1972 the AMC “Torque Command” straight six cylinder 232 cu. in. (3.8) engine supplanted the aging “Hurricane” four, and for those in “California Dreamin'” the larger 258 cu. in. (4.2 liter) was the standard (optional elsewhere), both engines breathing through a single-barrel Carter YF carburetor.

Not only were the new big six cylinder engines installed as standard in the new sporty Jeep models AMC also offered their 304 cu. in. (5.0 liters) V8 for those with a “need for speed” and a wallet deep enough to keep the thirsty little gas guzzler from emptying its fuel tank. The V8 gave the once agricultural Jeep the power to weight ratio of a muscle car, albeit with a rather higher center of gravity, but no doubt there were those who took their Jeeps to the local drag strip to find out what they’d do.

Structurally the car was changed significantly for the fitting of the new engines. The open box-frame chassis was given six riveted cross members for additional rigidity. The wheelbase was increased from 81″ to 83.5″ while the fenders and hood grew by 5″. The firewall was moved 2″ rearwards and a new larger fuel tank was fitted at the rear between the frame rails, replacing the original one that had been under the drivers seat.

For the CJ-5 and CJ-6 the “Powr-Lok” limited slip differential was upgraded to the “Trac-Lok” in 1971 and, because a power take-off would not be needed on a sports vehicle, it was omitted from the list of options, no doubt to the annoyance of some potential customers. But on the plus side the more powerful Jeep was treated to a 25lb lighter but stronger Dana 30 fully floating open knuckle front axle which gave the vehicle a 6′ smaller turning circle.

1973 saw the new AMC “Quadra-Trac” full time four wheel drive system fitted, This system featured a center lockable differential and of course also continued to provide high and low range gears. In 1975 for the 1976 model year the CJ-5 and CJ-6 were upgraded again. The open box frame chassis was mostly boxed in and the cross members were welded and the side-rails were of heavier gauge steel. Changes to the dashboard included a single combined speedometer, temperature and fuel gauge with the option of a steering column mounted tachometer, or a factory fitted AM radio. For those in cold climates a “Cold Climate Package” was offered which provided an engine block heater for those who were living or traveling in areas where freezing of the engine oil and coolant were all too real probabilities.

1979 was the year the base model engine was changed to the 258 cu. in. (4.2 liter) in-line six cylinder breathing through a twin barrel Carter carburetor.

The CJ-5 and CJ-6 were made in a veritable plethora of special editions, essentially to promote the vehicle as something sporty and stylish, and in an effort to be constantly coming up with “and now for something completely different” to appeal to the checkbooks of an American public which AMC appears to have believed constantly needed new pretty temptations.

These various special editions included the four versions of the “Tuxedo Park” between 1961 and 1965, a “Camper” for 1969-1970 and a 462 performance package also for 1969, three versions of the “Renegade” from 1971 to 1983, the 1973 “Super Jeep”, 1977-1983 “Golden Eagle”, the 1979 “Silver Anniversary” one thousand units limited edition commemorating the CJ-5’s 25th Anniversary, the 1980 “Golden Hawk” and the 1980-1983 “Laredo”.

The Jeep CJ-7 (1976-1986)

The CJ-7 was to be the last of the line for the Jeeps that could trace their lineage from the World War II Jeep. The CJ-7 was ten inches longer than its CJ-5 sibling with a wheelbase of 93½” and underneath that longer and more curved bodywork was a new chassis design consisting of two parallel longitudinal rails stepped out at the rear to put the suspension as far out as possible for stability. The CJ-5 had received some negative publicity from those claiming it was prone to rollover, which it arguably wasn’t, certainly not more than any other vehicle that featured the necessary off-road ground clearance with the resulting higher center of gravity.

The CJ-7 was made for a modern generation of American consumers who were getting more and more used to manufacturers making life more easy for them. It was available with either manual or automatic gearbox, both mated to the Quadra-Trac all wheel drive system with high and low range so you could “climb every mountain” or highway cruise on Route 66 with equal aplomb: and if the going got muddy or the way was treacherous and icy then that full time four wheel drive helped keep the Jeep going where the driver was pointing it instead of demonstrating an ability to do a pirouette like a ballerina.

The CJ-7 was made in various special editions also including the Renegade, Golden Eagle, Golden Hawk, Laredo, and Limited. The last special edition was the Jamboree Commemorative Edition made for the 30th Anniversary of the Rubicon Trail.

The Jamboree Commemorative holds the title for being the most heavily optioned up Jeep ever made, at least up to that point. That last special edition was fitted with a dashboard plaque that read “Last of a Great Breed – This collectors-edition CJ ends an era that began with the legendary Jeep of World War II”.

The Jeep CJ-8 “Scrambler” (1981-1986)

The Jeep CJ-8, otherwise known as the Jeep Scrambler is perhaps most famous as President Ronald Reagan’s Jeep. This model was a long wheelbase version of the CJ-7 and so it also shared the distinction of being one of the last of the Jeeps that began with the World War II ones. In production from 1981 until 1986.

The CJ-8 Jeep Scrambler was arguably one of the most adaptable and practical of all the Jeeps ever made. The cab top was removable and the rear section was not a flat tray but rather a utility box, with the vehicle also coming with a roll bar just behind the driver and passenger seats.

This very practical Jeep was fitted with an old fashioned part time four wheel drive system, complete with front free-wheeling/locking hubs. This would have been done to optimize the vehicle’s highway fuel consumption. The usual gearbox was either a four speed or five speed manual with the three speed automatic being an option.

The End of a Story that is Not Yet Over

The CJ-8 was the end of the line for the Civilian Jeeps, the last of the breed that had begun in the dark days of 1940 when the US Department of War realized that the thing they had been hoping against hope to avoid was coming upon them like a freight train with no brakes.

It had been American Bantam who had stepped up to the plate and come up with the design for a vehicle that would not only help win the war, but that would go on to create a new concept for civilian vehicles, the four wheel drive. The American Bantam “Bantam Reconnaissance Car” would go on to be the father not only of the Willys Jeep in both military and civilian models, but also the British Land Rover, and the Japanese Toyota Land Cruiser.

The Civilian Jeep in all the “CJ” models was the American car that carried the flag and brought four wheel drive freedom and adventure to hundreds of thousands of people. It was a farm vehicle, mining vehicle, government vehicle, sports car, fishing and shooting wagon, and fashion icon, and it was even transport for a US President. It was and still is the car that best epitomizes “The Land of the Free”.

Picture Credits: Willys, Kaiser, AMC, Ronald Reagan Library, Netherlands National Archive.

The post A Brief History of the Jeep CJ Series – Everything You Need To Know appeared first on Silodrome.

source https://silodrome.com/history-jeep-cj/

[fokohow]

JEEP CHEROKEE 2020: 10 THINGS TO KNOW

Slightly redesigned in 2019, the Cherokee remains a popular Jeep. If we notice especially the Wrangler on our roads, without roof, without doors and sometimes even without shoes in the driver’s feet, the Cherokee is fighting hard not to fall off the podium. Add to that a pedigree that isn’t worm-eaten and you have a recipe for success that even 10 things to know don’t fully explain. But you can always try…

1 Once upon a time

When the United States entered World War II, it decreed that it would need a compact all-terrain vehicle. Two companies raise their hands: American Bantam and Willys-Overland.

The army considered the BRC (Bantam Reconnaissance Car) prototype interesting but it did not have enough torque and the military doubted that the company would be able to provide the required quantity. They then passed on the Bantam design to Willys and Ford, asking them to do better. Their prototypes: the Ford GP and the Willys MA. When a Willys engineer finally slipped a powerful “Go Devil” under the hood, the Willys Model MB won the day.

In production, the army put Willys and Ford to work, while Bantam, after a few units, moved on. The result was the Model MB and the Ford GPW (for Government, P stands for the 80″ wheelbase, and W is a salute to Willys’ design).

2 We are still looking for

Where does the word Jeep come from? As the manufacturer himself avoids clarifying the question, no doubt to thicken the mystery, the suppositions rain down. For some, the name refers to Eugene the Jeep, a comic book animal linked to Popeye and Olive Oyl. He was magical, able to “move anywhere and do anything”, just the pretensions of a Jeep. In short, teleportation before its time!

For others, the name derives from the Ford GPW, although the meaning “General Purpose” of GP is disputed.

A third theory: Jeep would be the acronym for “Just Enough Essential Parts”, the vehicle being the assembly of “just enough essential parts”. Make your choice!

3 What kind ?

By the way, should we say a Jeep or a Jeep? On its website www.jeep.ca, Chrysler describes the Jeep Cherokee, no doubt because it goes straight ahead, goes through everything, is not afraid of anything; in short, it’s manly! Just as we don’t say the RAM, which is a van… Moreover, as the word “jeep” has become generic over time, like “fridge” and “kodak”, we often write the jeep in reference to any all-purpose vehicle. And without capital letters as long as the brand is not mentioned. Come to think of it, in parallel with the current news that puts the spotlight on non-gender individuals, the Jeep is perhaps the unisex vehicle of choice…

4 To me! No, to me!

As early as 1943, Willys applied for copyright of the Jeep name but the courts ruled that the original design belonged to Bantam. Never mind, Willys marketed the CJ-2A in 1945, the first “Civilian Jeep” intended for the general public. And then, since Willys was the only post-war company interested in assembling jeeps, it was finally granted the trademark in 1950.

5 The waltz of the owners

The CJ gives the starting signal for an avalanche of by-products: the Jeep Station Wagon (1946), the Jeep Truck (1947), the ancestor of the Gladiator, the Jeepster (1948). In 1953, Kaiser Motors bought Willys, which became Kaiser-Jeep in 1963. American Motors Corporation (AMC) acquired Kaiser’s Jeep division in 1970. Renault begins to invest in AMC in 1979 before Chrysler Corporation buys AMC in 1987, essentially to get its hands on Jeep (Chrysler will drop all other AMC activities).

6 Follow the guide!

At www.jeep.ca to shop for your Cherokee 2020, you will find nine models. Actually, there are six and three packages (North Altitude, Trailhawk Elite and High Altitude). The six versions are Sport, North, Trailhawk, Limited and Overland. Uh, Mr. Columnist, that makes five… The North splits up, as it can be had in 4×4 and 4×2, the only model in the family to be satisfied with front-wheel drive if that’s what you want.

All other versions come standard with all-wheel drive, but it’s not even that simple yet. There are, in fact, three kinds of 4x4s for the Cherokee…

For Sport 4×4, there’s no choice, it inherits the Active Drive I system. The North, Limited and Overland variants come standard with Active Drive I but can be upgraded to the optional Active Drive II. Finally, the Trailhawk comes with Active Drive Lock, a system exclusive to the Trailhawk.

7 Him or him?

Let me guess your next question: what are the differences between these three 4x4s? The Active Drive I is not a constant drive, like Subaru for example. Rather, it allows the rear axle to be uncoupled if electronic sensors judge that road conditions do not require all-wheel drive. You then drive in 4×2 mode to save fuel. The system reverts back to 4×4 whenever necessary, without driver intervention.

Active Drive II adds low speed all-wheel drive, which locks the driveshafts on demand to ensure you’re all-wheel drive. It’s great for getting out of a rut or for towing. Plus, Cherokee’s ground clearance with Active Drive II increases by 1″ (2.5 cm).

Finally, the Active Drive Lock system uses the capabilities of the Drive II and allows the rear differential to lock, which sends equal torque to each of its wheels. For serious off-road enthusiasts.

8 Trio of mills

In addition to the two well-known engines, the 271-hp 3.2L V6, a washed-down version of the 3.6L Pentastar, and the 184-hp 2.4L Tigershark 4-cylinder, FCA recently added a 2.0L, 270-hp, turbocharged 4-cylinder that’s more expensive than the V6 and similar to the one that rumbles under the bonnets of the Wrangler and Alfa Romeo Giulia and Stelvio.

This trio of machines is backed by a 9-speed automatic transmission in place since 2014, which was groundbreaking, but has since come in for criticism because of its frequent hesitations.

Finally, although the base 2.4L can only tow 2000 lbs, the V6 manages with 4500 lbs (2041 kg), 500 lbs more than the turbo.

9 A forerunner

The Cherokee’s career began in 1974 as a 2-door version of the Jeep Wagoneer (1962 to 1991), while ousting the disappointing Jeepster Commando. The 4-door version of the Cherokee was born in 1977. To appeal to a younger customer base than the venerable Wagoneer, marketing gurus coined an expression to define the newcomer: Sport Utility Vehicle (SUV). These three words have never left our automotive lexicon!

10 A long C.V.

To underline its 2nd generation (1984), the Cherokee abandons ladder construction in favour of a monocoque body, another first. The public loved this idea, which gave the comfort of a car to a “truck”. Rivals take notes.

The Cherokee’s popularity is such that when the time comes for the 3rd generation (2002 vintage), Chrysler launches the Grand Cherokee while its famous little brother becomes the Liberty in North America (but keeps the Cherokee name elsewhere in the world). Then begins its period of compact SUVs, until the Compass/Patriot duo makes it into the even smaller one in 2007.

A year later, the fourth generation was greeted, still under the Liberty name, while Dodge entered the fray with a twin brother named Nitro.

With the 5th generation (2014) begins the crossover period: the Liberty name is retired, the Cherokee name is revived and the vehicle is slightly enlarged to justify the arrival of the Jeep Renegade.

11 Signature visuelle (boni !)

The famous seven-bar vertical grille that makes a Jeep’s front grille as recognizable as a Rolls-Royce’s was originally new, based on Ford’s original design for its GPW. To better cook a hamburger says the legend…

[luanhotrods]

Um site que mostra os carros do cinema e da TV

O IMCDb.com é realmente impressionante! São nada menos que 5.067 marcas de veículos num total de 65 mil filmes e séries. Tudo com fotos. Dá para acreditar?

O visual é bem antiguinho, ainda do tempo em que o site foi lançado, em 2004. Mas isso é o que menos importa. A quantidade de informação é impressionante.  O nome é IMCDb.org e é uma alusão à IMDb (Internet Movie Database), entidade que desde 1990 ranqueia os filmes e programas de TV americanos.

Já a sigla do site que é o assunto aqui — o IMCDb — significa Internet Movie Cars Database. Sim, ele tem a curiosa missão de listar os veículos do mundo inteiro que aparecem nos filmes e programas de TV também de todo o mundo. Carros, motos, pick-ups, caminhões, ônibus, motorhomes, tratores, blindados…

No cinema

O Poderoso Chefão parte 1. A partir do alto em sentido horário: Chrysler Royal 1940, Ambulancia La Salle 1938 e Alfa Romeo 6C 2500 1946

Digamos que você queira saber quais carros estiveram em cena no famoso filme de Francis Ford Coppola, ‘ Poderoso Chefão, de 1972. Basta digitar The Godfather na busca. É que como o site é em inglês, é necessário escrever o titulo original do filme ou série de TV.

Fizemos essa pesquisa e constatamos que esse filme, com muitas cenas externas, foi muito rico em automóveis. Tem por exemplo, um Cadillac Fleetwood Series 60 Special 1940; um simpático Chrysler Royal 1940 taxi, com pintura em dois tons; uma ambulância LaSalle 1938; também um Jeep Willys MB e um raro Alfa Romeo 6C 2500 1946 — que apareceram em cenas em que a história se passa na Itália —, entre inúmeros outros .

Filmes de várias nacionalidades e épocas, naturalmente com vários sucessos recentes também. Por exemplo, Coringa, Era uma vez em Hollywood, O Irlandês, Green Book, além da franquia Velozes & Furiosos.

A partir do alto em sentido horário: Velozes & Furiosos, Coringa e Green Book

Na página específica de cada filme ou série, há as fotos de todos carros com seus nomes, que fazem link para a ampliação da imagem, algumas informações bem básicas e os comentários dos visitantes que enriquecem as informações.

Nas séries

Walter White de cuecas ao lado do motorhome em antológica cena dos primeiros episódios

Pesquisando agora uma famosa série de TV, escolhemos a consagrada Breaking Bad 2008-2013 (uma das melhores de todos os tempos. Se ainda não assistiu, assista!). Para ela, o IMCDb lista nada menos que 3.200 cenas onde carros aparecem. Entre eles não poderia faltar o trailer estacionado no deserto dos primeiros episódios, o estranhíssimo Pontiac Aztec 2004 do protagonista Walter White e o lindo SUV Jeep Grand Wagoneer 1991 de sua esposa. Detalhe: o IMCDB se dá ao luxo de informar em que temporada e episódio o carro apareceu.

E até nas animações

A partir do alto em sentido horário: A família Simpson e o De Lorean, uma das trapalhadas de Peter Griftin e o cão Brian desfilando de Cadillac

Mas os desenhos animados não foram esquecidos! E os carros dos mais variados modelos estão sempre muito presentes em cartoons adultos, com os consagrados Os Simpsons e Uma Família da Pesada (Family Guy). O que estaria fazendo Homer num Bugatti Type 50 T 1931 no episódio 13.04? Em outro episódio, toda a família se vê às voltas com o DeLorean DCM 12 da trilogia De Volta para o Futuro. E o passeio na praia foi em grande estilo: num Mercury Station Wagon Woddie de 1950.

Já em Family Guy , em um determinado episódio o escrachado Peter Griffin está socando um galo que dirige um daqueles furgões de sorvete. Em outro, o cachorro falante Brian desfila em um reluzente Cadillac Eldorado Biarritz 1956.

Busca por carros

Mas digamos que você queira fazer a pesquisa ao contrário: saber em que filmes e séries de TV determinado automóvel esteve em cena? Também pode! Você simplesmente escolhe a marca na lista alfabética da primeira página e depois o modelo. Ou então basta escrever a marca e modelo na página de buscas. Tem ainda uma busca avançada, onde é possível refinar a pesquisa por ano de fabricação e até por tipo de veículo, incluindo carros, motos, ônibus, pick-ups e caminhões.

Mustang em cena de Apollo 13 (1995) estrelado por Tom Hanks, que aparece de costas

Resolvemos tentar e escolhemos um dos mais famosos modelos de todos os tempos: o Ford Mustang. O IMCDb nos retornou nada menos que 7.500 resultados. Realmente, seja em filmes bem antigos ou modernos é forte a presença desse icônico pony car americano.

Claro que estamos puxando a brasa para os carros antigos. Mas é naturalmente há modernos também. São exatas 5.067 marcas de veículos. Isso mesmo! Você não leu errado. A grande maioria delas sequer conhecemos. Ou vai dizer que você já ouviu falar em nomes como Eikenes, Kahlbacher, Kalamazoo, Tiantan, Kurganmashzavod ou Fairthorpe?

Tem brasileiro também

Brasília em Chaves e Opala em A Irmandade

O site dá espaço também para carros e produções brasileiras. Tem Corcel, Landau, pick-up Chevrolet Brasil, Veraneio, Opala, Chevette, Fiat 147… Para o Fusca, há diversas opções, de acordo com modelo, potência e denominação, entre nacionais e importados.  Nossa Brasília também aparece. E em 113 cenas!

Os brasileiros estão em produções como as novelas A Indomada e Vale Tudo; em filmes como Cinderelo Trapalhão, Lua de Cristal e Faroeste Caboclo; e séries de TV e até do streaming, como a recente A Irmandade (Netflix). É só dar uma fuçada lá que você encontra muita coisa!

Tem ainda uma seção com 44 mil imagens de veículos não identificados com a indicação da obra em que apareceram, e que os internautas tentam identificar nos comentários.

O principal responsável pelo IMCDb é o belga Antoine Potten. Mas o site conta com a colaboração de um time formado por 68 editores, incluindo dois do Brasil. E aceita colaboração de qualquer pessoa, enviando fotos de filmes ou séries onde haja carros (é claro!). Se você é fã de cinema, de séries e de carros, é um sério candidato.

https://www.imcdb.org/

Texto e edição: Fernando Barenco Fotos: IMCDb

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O post Um site que mostra os carros do cinema e da TV apareceu primeiro em Maxicar – Carro antigo, pura nostalgia..

Um site que mostra os carros do cinema e da TV publicado primeiro em https://www.maxicar.com.br/

[alowhasociety]

When an American made car gets modified with Japanese and Pilipino influence you get a Jeep like this! Joel and his 1946 Willys Jeep definitely turns a few heads when it's out on the road. But what make this build more special is not only was 99% of it it done in his garage but it was a complete family project. After swapping in a SR20 and a mix of other parts from many other cars to get it sitting and running properly he threw on a set of 14-inch SSR Longchamp XR4s to top it off. . . If you like get a feature on the page tag us or DM us 🤙🏾 . . #alowhasociety #alowha #killemwithalowha #lifestyleclothing #hawaiiinfluenced #lowrides #goodtimes #islandvibes #StreetWear #carculture #slammed #bagged #static #wheeltuck #tiretuck #cars #trucks #motorcycles #imports #domestics #bippu #stanced #drift #kanjo #bozozoku #jdm #usdm #kdm #edm (at San Diego, California) https://www.instagram.com/p/BscTtfsg4Wj/?utm_source=ig_tumblr_share&igshid=117q0nkivp8ph

[renatosampaio101]

SUV, crossover, CUV ou aventureiro?

Atualmente, mais da metade dos carros vendidos no mundo é classificada como SUV. Mas boa parte não faz jus à sigla, que pode ser traduzida como veículo utilitário-esportivo. SUVs, crossovers e aventureiros têm características únicas, nem sempre conhecidas da maioria dos consumidores.

INSCREVA-SE NO CANAL DO JORNAL DO CARRO NO YOUTUBE

Os utilitários-esportivos de verdade combinam elementos de carros de passeio e off-road. A linhagem foi iniciada pelo Jeep Cherokee nos anos 80.

Mas a definição absoluta pode ser um tanto confusa. Em tese os SUVs devem ter carroceria montada sobre a plataforma de picapes, ou, pelo menos, ter chassi sobre longarina.

Essa arquitetura, aliás, é cada vez menos utilizada atualmente. Está sobretudo em modelos americanos de grande porte, como o Chevrolet Suburban.

Há marcas que chamam de SUV qualquer veículo com alguma capacidade para enfrentar o fora de estrada. No Brasil, o Instituto Nacional de Metrologia, Qualidade e Tecnologia (Inmetro) determina que, para ser considerado como um SUV, o carro precisa ter pelo menos quatro de cinco características.

SUVs têm especificações próprias

São elas: ao menos 200 milímetros de altura livre do solo entre os eixos, distância do solo abaixo dos eixos de ao menos 180 mm, ângulo de ataque a partir de 23°, ângulo de saída de 20° ou mais e ângulo de transposição de obstáculos de 10° ou mais. Como não há regras acerca do tipo de motor e tração, modelos como o Renault Kwid são classificados como SUV.

No Brasil, a imagem de SUV ainda é ligada a alguma capacidade para fora de estrada. Mesmo no caso de modelos sem opção de tração 4×4.

Um dos primeiros SUVs modernos lançados no País foi a Chevrolet Blazer, de 1995. Era baseada na picape S10 e tinha origem em carros americanos. Apesar de ter boa distância livre do solo e jeitão de jipe, a Blazer só ganhou versão 4×4 anos depois do lançamento.

SUVs, CUVs e afins

Abaixo dos SUVs existem ainda os CUVs (crossover utilitiy vehicles). Eles representam um cruzamento de tipos de carroceria, e normalmente designam a mistura de carros de passeio com utilitários. Em geral, têm pouca ou nenhuma aptidão para o off-road. Na maioria, a tração é dianteira.

Os CUVs são crossovers que utilizam a plataforma de carros pequenos. Em geral, têm visual moderno, apelo urbano e são voltados ao uso familiar. Um dos próximos a chegar será o Volkswagen Nivus, neste ano.

Os crossovers fazem tanto sucesso que derrubaram as vendas de minivans nos Estados Unidos e decretaram o fim do segmento no Brasil. A favor, oferecem versatilidade e espaço próximo ao das vans – e com menos estigma de “carro de família”. Entre os exemplos estão o Nissan Murano (abaixo) e o Ford Edge.

Os aventureiros estão em um degrau abaixo dos crossovers. São apenas versões com visual off-road de modelos conhecidos.

No Brasil, o pioneiro foi a Fiat Palio Adventure, de 1999. Trata-se de uma versão da perua Palio Weekend, mas com suspensão elevada, pneus de uso misto e adereços como quebra-mato e apliques nos para-lamas. O carro fez história e criou uma das tendências mais duradouras do mercado nacional.

Desde então, praticamente todas as marcas lançaram modelos aventureiros. Houve até carros improváveis, como o furgovan Fiat Doblò, que também teve versão Adventure.

Esses modelos até são ligeiramente melhores que seus pares “civis” em estradinhas de terra, mas não têm itens como tração 4×4. Para tentar aumentar a capacidade off-road da linha Adventure, a Fiat lançou o Locker, um bloqueio eletrônico do diferencial no eixo dianteiro.

Veja também

Atores que viraram pilotos de verdade

Estande da Volkswagen no Salão de Genebra abre para visitas virtuais

Mercedes: a menina que virou carro

Os aventureiros da marca italiana são os únicos do segmento a oferecer um sistema desse tipo. No mais, a maioria dos modelos do segmento sequer tem pneus de uso misto.

Rural, a mãe de todos os SUVs

Figura inconfundível nas ruas e estradas do Brasil, onde foi produzida de 1958 a 1977, a Rural Willys faz parte de uma linhagem de modelos lançada nos Estados Unidos em 1946. O modelo fez história e parte da vida de muitos brasileiros, que viajaram com a família, foram à escola e trabalharam, na cidade e no campo, a bordo de uma Rural.

O carro surgiu com o nome de Jeep Station Wagon e era feito no País pela Willys Overland, que detinha a marca Jeep. Na época, após a Segunda Guerra, a Willys não produzia suas próprias carrocerias e estava em dificuldades financeiras.

Por isso, o modelo criado pelo designer industrial Brooks Stevens era feito de chapas de metal simples. Isso permitia que a carroceria fosse montada por qualquer tipo de estamparia, como as que faziam partes para aplicações domésticas.

Além de serem fáceis de construir, essas partes eram mais duráveis do que as de madeira, utilizadas nas laterais das station wagons da época, por causa do esforço de guerra. A “Rural” norte-americana ainda foi o primeiro carro da Willys com suspensão dianteira independente.

Em 1949, a marca lançou nos Estados Unidos a versão com tração nas quatro rodas. A variante com tração traseira era chamada de Station Wagon, enquanto a 4×4 foi batizada de Utility Wagon. O modelo é considerado o primeiro SUV (utilitário-esportivo) da história.

A versão com tração integral combinava o bom espaço interno e a versatilidade de peruas com a capacidade off-road que já era marca registrada da Jeep. Tanto que, nos Estados Unidos, o sucessor da Rural foi o Jeep Wagoneer, com apelo bem mais familiar e itens de luxo como ar-condicionado, câmbio automático e vidros elétricos.

A produção da Jeep Station Wagon foi encerrada em 1964. Isso ocorreu um ano depois do lançamento do Wagoneer.

No Brasil, Rural começou a ser feita em 1958

A história da Rural no Brasil é longa. O modelo começou a ser produzido em 1958 pela filial brasileira da Willys Overland. Nos anos 70, o carro passou a ser feito pela Ford, que comprou a operação da Willys.

A Rural teve três opções de motor durante todo seu ciclo de produção. O primeiro foi um seis-cilindros de 2,6 litros, que depois foi ampliado para 3.0.

Em 1975, o modelo ganhou motor Ford, de 2,3 litros. A potência era de cerca de 90 cv.

Desde 1961, a linha era composta por uma versão picape, amplamente utilizada pelo Exército Brasileiro. Essa opção foi mantida em produção após o fim da configuração familiar, em 1977. Batizada de Ford F-75, foi montada até 1983.

https://jornaldocarro.estadao.com.br/carros/suv-crossover-cuv-ou-aventureiro/ visto pela primeira vez em https://jornaldocarro.estadao.com.br

[alvaromatias1000]

Rural Willys: a história do primeiro SUV produzido no Brasil

Rural Willys

O Rural Willys é, sem dúvidas, um dos utilitários mais icônicos já comercializados no mercado brasileiro. Ele foi praticamente o precursor dos utilitários vendidos atualmente, sendo considerado por muitos como o primeiro SUV à venda por aqui.

O modelo fez sua estreia em terras tupiniquins em 1956 e começou a ser produzido nacionalmente em 1958.

Willys na Segunda Guerra Mundial

Antes de falarmos a respeito do Rural Willys, vamos conhecer um pouco da história do modelo. Ele foi projetado e fabricado pela Willys-Overland, uma montadora de automóveis de origem norte-americana fundada em 1908 e que durou até 1975.

Antes disso, ela era a Standard Wheel Company, que produzia carros de um ou dois cilindros em 1902, e depois passou a ser a Overland Co, em 1905.

Ela se tornou a Willys-Olverland Co. após ser adquirida por um representante comercial, chamado John Willys. Seu primeiro modelo foi um veículo de dimensões compactos com motor de quatro cilindros.

Posteriormente, lançou também outros dois carros mais luxuosos com motor de seis cilindros. Todavia, o que deu certo no mercado foi o primeiro modelo com motor quadricilíndrico.

No entanto, o grande marco na “vida” da fabricante veio após a Segunda Guerra Mundial.

Os Estados Unidos apresentou a demanda por um carro de reconhecimento terrestre, com algumas especificações, como tração nas quatro rodas, espaço interno para três soladas, para-brisa dobrável, carga útil de pelo menos 299 kg, motor com ao menos 11,7 kgfm, peso final de menos de 590, entre-eixos de no máximo 2.032 mm e bitolas de até 1.194 mm.

E o pior: o prazo para que as marcas apresentassem seus protótipos era de só 49 dias. Após isso, elas tinham 75 dias para a produção de 70 veículos funcionais para testes.

Das 135 fabricantes que receberam a proposta, apenas três delas aceitaram: a American Bantam, a Ford e a Willys-Overland.

A Bantam foi a primeira marca a apresentar um protótipo. Porém, a marca acabou não conseguindo atender a demanda para entregar os carros dentro do prazo. Então, a Willys apresentou o Willys Quad e a Ford, o Ford Pygmy.

Esses modelos foram testados e, em 1941 (um ano depois), o exército norte-americano anunciou que precisaria de 16 mil veículos, sendo que todos eles deveriam ser fornecidos por uma mesma marca.

O Willys Quad foi o escolhido, visto que tinha um motor mais potente, um 2.2 litros quatro cilindros de 60 cv e 14,5 kgfm, e também era mais barato de fabricar.

Só que no fim de 1941, a Willys demonstrou não dar conta da demanda. Aí a Ford entrou em ação para ajudar na produção dos utilitários, utilizando o projeto, especificações e patentes da Willys.

O modelo da Ford foi batizado de “Ford GPW”, com o “W” fazendo referência ao projeto e motor da Willys.

Durante a Segunda Guerra Mundial, a Willys entregou 363 mil veículos, enquanto a Ford produziu cerca de 280 mil exemplares.

Passado tudo isso, a Willys-Overland aproveitou o Willys para oferece-lo aos consumidores finais. Em 1946, a marca anunciou versões voltadas ao mercado civil, como o Station Wagon, que mais tarde seria lançado no Brasil como Rural Willys, e também uma variante picape.

Outra configuração foi anunciada, a “Agri-Jeep”, para substituir os tratores nas fazendas, mas acabou sendo descartada por ser leve demais para o trabalho pesado.

Lançamento do Rural Willys

Nos estágios finais da Segunda Guerra Mundial, a Willys começou a anunciar aos consumidores locais que iria oferecer um carro de passeio com as mesmas características do Jeep utilizado durante a guerra.

Ele foi intitulado como “Victory Car”, ou “Carro da Vitória”. Porém, devido a problemas de ordem administrativa de produção e de interesses particulares, esse veículo acabou não sendo fabricado.

Porém, o idealizador do Victory Car, Brooks Stevens, encontrou uma nova solução para viabilizar o projeto. O modelo chegaria ao mercado como uma perua produzida totalmente em chapas de aço.

Até então, esse tipo de veículo feito de aço era inexistente – o mercado era recheado de modelos com chapas de madeira para fazer que utilitários comuns se tornassem carros de passeio.

E foi aí que surgiu o novo Willys Station Wagon em 1946. O modelo utilizou como base o mesmo chassi do jipão utilizado na guerra, seguindo a mesma linha do utilitário militar até no visual, com para-choques robustos e a grade frontal mais reta.

Ele contava com capô, teto e para-lamas na cor vinho e laterais em creme com painéis em marrom claro para imitar a madeira (padrão na época).

Seu interior foi adaptado para acomodar até seis passageiros. Com os bancos traseiros rebatidos, o compartimento contava com capacidade para até 2.700 litros para a acomodação de bagagens.

Todavia, a adição da carroceria familiar rendeu um aumento de peso de 300 kg frente ao jipe de guerra.

Por conta disso, o motor do utilitário (um 2.2 litros de quatro cilindros, com válvulas de admissão no cabeçote e de escape no bloco, capaz de gerar 64 cv e 14,5 kgfm) acabou sendo fraco demais, tornando o modelo uma decepção em termos de desempenho.

Este propulsor estava acoplado a um câmbio de três marchas, com a opção de uma quarta marcha como Overdrive. Esse recurso, porém, logo se tornou opcional devido à necessidade de uma quarta marcha para melhorar o desempenho da perua.

A tração era sempre traseira – a opção de tração 4×4 chegou em 1949.

Tal problema foi solucionado em partes em 1948 com a adição do motor de seis cilindros com 75 cv.

Outro modelo baseado no jipão da Willys foi o Willys Sedan Delivery, uma perua furgão destinada ao trabalho, que estreou em 1947.

Em relação ao Willys Station Wagon, este modelo se diferenciava pela ausência das janelas laterais traseiras e também por contar com duas portas traseiras com abertura para os lados. Além disso, no interior havia somente o banco do motorista para aumentar o espaço de carga.

No ano seguinte, em 1948, a marca passou a oferecer o Willys Station Sedan, considerado o modelo de luxo da linha. Ele tinha um visual mais refinado que o do Station Wagon, com novas opções de cores (como uma pintura em padrão xadrez) e um acabamento interno mais esmerado.

A marca vendeu também o Willys Pick-up, que chegou um pouco antes, em 1946. Ele foi o primeiro veículo comercial destinado ao transporte de carga usando a base da Station Wagon, compartilhando ainda a dianteira e a cabine com o modelo familiar.

O utilitário tinha capacidade de carga para 500 kg.

Chegada do Rural Willys ao Brasil

Antes da estreia da Rural Willys no mercado brasileiro, a Willys já fabricava seus modelos em solo nacional.

A Willys-Overland do Brasil S.A foi fundada por aqui em 26 de abril de 1952 e iniciou a produção do Jeep Willys CJ-5, conhecido por aqui como “Universal”, dois anos depois em sua fábrica em São Bernardo do Campo (SP). Antes disso, ele era montado em regime CKD pela concessionária Gastal, no Rio de Janeiro.

Com o início a produção do Willys em 1954, o modelo foi considerado pela Associação de Fabricantes de Veículos Automotores (Anfavea) como o primeiro utilitário nacional.

E já que o jipe era produzido por aqui, a marca viu a oportunidade de lançar uma versão perua para oferecer um carro realmente robusto para encarar as vias precárias do nosso País, mas capaz de transportar toda a família.

Em 28 de junho de 195., a Rural Willys começou a ser produzida em São Bernardo do Campo. Os primeiros exemplares eram fabricados também em regime CKD, com peças importadas e dotados do mesmo visual do modelo comercializado no mercado americano.

O novo SUV tinha a característica carroceria com pintura “saia-e-blusa”, com as opções de cores azul e branco, verde e branco ou vermelho e branco.

Um ano após seu lançamento, a Rural Willys passou a ter um índice de nacionalização de 100%, com todas as suas peças produzidas localmente.

Fora isso, ela adotou um novo motor nacional fundido, produzido em Taubaté, no interior de São Paulo. Tal motor 2.6 litros de seis cilindros a gasolina gerava 90 cavalos de potência e 18,6 kgfm de torque, com direito a câmbio de três marchas tração 4×4.

De acordo com a Willys, o novo Rural Willys com motor nacional podia atingir velocidade máxima de 130 km/h. A aceleração de 0 a 100 km/h era feita em torno de 34 segundos.

Em 1960, o SUV brasileiro recebeu seus primeiros retoques visuais. Incorporou a nova carroceria projetada pelo designer americano Brooks Stevens, com uma nova dianteira bem mais moderna e harmoniosa, além de para-lamas mais encorpados.

Muitos dizem que a nova frente lembra o Palácio da Alvorada, em Brasília, se vista invertida.

O Willys adotou também um para-brisa e vidro traseiro inteiriços.

A próxima grande novidade da Rural Willys foi a versão com tração 4×2, destinada para quem não precisava encarar trechos muito acidentados. Este modelo contava com a alavanca de câmbio na coluna de direção.

Posteriormente, passou a vim também com suspensão independente e molas helicoidais na dianteira no lugar do eixo rígido com feixe de molas.

Em 1965, ganhou limpador de para-brisa elétrico ao invés do sistema a vácuo, grade exclusiva para o modelo 4×2 e câmbio de três marchas com a primeira marcha sincronizada. Já em 1966, trouxe carburador recalibrado, roda-livre no Willys 4×4 e alternador.

No ano de 1967, a Rural Willys incorporava novas mudanças, como um novo painel de instrumentos posicionado na frente do motorista, coluna de direção com trava, novos pedais, câmbio de quatro marchas e um novo volante.

Em 1968, a Willys Overland do Brasil foi adquirida pela Ford. Porém, a linha de jipes foi mantida por um bom tempo. Por outro lado, os sedãs Aero-Willys e Itamaraty foram descontinuados pouco tempo depois.

Uma das primeiras mudanças do Rural Willys (que passou a ser chamado de “Ford Rural” em 1972), foi a introdução do motor 3.0 litros com carburador de corpo duplo herdado do Itamaraty.

Ele conseguia gerar 140 cavalos de potência. Junto a ele, um câmbio de quatro marchas.

Além disso, o SUV passou a ser vendido em duas versões de acabamento: básica e Luxo.

Com a crise do petróleo, em 1973, o Ford Rural ganhou o motor 2.3 litros de quatro cilindros do Maverick para ficar mais econômico. Este propulsor era mais leve e entrega um bom desempenho mesmo com só 90 cavalos de potência.

Entretanto, com mais de 30 anos de mercado, o Rural já estava velho demais. O SUV deixou de ser produzido localmente em 1977 e, desde então, se posiciona como um dos carros mais desejados pelos entusiastas.

Além do Brasil e dos Estados Unidos, o Rural Willys foi fabricado em outros mercados, como no Japão, onde foi construído pela Mitsubishi com o nome de J37, e também na Argentina, onde foi produzido pela Kaiser e é conhecido como Estanciera.

© Noticias Automotivas. A notícia Rural Willys: a história do primeiro SUV produzido no Brasil é um conteúdo original do site Notícias Automotivas.

Rural Willys: a história do primeiro SUV produzido no Brasil publicado primeiro em https://www.noticiasautomotivas.com.br

[fullrevs]

Willys Rescue, Road Trip, Thrash! – Roadkill Ep. 62

This episode of Roadkill powered by Dodge features a special guest cohost, JP Magazine Editor Rick Péwé, who has been doing barn-find rescues and road trips with David Freiburger since before there was a Roadkill. Freiburger and Péwé are at it again here, revisiting a 1946 Willys flatfender Jeep they first pulled from the fields of Utah back in 2001. The engine blew up a few miles into that trip 16 years ago, so the Jeep was left untouched in Freiburger’s garage for at least a dozen years—until now. After uncovering the Willys from piles of long-forgotten speed parts and boxes, the guys give the engine a super-cheap rebuild, fix up the brakes, and hit the road. Will the Roadkill curse strike even with Péwé at the wheel? We think you know the answer, but don’t worry—nothing will stop the team from big action with a small Jeep. Roadkill is back to normal with cohost Mike Finnegan next time. Though, come to think of it, this Jeep boondoggle is pretty normal for Roadkill, too.

To order parts used on this episode visit jegs.com/roadkill.

Flex-a-lite Mojave Heaters – Part# 400–640 Flex-a-lite Mojave Heater Plenum Boxes – Part# 400–650 OMIX-ADA Piston Rings – Part# 440–17430.01 Crown Automotive Fuel Pump – Part# 077–J0912017 Fel-Pro Exhaust Pipe Flange Gaskets – Part# 375–60146 Fel-Pro Engine Gasket Kits – Part# 375-FS7285B OMIX-ADA Clutch Kits – Part# 440–16901.01 OMIX-ADA Clutch Cables – Part# 440–16920.13 OMIX-ADA Mechanical Water Pumps – Part# 440–17104.01 OMIX-ADA Thermostat Retainers – Part# 440–17107.01 Carter Strip Super Fuel Pump Small-Block Chrysler/Mopar 273-360 – Part# 180–M6270 Moog Front Coil Springs 1973-96 GM Truck/SUV – Part# 719-6454

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The post Willys Rescue, Road Trip, Thrash! – Roadkill Ep. 62 appeared first on Full Revs.

from Willys Rescue, Road Trip, Thrash! – Roadkill Ep. 62

[somar78]

An Original WW2 Wehrmacht Veteran – A 1943 BMW R75 With Sidecar

The BMW R75 and its sibling the Zündapp KS 750, were Germany’s equivalent to the American Jeep. Though it should be noted that the Kübelwagen could also be given that same title, and all three of these vehicles pre-dated the Willys Jeep.

The Arrival of the BMW R75

Both the BMW R75 and the Zündapp KS 750 were developed in the late 1930s to meet a requirement put forward by the German Wehrmacht (military) for a sidecar equipped motorcycle.

These requirements called for 4.5 x 16-inch tires to be used as they would be interchangeable with the Kübelwagen, the motorcycles also needed to have a range of 350 kilometres (217 miles), they needed to be able to carry three soldiers and their gear with a gross load weight of 500 kilograms (1,102 pounds), ground clearance needed to be at least 150 millimetres (5.9 inches), they needed to be able to run on very low quality petrol, the maximum speed had to be close to 100 km/h (60 mph), and clearance between the fenders and tires needed to be large enough to allow snow chains to be fitted.

Interestingly the bikes also needed to be able to maintain a marching speed of 3.5 to 4 km/h (2+ mph) without overheating so they could accompany infantry who were underway on foot.

Both BMW and Zündapp met the requirements with their respective models, due to a number of factors not the least of which was its cheaper to produce stamped-steel frame, the Zündapp was chosen. BMW refused to accept defeat and managed to negotiate to build their own bike, the R75, but to pool resources with Zündapp and ensure that the two bikes would share approximately 70% of their components.

BMW R75 Engine + Specifications

The BMW R75 is powered by a horizontally opposed, air-cooled, twin cylinder engine with a capacity of 745cc, 26 hp at 4,000 rpm, a compression ratio of 5.8:1, two valves per cylinder, and two carburettors. Power was sent back via a shaft to the rear wheel and a second transverse shaft sends power to the sidecar wheel giving full drive to both rear wheels.

Unusually for a motorcycle the R75 features twin gearboxes giving it the equivalent of high and low range. Gears are shifted using a traditional foot lever and there’s a hand lever on the side of the fuel tank to switch between road (strabe) and off road (gelande) gearboxes. The road gearbox has four forward gears and one reverse, and the off road box as three forward gears and on reverse.

The great benefit of this twin gearbox solution was that it gave the BMW R75 remarkable off road ability, thousands of them were deployed all over Europe including the thick mud of the Eastern Front, and the deep sands of the North African Sahara. For use in the icy climates of eastern Europe the R75 could also be fitted with heaters that circulated heat from the engine into the footwell and up to the handlebars. This feature likely saved more than a few Germans from getting frostbitten toes and fingers.

It’s believed that between 16,000 and 18,000 examples of the BMW R75 were built during the war until production stopped due to the main factory being bombed by the Allies in 1944. The engineering genius of the bike wasn’t lost on the Allies and both the Soviets and Americans put their own versions of the model into limited production after the war as part of reparations. The Soviets built approximately 98 of them in 1946 and Harley-Davidson built a very close replica called the Harley-Davidson XA.

The 1943 BMW R75 Shown Here

The BMW R75 you see here was built in 1943, although its early history is lost it was doubtless used by the German military as they took 100% of the production with very few exceptions. It’s possible that this bike was used on the Eastern Front as it’s fitted with the sidecar and handlebar heaters designed to keep armed motorcycle troops from freezing to death in temperatures that could get as low as –30 °C (–22 °F) or lower, often accompanied by strong icy winds.

Although a lot of the history this bike lived through has been lost we do know that it likely lived in Italy for a time, and it benefits from an older restoration. The bike is matching numbers, with #765545 showing on both the engine and frame. If you’d like to read more about it or register to bid you can click here to visit the listing on Artcurial.

Images courtesy of Artcurial

The post An Original WW2 Wehrmacht Veteran – A 1943 BMW R75 With Sidecar appeared first on Silodrome.

source https://silodrome.com/bmw-r75-sidecar/