#Bantam Reconnaissance Car

[tybarious-ii]

"Taken at Camp Holabird, this view of the Bantam prototype clearly shows the graceful curved fenders. These soon gave way to the characteristic flat fenders. The Reconnaissance Car appears to be heavily burdened by the five men inside it."

source

[mwsa-member]

The Original Jeeps in Pictures by Paul R. Bruno

MWSA Review Pending  

Author's Synopsis

The spring and summer of 1940 witnessed the resounding defeat of the French Army and British Expeditionary Force at the hands of a modernized German Army, designed to take advantage of the latest advances in technology. This included mobile vehicles, tanks used in formation to puncture enemy lines, as well as close air support of ground forces. The evacuation of the British from Dunkirk, and the final defeat of their French ally in June 1940, left only a thin line of English fighter planes between that island nation and total defeat.

While events unfolded rapidly in Europe, leaders of the United States Army, decimated by demobilization after World War I and budget cuts during the Great Depression, knew they were completely unprepared for this new type of mobile warfare, called Blitzkrieg or “lightning war.” Experts in the Army had worked from the end of World War I to develop a combined light weapons carrier and command/reconnaissance vehicle—but with limited success. In June 1940 the military compiled a list of requirements for a revolutionary new truck to replace the cart and mule as the Army’s primary method of moving troops and small payloads.

This book tells the story in images of the American Bantam Car Company, Willys-Overland Motors, Inc., and the Ford Motor Company, who all dared to meet the challenge to build pilot models, and eventually production models, of this vehicle. Their journey throughout 1940 and into 1941 comprises a story from which legends come. Overcoming incredible challenges and long odds these firms built the original ¼-ton truck 4x4 “lights”, later known as the iconic Jeep.

Format(s) for review: Paper Only

Review Genre: Nonfiction—History

Number of Pages: 206

Word Count: 8,500

[jackie-of-all-spades]

Considering that Bantam PA set a guiness world record for the longest parade of jeeps at the annual jeep heritage festival in 2015 I doubt that.

Jeep people that care about the brand tend to REALLY be jeep people. My local Pub is a part of Recon Brewing. It is named after the original name of the prototype of the Jeep, originally the Bantam Reconnaissance Car. The interior of all their locations are covered in jeep memorabilia. So no. There are people thar have thought more about jeep than that since ww2

Side note. A part of me wishes to start a franchise of Recon in little Tokyo but instead of old Willie's/Ford/Jeep stuff on the walls, have it be old Land Cruisers if you don't know why bel9w are a 1959 CJ3B vs a 1959 FJ-25

"The Jeep"

Elaine buys a Jeep and hates other Jeep owners giving her rubber ducks. Kramer tries to make a new gimmick to replace the ducks. George starts looking at Jeeps but everyone he talks to about it tells him they can't ever see him driving a Jeep. Jerry accidentally ends up the enemy of a local gang of Jeep drivers when they overhear him calling them "stupid and impractical" in a city like New York in an attempt to talk George out of buying one.

I think this episode would be the most anyone has thought about Jeeps since the end of WW2.

[automotiveamerican]

Edsel Ford, president of Ford Motor Company delivers initial order of 1,500 Jeeps GPWs to the Army - Pacific War Stories @YouTube

Edsel Ford, president of Ford Motor Company delivers initial order of 1,500 Jeeps GPWs to the Army – Pacific War Stories @YouTube

Pacific War Stories President Dwight Eisenhower called the Jeep “one of three decisive weapons the U.S. had during WWII,” and General George Marshall called it “America’s greatest contribution to modern warfare.” The Ford GPW had predecessors in its 1923 4×2 Reconnaissance Car, the Bantam Reconnaissance Car of the American Austin Company, and the Willys MB. Ford’s prototype, the “Pygmy” was…

[worldsfastestbear]

The 1940 American Bantam Reconnaissance Car, which was the ancestor to the WWII Jeep.  American Bantam was too small and financially precarious to satisfy the US Government, so the design was given to Willys to produce.

[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/

[steel-and-paper]

This was the first Jeep upon completion September 21 1940 at the Butler Pennsylvania plant after a 49 day build. It’s an amazing story of pride drive and ingenuity. It’s called the BRC. Bantam reconnaissance car. Look at the pride on the face of them builders. Impacts us to this day.

[if-you-fan-a-fire]

“Army Jeep Driven By Woman Scuttles Up City Hall Steps,” Toronto Star. February 27, 1942. Page 3. ---- LUCKY LUXTON AND STAFF SERGEANT MAGEE A dun-colored bundle of close-knit horsepower scuttled up the steps of the city hall, did a U-turn on the speakers’ platform, jitter-bugged down again, whisked about the cenotaph and braked to a sudden stop.

‘It’s a jeep,’ said someone in the crowd who stopped to watch.

‘That’s a girl,’ chorused others as the khaki-clad driver turned down the collar of her sheepskin-lined coat.

For half an hour the bantam scout car, expertly handled by Driver ‘Lucky’ Luxton of the Canadian Women’s Army Corps, demonstrated the qualities which make it the army’s favorite reconnaissance vehicle. It climbed the steps forward and backward, came down sidewise, turned on a dime, took off like a startled antelope, took curbs and bumps in its stride.

‘Just a rehearsal,’ was the explanation of Staff Sergt. Charles Magee, who rode beside the driver. ‘She’s going to put on a real performance when they raise the Victory Loan thermometer.

‘For any driving job requiring skill and nerve, they can’t choose better than ‘Lucky,’ Magee added. The Detroit girl, daughter of a Michigan state policeman, before the war was a professional motor-cycle rider and has thrilled crowds at the C.N.E. Two months before the C.W.A.C. was organizd she came to Toronto to join the women’s army. To fill in time while she waited, she got a job in a downtown garage.

For the past 10 days, ‘Lucky’ has ben the only girl in a mechanized cavalcade of Canadian and U.S. troupes which toured Ontario to boost the Victory Loan. ‘She did a swell job,’ said Magee.

[m4a1-shermayne]

The 37mm GMC T2 tank destroyer based on the BRC-40 Bantam Reconnaissance Car. 

[maddyaddy]

Cavalry Groups were the result of a 1943 reorganization. In this sweeping change, regiments were abolished in the Army outside of the Infantry arm. In their favor, they established groups. Ostensibly, these were to be task-organized, with no organic units but the HQ elements and subordinate units attached as needed. In the case of the cavalry at least, however, the two assigned squadrons were attached for the length of the group’s service. Overall, the group as a whole was attached to the large Corps-sized formations, serving chiefly as reconnaissance assets.

US armored divisions also had organic armored reconnaissance units, as did infantry divisions.

The multifarious mounts of the mechanized cavalry were many. Lightest of these assets was the Bantam Jeep, while the heaviest was the M5A1 Stuart (the chassis of which was used for the M8 assault gun). The M3 Scout Car was found lacking in armament with its .50 caliber machine gun in comparison to the M8 armored car’s 37mm anti-tank gun. Neither of these vehicles, however, were expected or able to beat proper tanks in a stand-up fight. They were never intended to, being reconnaissance vehicles.

Broadly speaking, mechanized cavalry was lightly armed and armored. While it possessed light tank units, it lacked real anti-armor punch. If it were to encounter German armor, it would likely be more prudent to retreat than fight. However, to do otherwise would likely compromise its purpose.

[tybarious-ii]

The men who developed the jeep pause to commemorate the event outside the Bantam car factory in Butler, Pennsylvania. The prototype was delivered to the Army.

Date: September 21, 1940

source, source

[aiiaiiiyo]

The first Jeep model, the Bantam Reconnaissance Car (BRC-40), photographed during Army testing, 1941. (Work on a hand-built prototype had begun on July 17, 1940, and was delivered for Army testing on September 23, 1940.) [654 x 531] Check this blog!

[mwsa-member]

The Original Jeeps by Paul Bruno

MWSA Review Pending  

Author's Synopsis The spring and summer of 1940 witnessed the resounding defeats of the French army and British Expeditionary Force at the hands of modernized German troops, designed to take advantage of the latest advances in technology. These included mobile vehicles and tanks used in formation to blast through enemy lines, as well as combined ground and air tactics. The evacuation of the British from Dunkirk and the final defeat of their French allies in June 1940 left only a thin line of English fighter planes between that island nation and total defeat.

Meanwhile, leaders of the United States Army, decimated by demobilization after World War I and budget cuts during the Great Depression, knew they were completely unprepared for this new type of mobile warfare called “blitzkrieg,” a German term meaning “lightning war.” Though experts in the U.S. Army had worked from the end of World War I to develop a combination light weapons carrier and command and reconnaissance vehicle, no perfect model had yet been developed by 1940. In June of that same year, the Army compiled a list of requirements for a revolutionary new truck to replace the mule as the Army’s primary method of moving troops and small payloads.

The Original Jeeps tells the story of the American Bantam Car Company, Willys Overland-Motors, Inc. and the Ford Motor Company, the three firms who dared to meet the challenge to build pilot models of this extraordinary new vehicle. The efforts by these automotive pioneers represent an astounding story of grit, determination and never-say-die courage that inspires, and ended in the creation of a legend: the Jeep.

ISBN/ASIN: 978-0-578-72175-0

Book Format(s): Soft cover, Kindle

Review Genre: Nonfiction—History

Number of Pages: 241

[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…

[somar78]

A Brief History of the Toyota Land Cruiser FJ40 / BJ40 + J40 Series

The story of the Toyota Land Cruiser J Series (FJ40 / BJ40 etc) starts in the Philippines during the Second World War, the Japanese had invaded the nation, along which much of the rest of East Asia, and they found an abandoned Jeep that had been left by retreating American forces.

There is a little contention as to exactly which Jeep or Jeep-like vehicle it was that they found, most sources say it was either a Willys Jeep or a Ford GPW (Ford’s Jeep), but some claim it was an American Bantam BRC 60 Mark II. Toyota themselves haven’t included any reference to this captured vehicle in their own history of the Land Cruiser, and instead pick up the story in the 1950s.

Whichever vehicle it was, we know that it was an American military 4×4, and we know the Japanese military immediately recognised how useful it would be to have their own version. It was shipped back to Japan, and Toyota was tasked with building a local version using as many off the shelf parts as possible – they were also instructed to make sure it didn’t look too much like a Jeep.

Above Image: A WW2 era Ford GPW undergoing testing.

The Toyota Land Cruiser’s Grandfather: The Toyota AK10

There were two Japanese vehicles made from the captured American Jeep. The first was the Type 4 Compact Cargo-Truck (Yon-Shiki Kogata Kamotsu-Sha 四式小型 貨物 車). The second was the “AK10” which was created by reverse engineering the American vehicle. The AK10 was very similar to the Jeep it was based on, and was powered by an inline four cylinder 2.3 liter (2,259 cc) Toyota Type C gasoline engine. The AK10 was fitted with a three speed manual transmission mated to a two speed transfer box.

Above Image: An early Toyota “Jeep” prototype.

At the end of the war Japan was occupied and its industries were struggling. The lessons of the aftermath of the First World War had been learned however in regard to the fact that it had been the punitive economic damage that had been done to Germany under the terms of the Treaty of Versailles that had helped Hitler get into power. With that lesson of history learned the Allies engaged in assisting with the rebuilding Japan’s industries and economy in addition to working to establish in Japan a democratic government.

The peace in East Asia did not last long however with the Communists taking power in China and then seeking to expand their empire into Korea, resulting in the Korean War beginning in mid-1950. With a new war to fight the US military asked Toyota to make 100 Jeeps for the war effort using the Willy’s Jeep specifications, which they duly did.

The Post-War Period Toyota Land Cruiser BJ and FJ (1951-1955)

Then began the development of the “Jeep” like vehicles that would give rise to the Toyota J40 Land Cruiser series starting with the Toyota BJ in 1951, the vehicle gaining the name “Land Cruiser” coined by technical director Hanji Umehara in 1955. It’s widely believed that the new name was inspired by the British Land Rover.

Physically a bit larger than the original Bantam Reconnaissance Car and the Willy’s Jeep the J series Land Cruiser was an ideal size for a four wheel drive vehicle for military or civilian use. Not only did Toyota get the physical size right but they also fitted the vehicle with a more powerful engine than the British Land Rover or the original Willy’s Jeep: they fitted it with the Toyota Type B 3.4 liter OHV inline six cylinder gasoline engine which delivered a healthy 84hp at 3,600 rpm and torque of 159 lb/ft at a low and useful 1,600 rpm.

The one thing the 4×4 did not have however was a transfer case providing low and high range options. Perhaps it was thought that with that size and power of engine with its excellent low speed torque that “low range” gearing would not be needed.

To demonstrate the prowess of the Toyota BJ and demonstrate that it didn’t need a low range transfer box Ichiro Taira drove a BJ to the sixth level of Mount Fuji, becoming the first person to do so. Ichiro Taira’s drive was supervised by Japan’s National Police Agency and it so impressed them that made the Toyota BJ their official police four wheel drive patrol car and placed an order for 289 of them.

By 1953 production of the Toyota BJ was in full swing with three model variants on offer: the BJ-T touring model; the BJ-R radio vehicle; and the BJ-J cowl chassis which could be equipped with a special custom body such as for making a fire-engine for example. 1954 saw the BJ-J also offered as the FJ-J fitted with the larger and more powerful Toyota Type F inline six cylinder gasoline/petrol engine. This 3.9 liter (3,878 cc) engine with its mild 6.8:1 compression ratio produced 125 hp with torque of 209 lb/ft and was a perfect power plant to haul around the necessarily heavier bodies that were fitted to the cowl chassis versions.

The Toyota Land Cruiser J20 and J30 Series (1955-1960)

The J20 Land Cruiser was introduced in 1955 and was an upgrade of the original BJ and FJ. The suspension was improved with the fitting of four plate leaf springs inherited from a Toyota light truck and the body styling was also made more attractive. This model featured the curved fenders and hood/bonnet style that would define the look of the J40 series that was to come.

For the J20 and J30 series Toyota offered a new and more powerful version of the Type F engine, still of 3.9 liters capacity but this one providing 133 hp. This engine was mounted a little further forward to increase interior space and especially to improve front leg-room for tall drivers. These models still lacked a low-range/high-range transfer box although the three speed gearbox was provided with synchromesh on second and third gears.

Body styles offered for the J20 and J30 series included the open soft top and a range of others including two door and four door wagons and pick-ups.

Enter the Toyota Land Cruiser FJ40 – BJ40 / J40 Series (1960-1984)

The Toyota Land Cruiser J40 series made its debut at the dawn of the swinging sixties when the latest dance craze was “The Twist”, and the Beatles and the Rolling Stones became Britain’s greatest exports along with the Austin Mini, the “mini skirt”, and 007 James Bond movies.

Of all the things that emerged in the early 1960s the Toyota Land Cruiser J40 proved to be one of the most practical and durable new things of all. If you were out in some remote part of the world where vehicle failure could prove fatal not only for the vehicle but also for its occupants unless there was a prearranged rescue organized, then a Toyota Land Cruiser was a comforting thing to have: especially one with a diesel engine and a decent two-way radio.

By the time I went to work in a mining town in the Australian outback in the early 1970s there were very few other 4x4s to be seen: every man and his dog seemed to have a Land Cruiser and they were all very happy with them. One of the major improvements that helped ensure that the J40 Land Cruiser would become a legend in its own time was it being fitted with a low-range/high-range transfer case making it much easier to crawl uphill and down dale when the going got steep and often rocky.

Although it still had a three speed gearbox there were farmers and pastoralists who preferred that over the four speed which was fitted from 1974, regarding the second gear of the three speed box perfect for cruising along firebreaks and trails where top gear was just too quick for the task and in the four speed box third was a tad too high and second definitely too low.

The J40 was initially fitted with much the same 3.9 liter Type F inline six cylinder gasoline/petrol engine as its predecessors but improved and delivering 125 hp. In 1974 the four speed gearbox replaced the three speed: to the delight of some, and to the chagrin of others, and the Land Cruiser was also offered with the four cylinder 3.0 liter Type B diesel engine. With a compression ratio of 21:1 this engine produced 80 hp at 3,600 rpm and 141 lb/ft torque at 2,200 rpm.

The following year in 1975 the gasoline/petrol engine was improved on with a new 4.2 liter (4,230 cc) inline six which had a compression ratio of 7.8:1 and delivered 135 hp with 200 lb/ft of torque. 1976 saw the US model of the FJ40 receive front disc brakes to help it lose momentum rather more quickly than its old fashioned drum brake siblings. American FJ40’s also were offered with air conditioning and power steering in 1979.

1981 saw the diesel engine BJ40 also offered with disc brakes and the long wheelbase BJ45 was offered with the 3.4 liter inline four cylinder Type 3B diesel engine producing 90 hp from its 20:1 compression ratio with torque of 160 lb/ft at 2,000 rpm.

Some markets were supplied with the 3.6 liter (3,576 cc) inline six cylinder OHV Type H diesel engine as an option from 1973. Thus fitted the Land Cruiser was designated an HJ45. This engine gave the Land Cruiser diesel power of 94 hp at 3,600 rpm with torque of 159 lb/ft at 2,200 rpm. In 1981 this engine option was upgraded to the 4.0 liter 2H diesel producing 104 hp at 3,500 rpm with torque of 177 lb/ft at 2,000 rpm. Thus fitted the model designation was HJ47.

Production of the J40 was phased out finally ending in 1984, but the series lives on today as one of the most beloved 4x4s of its time, with newly restomodded vehicles fetching well over $100,000 USD.

The “Bandeirante” Brazilian Land Cruisers

Toyota’s J40 Land Cruiser was made in various parts of the world and Brazil was one of those nations. Toyota had established itself in Brazil in June 1952 with a modest 200 meter by 50 meter assembly plant which initially assembled CKD (Completely Knocked Down) kits imported from Japan. This was complicated by a government ban on the importation of spare parts however and Toyota’s efforts to get spare parts of a sufficient quality control standard proved difficult: local parts were not equal in quality to Japanese made parts and were also expensive.

In 1958 Toyota established Toyota do Brasil Industria e Comercio Limitada as a subsidiary company to build Toyota’s in Brazil. On Christmas Eve of that year Toyota do Brasil purchased the local Land Rover manufacturing facility as Land Rover had decided to withdraw from the Brazilian market.

Production began with the FJ25L Land Cruiser in May 1959 and production was progressively expanded with the move to a large facility in San Bernadino on the outskirts of San Paulo which was completed in late 1962. Production of the J40 based vehicles beginning with the TB41L long wheelbase hard top began in 1963.

In order to ensure a level of local production agreeable to the Brazilian Government the engines of these vehicles were sourced from Mercedes-Benz do Brasil Limitada, so these Toyota Land Cruiser Bandeirante (Pioneer) J40 vehicles were fitted with Brazilian made Mercedes diesel engines and have some body and light fitting differences to the J40 Land Cruisers made in Japan.

Conclusion

Today the J40 series Land Cruisers remain one of the single most universally loved 4×4 vehicles of the era, their values have been skyrocketing and where it was possible to buy them cheaply a few years ago you’ll likely now be facing a price similar to a mid-level modern sports car.

Parts availability for the J40s is excellent and many companies and websites exist to serve owners and restorers, it’s possible to buy new pressed steel body panels and (almost) any mechanical parts needed. A number of companies like Legacy Overland, The FJ Company, and Icon have popped up that restore them to better-than-new condition and sell them for brand new Porsche 911 money, and they’re selling as many of them as they can turn out.

Epilogue

When your expectant wife climbs into the cab of your work FJ40 Land Cruiser tray top and tells you “We need to get to the hospital quickly” you appreciate the fact that you have 4.2 liters of six cylinder power under the hood and indeed the FJ40 got going up the freeway at the sorts of speeds many other 4x4s of the time couldn’t.

The brakes were good too, we managed to comfortably miss the ice cream van that decided to do a U-turn in front of us not far from the hospital: if you can imagine an ice-cream truck driver with a look on his face like a rabbit in the headlights then you can imagine the moment. Then a motorcycle police officer arrived and kindly gave us an escort all the way to the hospital. Suffice to say we made it in time and our son was not born in the cab of the Land Cruiser.

Of all the Land Cruisers I think the BJ40 was the one I liked the most, despite its lack of racing to the maternity hospital speed it was nonetheless quick enough for life’s less dramatic moments and it was comfortable for long highway runs as well as being a vehicle that you could have some confidence in when you were a long way from anywhere.

The Toyota J40 Land Cruiser was the vehicle that made Toyota’s name a household word. It carved out a name for itself in the diesel and dust of the Australian Outback, it became the vehicle of choice for African Safari operators, and it proved itself up against the American four wheel drives, including the Jeep that had originally inspired it.

Photo Credits: Toyota

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