The History of Jeep

[hutchman]

Kizer's post got me to thinking about the history of the Jeep that we all know and love. 

I have been a student of history in general for many years and the history of the Jeep for the last several.  I am in no way an expert on the Jeep, but I have done some reading and enjoy researching the history of the Jeep.  All this being said, I thought it would be good to maybe do a thread on Jeep history starting from ...... well the begining.  I am going to do this a little at a time and it will include some of my knowledge (very little really cause that is all I have) and some blatant cut and paste from other sources.  I will try to post images as time allows to go along with the narative.

I would also ask that any of you who have anything to contribute, or see anything incorrect that I have posted to jump in.  This is going to be a lot of fun for me.

So without further ado,  here we go.........

In the beginning God created the heavens and the earth...and it was good.  In 1940 Karl Probst created the Jeep, and it rocked!  This is the story of how the legendary Jeep came to be...and how it has come to be what it is today... 

By 1939 the US military needed a new, universal vehicle to replace the motorcycle and its other vehicles (such as the modified Ford Model-T), so they invited 135 different car companies to compete for a contract to build a new vehicle for the military.  The vehicle had to meet certain specs, such as a payload capacity of 600lbs, a wheelbase under 75 inches, a fold-down windshield, a gross vehicle weight of under 1200lbs, and it must be four-wheel drive. Only three companies entered, Bantam, Willy-Overland, and Ford.  At first only Bantam was interested and decided to build/develop a prototype as a last ditch effort to save the company from bankruptcy/extinction. 

Bantam enlisted the help of Karl Probst, and in 1940 was the first to produce a working prototype for the military, dubbed the Bantam Blitzbuggy and "Old Number One".



This is a picture of the first Bantam prototype that was deliverd in 49 days.  None of the other manufacturers built prototype as first as they knew it was "impossible" to build one from scratch in that short time period.  As good as this prototype was, it had some severe shortcomings, including the inability of Bantam to build enough of the vehicles needed for the Army.  The government allowed both Willys and Ford to measure and copy the Bantam prototype to develop their own.

Willy's-Overland and Ford soon followed with their own prototypes, the Willys Quad and the Ford Pygmy, which were basically knock-offs of the Bantam car. Willys eventually won the contract because of their 60hp "Go-Devil" engine, but Ford was also given a contract to help keep up with the military's demand for the vehicles for use in WWII.  Willys later renamed their jeeps the MA and the MB, while Ford called theirs the GP and GPW.  Many believe, as I do, that the Jeep won the war for the Allies. 

This picture taken in 1941 shows the 3 prototypes, from the left:  Bantam, Willys MA, and Ford GP



As for the name 'Jeep', no one really knows for sure where it came from.  Some people believe that it evolved from the Ford 'GP' designation, which many think stood for 'general purpose', which is incorrect. The "G" was for Government and the "P" was the vehicle class (80" wheelbase 4x4, ¼ ton truck).   Another possibility is that the name came from Popeye's magical sidekick named jeep, who could do almost anything. 

In 1942 Ford built a limited number of amphibious Jeeps, known as the Seep.  This little vehicle was basically an MB with a boat tub on the bottom (with cutouts for the wheels) and a PTO propeller. Seeps were not the most seaworthy things in the world, but one highly modified Seep, called "Half-Safe," did manage cross the Atlantic in 1950 and then continued on to circumnavigate the globe. 

This is about all I have time for now, but I assure you, there is much more to come. 

Again, please jump in with more infor and/or pictures. 

Hutch

[kizer]

Sticked the thread so I can watch it grow.

[hutchman]

The story continues, or maybe backs up a little and restarts......

After the original concept jeep (jeep is correctly not capitalized until referring to the postwar CJs) was delivered by Bantam, they delivered an additional 69 for testing and development.  These were delivered as required and Bantam thought they had a lock on the contract for further production. 

But, as stated before, there was doubt that Bantam could supply the required number of vehicles that would be required.  There was a push to allow both Willys and Ford to submit prototypes for inspection.  They each produced the required vehicles and they were good enough that in early 1941 the Army ordered 1500 improved models from each of the 3 manufacturers.  These jeeps were the BRC-40 (and later 60) from Bantam, the MA (Military Contract - A) from Willys, and GP (G for government contract and P for 80" wheelbase reconnaissance car) from Ford.

At this point, maybe a little discussion on the term “jeep" is needed.  There is some doubt as to where the name jeep originally came from.  I have read several explanations and have come to my own opinion that it came from a slang term given to several vehicles in the military prior to WWII.  These vehicles, 2 aircraft, an artillery mover and others, had no official name and were called jeeps after the Popeye cartoon character, “Eugene the Jeep"� for short. 

The other widely held belief is that the term came from a slurring of the military designation GP for general purpose.  This would have made sense except for the fact the Army never referred to the jeep as “general purpose," it was officially called “Truck, ¼ ton, 4X4."  The letters GP were an internal Ford Motor Company designation and not an official military term.

Back to the story.....

When the 1500 “Improved Models"� began coming off the assembly line they were shipped to military units for evaluation. At some point, the decision was made to take one of each vehicle and run some head to head tests at Fort Benning, Georgia.  This took place in July of 1941.

The Willys MA was judged the best overall in the competition.  It had the best power plant, the strongest chassis, and the best top.  The feature that really carried the MA to the top was the engine, which was the 60 hp “Go Devil," engine from the Willys car line.  Most historians agree that without this engine, Willys might not have been in the running.

The Bantam BRC-40 was judged the second best.  It had the best steering and suspension, and it was the most economical.  The Bantam fell down in the power department however.  It used a 4 cylinder Continental, Model BY 4112, which was rated at 45 hp.  This resulted in less than stellar performance.

The Ford GP came in third in the competition.  It was praised for it overall layout and driver comfort and particularly for the controls and seating arrangements.  Ford's weakness was also under the hood.  It used a 4 cylinder 30 hp engine used in the Fordson Model N tractor that had been developed from ½ of a 239 ci Flathead Mercury auto engine.  It was really underpowered.

Both Bantam and Ford were way ahead of Willys in delivery of their 1500 Improved Models so each was given supplemental orders to keep them busy.  As these filtered out into service the versatility and usefulness of the “Truck, ¼ ton, 4X4,"� became apparent.

In July of 1941 the Quartermaster Corps was calling for a contract of 16,000 “Truck, ¼ ton, 4X4"� to be awarded.  Willys almost lost the contract due to being so far behind in their production of the 1500 MAs.  However, after some backstabbing and general infighting, on July 31, 1941, Willys was awarded the contract for the 16,000 jeeps for the Army and the real jeep, as we know it was born.  These Willys models were know as the MB for Military Contract, B.  They incorporated the best features of all three of the original “Improved Models."

Ford was eventually awarded contracts to build jeeps based on the Willys design, hence the Ford designation, GPW which stands for - G for government contract, P for 80" wheelbase reconnaissance car, and W for Willys as the jeep was a Willys design.

As for Bantam, they were frozen out of the contract for the vehicle which was really their design.  They did build trailers for the military during the war, but did not receive any more contracts for jeeps following the original batch.  The slowly faded from the
American Auto scene in the 1950s.  Today the original building still exists with a historical marker stating the importence of the site.



Willys MB production began on November 18, 1941 with the now famous Slat Grill.  There were many changes and improvements made to the MB during it run so that the final MB differed greatly from the original MB Slat Grills.  There were approximately 25,000 Slat Grill MBs produced during the next several months.  Production of the Slat Grill ceased around June of 1942, when the more familiar Stamped Grill MB production started.  There were a total of approximately 335,000 Willys MBs built during the rest of the war.

1942 Slat Grill:



1944 Stamped Grill



This stamped grill had 9 slots and is today a license trademark of Daimler Chrysler.  Interestingly enough, the stamped grill was a Ford design and would only be used by Willys when it's existing supply of slat grill parts was exhausted.  The Willys MBs had a Willys Script name on the tub which was eliminated by government edict at SN 125,000.

Starting on January 6, 1942, Ford Motor Company started production of jeeps under license from Willys.  These jeeps were designated, GPW as previously described.  Production of the GPW continued until July 30, 1945 at which time production ceased with a total of 278,000 GPWs produced.  The first 17,000 had Ford Script on the back of the body.  The government stopped this practice on the Ford bodies by April 1942. 

The fully standardized MB started with the Stamped Grill MB.  The government required complete interchangeability between the Ford GPW and the Willys MB.  While there are some differences between the two, almost all parts will interchange between the two.  According to legend, Henry Ford had all of his parts marked with a small script “F" for warranty identification so that Ford did not have to provide repairs to Willys parts.  These scripted small parts are very important to a GPW restoration and are “traded like gemstones" between collectors of GPWs.

I think I am done for tonight.  I think the next installment will be on some of the variants of these wartime jeeps.

More to come......

Hutch

[hutchman]

Today I am going to look at the differences between a Willys MB and a Ford GPW and some to the other models designed/produced during the war.  There were several differences in the standard versions produced by each manufacturer until January 1944, when the Composite Body was instituted.

1.  The most noticeable difference is in the front cross member – The      GPW has a C channel and the MB has a round tube.
 
2.  The GPW serial number is stamped on the top of the chassis between the front cross member and the motor mount bracket on the driver’s side.  The MB number is on a tag riveted to a plate that is welded to the inside of the frame horn behind the bumper on the driver’s side.

3.  The transfer case shifter makes a rapid change in diameter at the top for the knob on the GPW and it is marked with script.  The MB makes a gradual taper.

4.  The GPW rear cross member has a small hole to the right of the bumperette.  The MB does not.

5.  The engine hand crank and the jack handle are marked with a Ford script rather than a W.O. for Willys Overland.

6.  The body number is on the toe board on the GPW.

7.  The GPW uses bolt clips on the springs, while the MB uses clips.

8.  The ground strap from the generator to the regulator is separate on a GPW but wrapped up in a harness with the armature and field wires on an MB.

9.  The reinforcing flange on the hinge end of the hood has no drain hole on the GPW.  The general construction of the piece is distinctly different for each, but the hood interchange.

10.  The rear shock brackets on a GPW are a two piece stamping, welded together.  The MB uses open channel.

11.  The rear seat supports on a GPW are triangular shaped and the MB supports are U shaped.

12.  The front frame horns on the GPW has a larger hole on the leading edge has a larger hole than the MB.

13.  The radiators of the GPW have fewer depressions on the top tank than the MB.

14.  The GPW front fender is attached to the step at the lower edge with two bolts.  The MB is attached by only one bolt.

15.  The GPW firewall has an embossed reinforcing bar on the driver’s side above the steering column.

16.  The toolbox lid in the rear body of a GPW has ridges stamped into the cover.  On the MB it is a solid piece.

17.  The battery space in the right inner fender is stamped on the GPW and spot welded on the MB.

18.  The footrests on a GPW have a triangular shaped end bracket and the MBs have a U shaped bracket.

19.  The isulation webbing on the gas tank hold-down staps on a GPWis reiveted on.  The MB’s webbing is stapled.

20.  The inner fenders on the rear of a BPW just gehind the stock mounts have vertical bars stamped in, the MB does not.

During 1944 and 1945 in the United states there were 16,171 jeeps rebuilt by different companies.  These jeeps were rebuilt with no attempt made to use Ford parts with Fords and Willys parts on Willys jeeps.  They were a mix and match batch of rebuilds.  If you found one of these today, that was completely unmolested following the rebuild, it would most likely be a collection of parts from both the GPW and MB jeeps.  It is nearly impossible to find a perfectly “correctâ€Â� unrestored WWII jeep today for this reason.

The GPA Amphibian:
Having commissioned Willys, Ford and Bantam to build the 4500 jeeps (1500 each) in March 1941, the Motor Transport Board set up a project under the direction of the National Defense Research Committee (NDRC) to be designated ‘QMC-4 1/4 ton amphibian’. The Marmon-Herrington Co. (military vehicle specialists) in conjunction with boat builders Sparkman & Stephens and the Ford Motor Company undertook this work for the NDRC involving designing a conversion based on the 1/4 ton road vehicle. The aim was to have the vehicle in service in time for the first landing operations planed for September / October 1942.

Design and development work on a suitable prototype hull by Sparkman & Stephens was completed by the end of August by which time the standard design for jeeps had been introduced. However, conversion proved to be a difficult and time consuming task and the first amphibian QMC-4 vehicles were not available for river trials until February 1942.

Jeeps were now in full scale production by both Willys and Ford. Eager to have an amphibious version for the landings later that year, Generals responsible for the decision to proceed with an order were guided more by the concept rather than the need for the same extensive trials that the jeep had been through. By April the QMC-4 had been tried off a beach for the first time and an order for the first 5000 vehicles was placed with Ford based on their large scale production facilities. The Ford GPA Amphibian (G for Government Contract, P for 80 inch wheel base reconnaissance car, and A for Amphibian) or Seep (Sea Jeep) based on the GPW chassis was born.

The first production run was delivered very quickly and there was little opportunity for experience in the field to be fed back to improve the design (as had been the case with the jeep). There were a number of design faults which, although not serious, meant that it required a lot of maintenance and lacked real effectiveness. It was not until November 1942 that the first of a whole string of necessary modifications filtered through to the production line. Modifications were still being made when production was finally ended in June 1943 by which time only 12,778 had been built.

The GPA used standard GPW mechanicals with a modified chassis that was stretched to 84 inches.  Due to the flotation body on the GPA, it weighed approximately 3400 lbs, which is 1000 pounds heavier than a stock GPW.  The three bladed prop was driven by a PTO.  This PTO also drove a belt driven bilge pump.  Ford alos provided a hand pump and an engine driven 3500 lb capstan on the bow.

The GPA:







The GPA was never considered successful.  It was described in an Army Material Command pamphlet as both a “technical and tacticalâ€Â� failure.  They tended to sink in rough weather and were not very successful on the D-Day Landings on the Normandy Beaches.  They were somewhat more successful in river crossings as used by the US and Russians.

The Lightweights:

In early 1942 the Army decided they needed a light weight version of the jeep.  They directed Chevrolet, Crosley, Kaiser, Ford and Willys to build experimental versions.  Willys developed among others the WAC, which had an air cooled engine, the MB-1 and the MB-L, which had a combination and wood body.  The stripped MB models weighed less than 2000 pounds and none of them are known to exist.  Of the lightweight prototypes, several Crosleys and two Chevrolets are known to exist.  I could not find any pictures of these online.

The MB 6X6:

One of the most interesting variants was the ¾ ton 6X6, which was an effort to fill a need for more ¾ ton trucks.  This truck contained about 65% MB parts and were used for various uses.  There were:

   MT-14 37mm gun carriers
   MT-24 Armored Scout Car:
   
 

   MT-CA Cargo/Personel Ambulance   
   MT-TUG Air Corps Aircraft Tractor

   This image was identified as an MT-TUG, but I believe it might also be one of the MT-CAs.  The TUG configuration was similar to this one but without the canvas cover.

   

   

There were also some MT-ST or T28s snow tractor vesions built and tested in Colorado.  These were requested to resue downed flyers in the northern country and several were built.  A number of versions were built, but were replaced by the M7 which was produced by Allis Chambers.  The M7 version used the original Go Devil engine and several of these survive today.

I failed to spell check this before pasting it in, so I had to go back and proofread and correct it the old fashion way.  I apologize for any misspellings.  

More to come......maybe

Hutch

[hutchman]

There is more to come, I have just been away for a couple days.

[hutchman]

The Birth of the CJ

We have to this point talked about the birth and production of the military jeeps, the MB and the GPW.  Production of these vehicles continued with minor improvements until the end of the war.

Since Willys-Overland was an automobile manufacturer prior to the war, common sense would dictate that they continue in this production following the war.  But common sense does not dictate actual events in either history or the auto industry.

The pre-war Willys car bodies were built by the body maker, Briggs.  Post-war was to be a different time however.  Willys knew that they would not be able to purchase bodies for their post-war cars from Briggs nor for that matter would they be able to buy them from any of the major body builders.  They also could not buy their own tooling either, as there was none to be had.  Willys looked outside the auto industry and found enough production capacity in the appliance industry, but with some severe limitations.  The appliance industry could only produce panels with a draw depth of 6 inches.  This limited the design such that they could have no really deep drawing designs for doors, fenders, and hoods.  

Willys had hired a new designer named Brooks Stevens during the war.  Charlie Sorenson, Willys President, called Stevens into his office and described the limitations of the available body tooling, and asked him to design a post-war car based on these limitations.  From these instructions, Stevens designed the 1946 Willys Station Wagon and all of the subsequent versions of this landmark design.  It is one of the most striking post-war autos and is unmistakable when seen on the road.  Funny how what seem like severe limitations can result in one of the most identifiable designs of all time.

I am going to limit this discussion to the civilian version of the military jeep however.  The variations in the other Jeeps would take far too long and are very confusing when tied together with the jeep.

Concerning the military jeep; what was Willys-Overland to do with this gem post-war?  During the war, in April of 1942, the Department of Agriculture tested two jeeps at their Farm Tillage, Machinery Laboratory in Auburn, AL.  They tested both an MB and a GPW.  

Following the test they issued a report stating that the jeep was “too low, too narrow, and geared too high for field use,â€Â� but would make a good source of auxiliary power.  It also stated that it needed a “proper draw barâ€Â� for plowing.  One of the observers of this test was Congressman Carter Manasco, who was chairman of the subcommittee overseeing the disposal and conversion of war material to civilian use.

In December of 1943, Manasco asked Willys what its intentions were for agricultural use of the jeep following the war.  Willys sent George Ritter, Vice-President and General Counsel in person with a lengthy report.  Willys made it very clear to the government that they would not appreciate the dumping of jeeps on the civilian market which would severely limit Willys’ ability to sell new jeeps post-war.  This had happened following WWI with Army Trucks and several manufacturers had gone into bankruptcy and out of business as a direct result.   Ritter stated that Willys had plans for a much improved and safer jeep for the civilian market.  They stated the need for the addition of a PTO, lower gearing, improved cooling, a larger clutch, and a beefier chassis.  

The government, for the most part, granted Willys request that military jeeps not be dumped on the civilian market post-war.  Most jeeps sent overseas were not brought back and were sold where they were following the war or were disposed of by dumping in the ocean or in some other fashion.

With the post-war civilian market assured, Willys started working on the prototype civilian jeep.  Towards the end of the war, Willys was able to assign resources to the civilian project and by February, 1944 drawings had been drawn up and by May a working test model was completed of the CJ-1.  CJ stood for Civilian Jeep.

There is some speculation of the existence of the original CJ-1, but documentation and even photos exist of the first CJ.  It apparently was a Willys MB taken from the assembly line that was modified with a tailgate, draw bar, and a civilian type top.  There was apparently at least 1 CJ-1 built with rumors of a couple more.  There are none known to have survived.

This is supposed to be a picture of a CJ-1:



CJ-2 development was almost concurrent with the CJ-1.  However, even though the bodies were build by American Central, the body builders for the MB, they were not modified MBs, but specially built to Willys’ standards.  They were built in 3 distinct series, all of which had common 5.38 gears, T-90 transmissions with column shift, 2.43 low range transfer cases, tailgates, drawbars, PTOs, and governors.  

The first series was the “AgriJeepâ€Â� Series.  They have distinctive “JEEPâ€Â� Brass plaques mounted on the hood sides, windshield frame, and rear panel.  The spare was mounted on the passenger side, forward of the rear wheel opening on the body and used an MB style grill.  The seats were taken directly from the MB, but the dash was new and did not have the MB glove box.



The second series CJ-2 had “JEEPâ€Â� stamped on the hood sides and windshield frame and the early versions used “AgriJeepâ€Â� nameplates on the dash.  The later series 2 did not use the “AgriJeepâ€Â� plates.  There were some other minor detail differences and the spare tire was mounted behind the rear tire opening on the passenger side of the body.

The third series CJ-2 was almost exactly like the early versions of the CJ-2A.   The one real difference was the “JEEPâ€Â� stamped in the windshield frame and hood rather than the “Willysâ€Â� that was stamped on the production version.

There are 9 CJ-2s know to exist.  CJ2-06, 09, 11, and 12, which are brass plaque versions. The only known set of brass plaques is on CJ2-09, which belongs to early Jeep expert Fred Coldwell and is the only existing CJ-2 that has been restored.  Serial numbers CJ2-14, 16, 26, 32, 37, and 39 have also been identified.

This is CJ2-09 as it is restored today:





Of the original builders of the wartime jeep, only Willys continued building them after the war.  Ford had at one time been interested but since it’s design had been rejected by the government, the jeeps they did build were Willys designed and built under license.  There was little chance of Willys allowing Ford to continue production following the war.  Ford had huge demands for it’s own products following the war and it just wasn’t worth the fight to try and take any production of the jeep from Willys.  The third builder, American Bantam did not return to automobile production following the war and faded from the scene shortly thereafter.  

So….What value is in a name.  Willys had built jeeps for the military during the war.  These little vehicles had made a huge following in the military of the US and our allies during the war and Willys needed to capture this and expand it post-war.  To do this they needed the name.  

The term jeep, as we have seen was a slang term from a cartoon character or a slurring of the letters GP, depending on whose story you believe.  Willys knew the name was magic and they wanted the exclusive right to that name, so they registered it as a trademark of Willys-Overland.  The registration of the name “Jeepâ€Â� is the usual point at which you see the name capitalized.  Prior to the trademark registration it is a jeep and subsequent to the registration, it is a Jeep.  This trademark allowed only Willys and the subsequent owners of Jeep to build Jeeps.  Anyone else who wanted to build a similar vehicle could build it, but it would not be a Jeep.

Willys now was the sole producer of the Jeep and owned the trademark.  From this point on, the Jeep would be everything to Willys-Overland.  Willys built post-war offerings as non Jeeps, but the future of the company rested entirely with the Jeep.  When Willys was sold in the early 50s, the heart and soul of the company was the Jeep- nothing else really mattered.

Next up……Post-war civilian Jeeps stating with the CJ-2A.

[Eric03KJ]

Speaking of WWII-vintage 4x4s, I GOTTA get me one of these:

4x4 Beetle (Type 87 Kommandeurwagen)!
Sorry for the OT, please continue...

[kizer]

Hutch soon I'll copy all of your text and maybe HTML it up so you can be sure your work isn't lost.

[hutchman]

Kizer,

I will restart on this one of these days.  Unfortunately, the original files are on the computer that died.  I am going to take it to a guy I know who thinks he can get the needed info off the hard drive as it seems this may be a software issue.

More to follow.....

[hutchman]

Well it has been a while and I apologize to those of you who have read the original 3 parts and just couldn’t wait for part 4.  Here it is…….

For Jeep History Part 4, I am going off on a tangent.  It’s my story, so I can do what I want!  

Fast forward from the end of WWII to late in the year 1970.  You don’t know this yet and will learn it later in the history series, but Kaiser is just about to sell their auto manufacturing, Jeep, to AMC.  Sales have been slow and they want to increase them by building some special models.  

Maybe the rarest production Jeep of all, the Hurst Jeepster, was built during the fall of 1970 and the early part of 1971.  Didn’t know that these existed?...., neither did I until tonight.  I spend some time at earlycj5.com and a member posted a link to Craigslist, which had an add for a 1971 Hurst Jeepster.  It stated that this was  very rare car, which got me to thinking…………A lot of people think they have a rare car, but usually just have a production car that they want to be rare, but it really isn’t.  But as I already stated, it got me to thinking………Just what is a Hurst Jeepster.

Well here is a picture of one:



For you youngsters, that great looking blond is none other than Linda Vaughn, Miss Hurst Golden Shifter……….ah, she brings back memories.  I had my picture taken with her once, but we could do a whole book on her.  Suffice to say, they don’t make ‘em like that on anymore!

Back to the question, what is a Hurst Jeepster?  The Hurst Jeepster was a project between Hurst Performance Products’ George Hurst and the Jeep engineers.  This project actually began while Jeep was owned by Kaiser Industries, but the model didn't appear on the showroom floor until after Jeep had been purchased by American Motors Corp.  Originally Jeep planned to produce 500 of these special editions (300 automatics and 200 stick shifts), but in the end it is believed that only around 100 were ever driven off of the assembly line making it a very special vehicle.  The reasoning behind the lower production total was likely because AMC had plans to redesign the Commando model for the following production year.

According to a road test article by Four Wheeler Magazine in July of 1970, Jeep introduced the XJ001 “idea carâ€Â� at the New York International Auto Show.  This V-8 roadster had rally striping and a hood scoop and was supposed to be an indication of what the future might look like for 4wd enthusiasts.  The Jeep engineers eventually borrowed some of the XJ001 features when they created the prototype for the 1971 Hurst/Jeepster Special.  This is believed to be the first time an aftermarket performance parts company and a 4wd manufacturer joined forces to create a special model.  Hurst was already well known for creating special edition cars with the likes of Chrysler, American Motors, and Oldsmobile.  Apparently, the new styling of the Hurst Edition Jeepster was intended to target a younger, performance-oriented buyer.

So what made a Hurst different than any other 71’ Jeepster Commando?.  

The Hurst featured the following traits:

Rally Stripes – Blue and red rally stripes were placed on the hood, cowl, and tailgate.
   
Hood Scoop / Tachometer – The Hurst's hood featured a functional hood scoop with a built in tachometer.

   

Hurst Badging – A Hurst badge was placed on each side of the hood above the Jeepster Commando logo as well as one on the tailgate.


   
Shifter – Since no Hurst special edition could be complete without one of the manufacturers performance shifters, Jeepsters with the automatic TH400 were given a Hurst Dual Gate Shifter while the T14a manual Hurst's were simply given a Hurst T-handle shifter.
There is some debate about whether any Hurst's were ever produced with the manual transmission.  It is now believed that at least 10 with manual transmissions have been documented as original.  



Tires – Apparently in order to give the vehicle better on-road performance, the Hurst’s were fitted with Goodyear Polyglas G70 X 15 custom wide-tread, black wall tires with raised white lettering.  .   

Special Order Tag – Under the hood along with the standard “Dauntlessâ€Â� V-6 engine was a Jeep Corp. special order tag which listed a “Special Sales Order No.â€Â� for the Hurst.  Unfortunately Jeep used an adhesive to affix them instead of rivets, and as a result, many didn’t hold up to the test of time.

Luggage Rack /  Sliding Windows / Headliner– It is also believed that all Hurst's came standard with a roof mounted luggage rack.  This same rack was offered as an option on other Jeepsters.  Some Hurst's also had the optional sliding side windows and a deluxe headliner for the hardtop.
   

Brushed Chrome Steering Wheel ?– All Hurst's were to have a 15 inch foam steering wheel with brushed chrome spokes and an adapter, but it looks like this feature never made it into the production model.  

How many were built?  This could quite possibly be the most widely disputed fact pertaining to the Hurst Jeepster.  According to the Illustrated Jeep Buyers Guide, The Story of Jeep, Standard Catalog of Jeep,  an edition of Special Interest Autos, and Hurst Heritage the answer is somewhere in the neighborhood of 100.  In fact, Hurst Heritage (no longer in publication) quotes Dick Chrysler as believing that even fewer than 100 were produced.

Now you know what they are, but just what caused me to go off the deep end on these tonight?  The add that I mentioned before had 4 pictures.  They showed the Jeepster from different angles and had a short quote about the rarity of the Jeepster.  It was then I noticed that there appeared to be a clutch and a manual transmission.  This would make this either the 11th ever found with the manual or one of the original group of 10 quoted above.  

This would be really rare car.  I decided to call the owner as his phone number was listed in the add.  I told him I was not interested in buying his car, but that I was extremely interested in the history of it.  CRAP…..he told me he had purchased the car from the original owner and he had been given the log the OO kept from the first day he owned the Jeepster including oil changes, a rear end replacement, and all the other stuff we do to our cars but never keep track of.  

I asked if he could look to see if the transmission was original or if the OO had replace the auto with a manual.  I am supposed to call him back tomorrow night to find out the answer.

As you can see, this Jeepster would be a very significant part of Jeep history if it turns out to be an original manual transmission.  It is a significant find even if it was originally an auto.  This Jeepster is for sale for $10,000.  A little steep perhaps, but I certainly cannot say that I have a car that is one of 10 or 11 built!

I hope you have enjoyed this little tangent.  The next installment will be back to the end of WWII and the beginning of the Civilian Jeep development.



Hutch

[kizer]

I remember seeing pictures of that thing. Wow, talk about Fugly.

[IBTJn]

Buddy of mine had an old Commando...it was a VERY cool rig!  I would have loved to have that old rig.  

[hutchman]

Time for another installment:

The Willys CJ2A, the first Jeep

The Willys CJ2A, the first mass-produced Jeep intended for the civilian market, began development as project #1630 in December 1944.  Production of the 2A began on July 17, 1945.  



Dimensions and Capacities
Wheelbase......................................................80"  
Tread..............................................................48 1/4"
Overall Width..................................................59"
Overall Height (Top up)...................................69 3/8"
Overall Height (Top down)..............................52 3/8"
Overall Length.................................................122 3/4"
Road Clearance...............................................8 5/8"
Weight -- Maximum Payload............................800 lbs.
                Shipping (Less water, oil and fuel).....2,037 lbs.
                Curb (Including water, oil and fuel)....2,137 lbs.
                Gross (Loaded)................................2,937 lbs.
Maximum Approved Draw Bar Pull
     (Continuous Operation)................................1,200 lbs.
Fuel Tank Capacity...........................................10.5 gals.
Cooling System Capacity...................................11 qts.



The CJ2A marked a noticeable change in the appearance of the Jeep.  The MB had recessed headlights and nine-slot grilles.  The CJ2A had larger headlights flush-mounted in a seven-slot grille.  It used and outside fuel filler rather than the earlier under seat setup.  Unlike the MBs, the CJs used a tailgate and had "Willys" embossed on the hood sides and windshield frame. The T-84 transmission, which was considered weak, was replaced by the stronger T-90.  The axles were equipped with 5.38 gears in a similar 23-2 full floating axle.  Willys revive the column shift for the CJ2A.  But it was still powered by the reliable 134 cubic inch, 60 horsepower "Go-Devil" engine.

The CJ2A evolved rapidly and many changes were made in 1945 and 1946.  Color options were limited in 1945 and the first half of 1946:  Harvest Tan or Pasture Green.  For the rest of the CJ2A's production life, there were seven additional colors:  Harvard Red, Michigan Yellow, Princeton Black, Picket Grey, Luzon Red, Normandy Blue and Olive Drab.  Emerald Green was also available in 1948.  The headlight trim rings, which were body-color, (Harvest Tan or Pasture Green) became chrome with CJ2A s/n 38687 in 1946.



The earlier CJ2As had column shifts -- "Three on the Tree" -- until it was changed to the floor shift on s/n 38221.   The Model 18 transfer case was upgraded, in early 1946, to include a larger intermediate shaft and a 2.43 low range rather than the 1.91 of the war jeeps.  The full floating 23-2 axle was replaced by a semi-floating Model 41, which was nearly as strong as the 23-2.  



The Go Devil Engine stayed pretty much the same, but was without the military air cleaner, charging system, and carburetor.  The radiator, fan, and shroud were upgraded to allow the engine to run cooler at low speeds.  By the end of 1946 however, there was a new crankshaft with bolt on counter weights, a slightly modified cylinder head, and a new gear driven camshaft.  The clutch was also replaced with a larger one.  

Engine "Go-Devil" L-Head
Number of cylinders........................................4
Bore...............................................................3 1/8"  
Stroke............................................................4 3/8"  
Piston Displacement........................................134.2 cu. in.  
Compression Ratio..........................................6.48 to 1
Horsepower -- SAE........................................15.6
Horsepower (actual @ 4,000 RPM)................60
Torque (max. @ 2,000 RPM).........................105 Lbs. Ft.

Extra equipment for the new civilian Jeep, now called the "Universal Jeep" (or later, the "Jeep Universal") was a King-Seeley governor, Monarch governor, rear PTO, front PTO, pulley drive (front and rear), canvas body enclosure ("top"), metal body enclosure, capstan winch, 265-pound front bumper weight to equalize the load on the wheels, heavy-duty springs, and pintle hooks.  The PTO could power a large assortment of equipment including the capstan winch, hydraulic lift, mower, bailers, generators, welders, cultivators, plows, field cutter, harvesters, grain separators, saws, post-hole augers, and other farm and industrial gear.  According to an early brochure, the Jeep could "pull a 5,500 pound load on the highway at a good speed."  Much was made in the early advertising about the versatility of the "four vehicles in one" Jeep.  "Now it's a Truck... Now it's a Tractor... Now it's a Runabout... Now it's a Mobile Power Unit"



214,760 Willys CJ2As were produced between 1945 and 1949.  It was produced concurrently with the model CJ3A in 1949, but at a much reduced pace.  Only 2,182 CJ2As were produced that year -- about one tenth of the CJ3A production in 1949.

CJ2A Production Numbers

1945           1,824
1946         71,554
1947         65,078
1948         74,122
1949     2,182



Hutch

[RioGrande95]

If they still sold PTO mower decks for my Jeep, I think I would have to buy one.  Of course I'd have to then buy a lawn to go with it

[hutchman]

The CJ-3A Universal Jeep

The Universal Jeep CJ-3A was launched in the fall of 1948 as a direct descendant of the CJ-2A.  The 3A appears to differ from the 2A only by its one piece windshield, but there were other more subtle differences.  Willys-Overland had moved the driver seat further back on the 2A to accommodate larger framed farmers, as well as more fit GI's, they  moved it even farther back with the 3A.



It appears that Willys-Overland was directing its marketing efforts for the new 3A in the agricultural arena.  CJ-3A advertising appeared in farm journals of the time.  There were few, if any, ads for the Universal Jeep in mainstream press.  W-O appeared to have been pushing its trucks and station wagons much heavier in these venues.  The CJ-3A had dash-mounted info plates with their pictures of farm and industry side by side, indicating the markets in which W-O was hoping for sales. It's interesting the note that the CJ-2A saw lots of mainstream advertising, but by the time the CJ-3A hit the market, Willys was more focused on selling their "civilized" models.  



Why was a new model CJ needed?  Slumping sales of the 2A in 1947 had perhaps caused Willys-Overland to look for a "new" model because the initial postwar hype for a new "civilian jeep" had decreased considerably, at least in terms of appeal to the broad public. W-O, despite its sales of jeeps during the war years, was still a lean corporation. It did not have the assets to compete in the emerging postwar passenger car market like Ford and GM.

Willys had produced the "Americar" before the war which had sold fairly well.  It had successfully launched itself back into the pick-up market and sales of the first all-metal Station Wagon were going well. But sales figures show that the market for the CJ was not expanding. So it is not too surprising, considering also the utilitarian nature of the Jeep CJ, that redesign was held to a minimum.

One of the postwar developments at W-O prior to the debut of the CJ-3A was the consolidation of the production of major parts. Prior to the war, Willys had been, like most of the other smaller auto manufacturers, primarily an assembler of parts purchased elsewhere. But the purchase of the Wilson Foundry allowed for in-house casting of motor blocks. The body fabrication was also brought in-house by acquisition of the die sets, presses, and other related machinery to allow production of bodies and frames.

Willys-Overland and the US Military had been working on several improved jeeps since before the end of the war.  The Military was apparently undecided on what they wanted so WO launched its own civilian version first.
 
Description
The CJ-3A was produced from 1948 through 1953.

Production from the CJ2A overlapped the introduction of the new CJ3A. The most visible difference between the two is the windshield, which had a one-piece glass and an air vent located beneath the glass. Dual windshield wipers were mounted at the bottom of the windshield frame. In 1951, Willys offered a chassis only version and a Farm Jeep with standard PTO (power-take-off). Over 300,000 CJ3As were produced. Base price in 1949 was $1270.



Despite the CJ-3A's already universal capabilities, Willys marketed a new "low-priced 'Jeep' tractor with the famous, 4-cylinder 'Jeep' engine, offers advantages found in no other tractor.  With 4-wheel drive, it has the extra tractive power needed on loose or slippery soil.  The 'Jeep' Tractor comes equipped with hydraulic lift and is highly efficient with either 3-point hitch implements or standard pull implements.  In low range it pulls steadily at tractor speeds and has high-range speeds that save time getting to fields and make it useful for many farm jobs."

The 134 cubic inch 4 cylinder L head "Go Devil" engine produced 60 horsepower @ 4000 rpm and 105 ft. lb. torque @ 2000 rpm.



T90 3 speed manual transmissions and Dana Model 18 transfer cases were used. Front axle was Dana Model 25 and rear axle was upgraded to Dana Model 44.

Useful measurements:

80" wheelbase
130" overall length and 69" wide
27" windshield height
6" hood height

Production Information

YEAR   BODY               MODEL           START      END       UNITS
1949       CJ-3A                                10001      37749     27749
1950       CJ-3A                                37750      63784     26034
1951       CJ-3A               451 GB1     10001      54158     44158
1952       CJ-3A               452 GB1     10001      38652     29652
              CJ-3A STCH      452 GA1     10001      10013           13
1953       CJ-3A               453 GB1     10001      20617    10617

Serial numbers are located on the left front of the frame and on the back of the bumper. The engine number was located at the front of the engine block on the water pump boss.



Changes in the CJ-3A

Modifications to the body tub, as mentioned above were for more head room and room for more “girth� behind the wheel.

At a glance the major difference is the windshield frame, which was simplified with the wipers at the bottom, and made taller for more headroom.  The CJ-2A windshield frame is constructed with a round tubing framework. The upper corners of the frame are square. The CJ-3A windshield frame is constructed from rectangular tubing and the upper corners are rounded. The CJ-3A also has a vent in the panel below the glass.

The CJ-3A advertised increased space for the driver compared to the 2A. This was accomplished by shortening the rear wheelwell and moving the driver’s seat rearward. The length of the 3A wheelwell from the top front edge to the rear of the body is 32". The length of the 2A wheelwell is 34". This entailed moving the wheel wells back and a consequential shortening of the rear deck.

Other modifications came along with production. The first 3A's came out with the 42-2 rear axle, a continuation of the development of the late 2A. In the spring of 1951 the rear axle was changed to the 44-2, which has a history of its own.

And the suspension was beefed up a bit, perhaps in answer to calls from the agricultural community who by now had a wide array of implements to choose from, designed to be mounted on and operated by a Jeep CJ.
The 3A continued in production into early 1953, overlapping the introduction of the 3B by several months.  Total production was approximately 130,000, less than either the 2A or 3B, which largely accounts for the 3A's relative scarcity.

The M38 and CJ-V35/U

The M38 is the military version of the CJ-3A.  Another close relative is the rarer Navy specified, CJ-V35/U.



Willy's again produced a new Jeep for the US military in 1950 for the Korean War. Initially referred to as MC, it later became know as M38. The M38 very closely resembled the CJ3A. It had a one-piece windshield glass and the wipers were mounted on the bottom of the windshield frame. Headlamps had protective guards and driving lights were blackout military type. The frame and suspension were stronger than the CJ3A and it used a 24-volt electrical system. Other military requirements further separated it from the CJ3A. They saw combat in Korea, but production was low at 61,423 units from 1950-52. An export version was built from 1953 to 1955 for foreign military forces.

The 134 cubic inch 4 cylinder L head "Go Devil" engine produced 60 horsepower @ 4000 rpm and 105 ft. lb. torque @ 2000 rpm. T90 3 speed manual transmissions and Dana Model 18 transfer cases were used. Front axle was Dana Model 25 and rear axle was upgraded to Dana Model 44.

Useful measurements:

80" wheelbase
130" overall length and 69" wide
27" windshield height
6" hood height

The CJ-V35/U was developed for the US Navy and is one of the rarest of Jeeps.  On February 1, 1950 the contract was approved for 1,000 units “especially adapted for general reconnaissance or command communicationsâ€Â� and “constructed for short period underwater operation such as encountered in landing and fording operations."   The Navy wanted a waterproofed radio jeep.  This contract was the first Jeep contract after World War II and the only Jeep purchased by the U.S. Government between World War II and the Korean Conflict.  The Navy designation for this vehicle was: Truck ¼ - ton 4X4 V-35/U (the /U stands for underwater) ‘for general radio use.



Production began in March 1950 and the total of 1,000 units was completed by June 1950.  Engine serial numbers have the prefix letter 'V' and start with number 10001 and chassis numbers have the prefix CJ-V35 and, also started with number 10001 ending with number 11000.  The entire contract was intended for use by the United States Marine Corps.  

From the outside the CJ-V35/U looked like a 3A, with the following exceptions:

Wheels are MB-style, combat rims.
Headlamps have deep protective bezels.
Tow hooks are provided on the front frame extensions.
Lifting rings are provided front and rear.
A cut-out is provided in the right-hand hood side for the intake snorkel.
Radio antenna mounting bracket is provided on the left rear corner.
Ignition switch is the MB-style combat toggle.
Lighting switch is similar to the MB-style rotary switch.
A late MB-style stamped pintle hook is provided.
An MB-style trailer socket is provided.
An auxiliary generator is provided between the two front seats.
There are identifying data plates on the dash and firewall.

Under the hood, however, it looks more like an M38, with the fully waterproofed ignition and charging system and the pressurization system for the transmission, transfer case, and fuel tank.  The main difference is that the M38 has two, 12-volt batteries, while the V-35 has only one 6-volt battery.   The distributor is a waterproofed Bendix-Scintilla type, which is quite different from the later M-series unit.

There is that no black-out lighting.  The light switch, similar in appearance to the MB rotary style, has only three positions: ‘park’, ‘off’, and ‘drive.’  There are two seven-inch headlamps, two civilian style parking lamps, and only one combination stop and tail lamp, mounted on the left hand rear.

All came equipped with a 12-volt auxiliary generator, driven by a V-belt from a power take-off mounted on the rear of the transfer case.  The auxiliary generator was mounted in a metal 'dog-house' between the two front seats.  Two battery boxes were mounted immediately behind each front seat and held two 6-volt batteries, providing power for the radios.  A waterproofed radio cabinet was mounted across the rear of the vehicle.

The Dispatcher Jeeps

DJ-3A (1955-1965)

I am including this discussion of the DJ-3A because of the obvious relationship to the CJ-3A, even though it was not produced until 1955, two years after the last 3A was produced.  

The two-wheel drive Willys DJ-3A "Dispatcher" has a lot in common with the CJ-3A.  It was an inexpensive Jeep whose design was largely an efficient, practical recycling of existing tooling and technology. And it is largely unknown today in North America; people are always trying to figure out what this Jeep is.

The DJ made its debut in 1955, advertised both as a convertible recreational vehicle and as America's Lowest Priced Delivery Vehicle. Designed around the body style and L-134 engine of the CJ-3A, the Dispatcher was the first Jeep since the early CJ-2A to have a steering column-mounted gearshift. Another distinguishing characteristic was the 4-bolt wheels, hidden by hubcaps.


 
In 1959 it was offered in the “Surrey Galaâ€Â� version, but it had more success as a no-nonsense working vehicle.  





The 1960 Dispatcher in this photo was used by Continental Airlines for towing luggage wagons at the old Denver airport. It was in service as late as 1990 based on the vehicle permit on the windshield, but still has the original L-head engine.



Airlines also used Dispatchers as mobile airport loading ramps, with the right rear quarter cut diagonally to carry the sloping ramp.