(first posted 2/20/2017. Note: this is a CJ2A painted in MB military dress) The Book of Genesis says that In the beginning, God created the heavens and the earth. There are many who dispute this account, but pretty much nobody disputes that however it came about, there had to be a beginning. And so it is with most vehicles. There are sometimes different versions of “the beginning”, but a beginning there certainly was. This Willys Jeep MB may not be the undisputed beginning of Jeep, but it is certainly a contender for the title. Jeep’s beginnings are a little muddy, which is probably fitting for a vehicle that would become known for its ability to get down into the mud and back out again.
U. S. light military vehicles had been a haphazard mishmash through the 1930s. The American military’s need for a simple, nimble vehicle to transport a soldier or three quickly from one place to another had been fulfilled mostly by motorcycles (with or without sidecars) and even a few ancient Ford Model Ts leftover from World War I. By early 1940, the military saw the need for modernization in this area and solicited proposals for a light vehicle suitable for reconnaissance work.
War was already underway in Europe and the government’s specs were demanding. It was bad enough that requirements included 4 wheel drive, strong power, small dimensions and an upper weight limit of 1,300 pounds. But the worst part was that manufacturers had 11 days to submit a bid, 49 days to submit a prototype and 75 days to have seventy vehicles available for testing.
The Bantam Blitz Buggy
Three companies submitted proposals. The American Bantam company was the first with an on-time prototype, a feat that won it the initial contract over the low bidder, Willys-Overland. The vehicle which American Bantam called Blitz Buggy (but better known since as Old Number One) became the template for what would eventually become known only as Jeep.
The Ford Pygmy
W-O and Ford had prototypes and test units built as well. The Willys Quad and Ford Pygmy joined the Bantam Blitz Buggy as three differing approaches to military spec and orders of 1,500 units were given to each of the three companies for field tests. These tests led to production of the Bantam BRC 40. Because Bantam could not churn vehicles out at the needed rate, contracts were also awarded to Willys and Ford for their own variations, the Willys MA (Military Model A) and the Ford GP.
The Willys-Overland Jeep MA
By mid 1941, only a year after the original request for bids, the decision was made by the government to standardize design. Willys-Overland’s version won out, mostly because the grunt of its 60 horsepower “Go Devil” engine was popular with troops. Ford’s Pygmy had featured a massaged version of the Ford 9N tractor engine that barely met the 40 horsepower minimum spec, while Bantam used a Continental-sourced plant of similar output. Bantam and Ford features that had been improvements over the Willys MA were incorporated into what would become the MB, which we see here. Ford would soon build a version of the MB (which it called GPW, with W referring to the Willys license) in order for the military to get the numbers needed once the US became committed to the war.
That Willys Go Devil engine was a 134 cubic inch (2.2 L) inline four that was a hoary old thing even in 1941, but which had a heck of a pedigree. The engine went back to the 1926 Whippet, Willys’ attempt to compete with the low cost Model T. By 1938, the engine was good for an output of 48 horsepower, but was known for high wear and oil consumption.
Automotive history has recorded the deeds of many talented engineers, and few of them were more talented in his era than Delmar G. (“Barney”) Roos. Roos had been Studebaker’s Chief Engineer from 1926 to 1936, an era noted for Studebaker’s renowned President straight eight, as well as the company’s early 1930s runs at Indianapolis. After a brief time overseas with Rootes of England, Roos returned to become the Chief Engineer at Willys-Overland. Special-Interest Autos magazine did a very nice piece about him many years ago.
Roos thoroughly updated the old Whippet powerplant with such things as modern insert bearings, aluminum pistons and a new crankshaft. Its 60 bhp at 4,000 rpm made it the hot rod in the world of flathead fours, but it was the engine’s 105 ft. lbs of torque at 2,000 rpm that made it so good at what it would become so famous for doing. And when it was time to improve the Go Devil into the equally famous Hurricane F head four, it would again be Barney Roos at the sliderule.
The Jeep MB would become an icon of America to most of the rest of the world by the end of the 1940s. The little vehicle that could go anywhere in practically any conditions and which could withstand almost everything short of a direct hit by an explosive would be prized wherever examples were left as the military retreated back to its more traditional postwar roles.
This particular MB was restored in Navy trim, which was the reason that its longtime owner Bill was interested. Bill had served on the USS Oglethorpe during the Korean conflict and spent a lot of wheeltime in Jeeps just like this one. Unfortunately, Bill has been sidelined from driving recently, which led to a fascinating text message one evening a few months back.
“Would you like to check out a 1948 Jeep with me? It belongs to a patient who invited me to look at it.” I had no idea who this was from, until I realized that the sender was my doctor. I really like my doctor, and one of the things I like about him is that he is a car nut. I am fortunate that we can spend more of my annual physical visit talking cars than having actual medical things done to me. So I did not hesitate to text back that I would love to.
After a few weeks, we met after work and drove to Bill’s house. An accomplished pilot, mechanic and all around good guy, I enjoyed meeting Bill just as much as I enjoyed the chance to check out the Jeep. Bill has enough respect for his machinery that he tries to find ways to give it some exercise from time to time. And when offered the chance to drive it, I happily accepted. More on that later today.
There may be other vehicles in history that had more of an impact on civilization than the Jeep MB (the Ford Model T and Volkswagen Beetle come to mind), but there are not many of them. And this early Jeep may have had more affect on the subsequent history of its maker(s) than anything ever. Most folks today have never heard of American Bantam, and few would argue that the Ford GP had any kind of lingering influence on anything in a blue oval showroom today. A Jeep, however, is still very much a Jeep. Sure, there is not a single part that interchanges between this MB and its progeny of seventy-some years hence. But is there any doubt that the modern Wrangler owes its very existence to this little piece of the Arsenal of Democracy?
In the beginning, Willys-Overland created the Jeep MB. And the entire world saw that it was very, very good.
Great, how cool that people know you as the old car guy. I’ve driven a 1950 Willys Jeep and it is an amazing little peppy thing with that go devil motor.
Nice to see a Navy jeep for a change. During my research on my great uncle’s service on CVL29 Bataan I ran across this photo of CVL25 Cowpens in a typhoon, the deck vehicle which I assume is a jeep is very firmly lashed down because of the roll angle these carriers could (infamously) achieve.
ufb! not only the jeep but the corsairs too. that’s a lot of angle. i know i would be at the head or at the rail. never had any sea legs.
Close, those are Grumman F6F Hellcats.
The Barney Roos piece at SIA is worth the read, really added to my knowledge of things I find fascinating. (Although will likely never even come up if I were a contestant on Jeopardy.) 🙂
This is a real gem, and I’m looking forward to reading more this afternoon.
Growing up, the neighbors next door had a WO Jeep from around 1946 or 1947 – pretty much a WWII jeep, but painted red instead of a military drab color. I sat in a shed, rarely seeing the light of day.
Yet in any inclement weather, this was their go-to vehicle. It always fired up quickly and was ready for whatever was thrown at it.
Sounds like you have a very personable doctor.
Somewhere, I remember reading that the rear axle in current Wranglers dates to 1938. Maybe someone else can enlarge on this (if it is true).
Just guessing here, but given the significant increase in width and track that came with the JK version in 2007, I would doubt that this could be true. But I will defer to any Jeep experts that would like to speak up.
Almost, but not quite. Jeeps from the beginning through today used Dana axles. The first Jeeps (MB and early CJ2) used Spicer axles, which was bought out by Dana. The MB used model 23 rear axles, which were the only full-floating rear axles ever used on the Jeeps. Starting in 1949, the Dana 44 was used in the rear, and the Dana 44 is still used in the rear of the current Wrangler, but obviously with wider axle shafts. So yes, the Dana 44 has been used in the rear of Jeeps since 1949, although not continuously, since for some years AMC used its model 20 axle in the rear.
And various Dana axles have been used in the front of Jeeps since day one. It’s hard to justify changing from a Dana solid axle, since their well proven, although hard core off-roaders commonly upgrade to Dana 60s.
This kind of article is why I love CC. This isn’t a theoretical analysis of the Jeep, and the car isn’t some example from a museum. It’s a real car that was used as intended by a real and interesting person. Now we get to read about it, and learn from the knowledge of Drivers and owners who have actual experience with them. Great stuff.
+1- nothing else I could add.
What a great story, in so many ways. I’ve had a deep affinity with the military Jeep since when I was a wee kid in Austria, having been exposed to ex-WW2 Jeeps handed over to the Austrian Army. I loved the sound of the husky four when accelerating, and I soon “became” a Jeep on our hikes, endlessly shifting and with lots of engine sounds. My family probably hates Jeeps to this day.
One of the partners in a repair shop at the end of our street had a wartime Jeep he restored, he competed in 4WD events with with great success wining the under 3 litre title two years running it would go anywhere except on a hillside that was the let down of the Jeep it was a flatland vehicle.
Re the “buy a part for our Jeep” poster, to promote sales of war bonds, the idea was promoted to “buy” a complete Jeep, or other vehicle, for the war effort. A price list was published showing you could “buy” a Jeep for, iirc, $900. Topping the list was something like $375,000 for a B-17. Heard a talk at the local warbird museum about this program last fall, from the author of a book about her search for the fate of a B-17 that had been “bought” by the students of a High School in Grand Rapids.
Auburn Automobile’s Connersville Indiana plant survived Auburn’s bankruptcy as Central Manufacturing. Willys first contracted with Central for Jeep body tubs in early 1941. Central continued to provide Jeep tubs to Willys and, starting in 43, Ford. After the war, Central continued to provide Jeep bodies to Willys into 1948. Here’s the story from Coachbuilt.
http://www.coachbuilt.com/bui/c/central/central.htm
Wow, you turned up a great Indiana connection to today’s Jeep that I had totally missed. Thanks for that link, Central is indeed a fascinating story.
Other materiel prices: M4 tank $33K; P-38 $125K; P-51 $50K. Costs dropped, like the Model T, as production efficiencies increased.
I heard that the longest-lasting historical B-17s are those from Lockheed-Vega, because they were built at a facility used to commercial standards (i.e., airliners had to last longer than combat planes, which were often overloaded as well).
Early civilian Jeeps have an “ACM” number as well as a Willys serial number/VIN. The CJ2A serial numbers started at 10001, and the ACM numbers started at 1. They do not match up exactly, but are roughly 10,000 numbers apart, all through the early production. The ACM number can be found stamped on the left side, on the reinforcement structure that ties the body to the frame, just forward of the firewall. An original tailgate, which is removable, also carries the same ACM number along the right side vertical edge.
The military is thinking about making the Jeep again:
http://www.foxnews.com/tech/2016/07/22/75-years-after-it-was-first-deployed-will-us-army-bring-back-jeep.html
Fantastic write-up and drive along in the later post!
It would seem a bit terrifying to ride in one of these at any advanced speed when you are used to…….doors……..seat belts……..and a suspension not prone to ejecting you out of the vehicle!
Pretty amazing what the armed forces had to make due with in the past when you look at the Hummer and its announced successor………
Great article! My school when I was a kid had a MB Jeep as their runabout for the custodians and bus barn guys. The head custodian Mr. Lemon, also a WW1 vet, used to hook a pipe up to the jeep’s exhaust to gas the gophers.
We’d all stand around and ooo and awww while he sent the gophers to their reward.
It had giant wooden knobs on the shifters that he’d made. Hilariously big. No idea why, never asked because we were all terrified of him.
Nice article and good details to round it out .
.
-Nate
I was in Provence last summer and while out walking on a country road a WWII Jeep came zipping by… still the perfect vehicle for that terrain.
It seems appropriate to add this here:
While the Jeep is popular (and the MB’s looks were never improved upon), some documentaries and articles neglect the logistically far more important N. American heavy truck production.
The amphibious GPA version, like the P-39, was unpopular among the Anglo Allies, but prized by the Soviets for river crossing; it inspired the GAZ-46.
Great little 4x4s except for one detail they roll over very easily no good in hill country a bit of extra width wouldnt have gone astray a lot of soldiers were killed by jeeps falling over.
Well they overcompensated with the HMMV, which is about as wide as a semi.
Yep same as a truck 2.5m wide or 8ft 2ins in the old measure.
The reason it is wide is because the old M151 Jeep had a reputation for roll over problems, although some claim it was fixed in later versions. They wanted to make sure the HMMWV did not have the same problem. Modern service members have to carry a lot more gear than they did in the days of the jeep. They need lots of cargo room. Most of the equipment is heavier too. They have to tow everything from generators to artillery.
https://en.wikipedia.org/wiki/M151_¼-ton_4×4_utility_truck
The early M151s had a swing rear axle arrangement, not unlike that of the Corvair. An already tippy vehicle got extra design impetus to flip at speed.
The gator is probably the closest thing to the Jeep that is commonly used it the military today.
http://olive-drab.com/idphoto/id_photos_m-gator.php
Great article Jim. I learned to drive in one of these, a ’48 we had on the farm. I have many memories of that old jeep growing up. When the motor blew, my brother and I acquired a ohv motor from a later model jeepster, which gave it much more power, but we had to cutout the hood for the carburetor. That motor eventually spun a bearing and my dad sold it. Glad you had a chance to drive this one,
Mark Rutan
One aspect of the original “Go Devil” flathead fours was their low compression (roughly 6.5 to 1), along with the rest of the design, which allowed the engine to run on extremely low quality fuel. While the engines weren’t particularly long-lived, they could run, more or less, on anything reasonably available for fuel.
The Jeep has also changed less in its basic and original specification than just about anything on the road today. The basic layout and specification has withstood the test of time and improvement, to demonstrate that the original way of building a Jeep was fundamentally correct in all major areas.
One nitpick is that this is actually a “militarized” civilian Jeep. MBs halted production in 1945. The lack of a dashboard glovebox and the presence of a tailgate and rear fender fuel filler indicate that this Jeep started life as a CJ. Not that it matters much to most Jeep people, and the MB and CJ grilles are interchangeable. But the original MBs and GPWs have gone way up in value, if they are still mostly original.
Great follow to my CJ2A post from this past weekend and unlike some folks you even got the origin history (mostly) right. Bantam, Ford and Willy’s all delivered prototypes. The MB has almost as much Bantam in it as it has Willys. There is a debate about when the ¼ Ton Truck was first called a Jeep. There is no debate that Willy’s trademarked the name and ran with it.
Willys got the initial standardized contract because the Ordnance Department didn’t believe that Bantam had the resources to ramp enough to fulfill it. Bantam got a consolation contract to for a trailer to be towed by the ¼ ton truck. It turned out they couldn’t even keep up with the demand for that trailer so Willys (and later in the war a whole host of Trailer manufacturers including Freuhaf, Checker & Transportation Equipment Company) got trailer contracts as well. The Bantam trailer was the BT3. Willys called theirs the MBT.
Bill’s Navy painted 1948 is actually a CJ2A. The first CJ2A’s came off the line in Aug 1945 alongside of the last of the MB’s
RE :engine hand cranks
Ealry VW transporters all came with a hand crank and the special pulley nut (“starting dog”) until the 1957 model year .
I used to have a double doors 1957 VW panel truck, it had the never used hand crank under the front seat, some times I wish I’da kept it .
I saved some of the ‘starting dogs’ and put them on my own personal cars engines, those who knew loved seeing them .
Hand cranking an engine is delicate work, you must pull the crank _up_ and never put the handle between your thumb and palm or you risk a broken wrist .
-Nate