On June 27,1940 the Ordnance Technical Committee of the US Government released their final recommendations for a new, lightweight, all terrain military vehicle. The United States was on a path to become involved in World War 2 and in view of the German mechanized capabilities, the need was foreseen to come up with a replacement for the pack mule and horses. Historically, these animals had been used to tote supplies and provide reconnaissance over tough terrain and mountainous areas. Right after the end of WW1, many forward thinkers in the US military began to analyze the technical requirements for a mechanical replacement. By 1940, they had compiled a list of specifications for release to obtain bids for such a vehicle.
These specifications included : four wheel drive, length of 132.5″, height of 69.75, 54 HP, Dana axles, tire size of 6.00 x 16, 6 volt electrical and a fairly comprehensive list of “military character” features including ground clearance and weight of 1300 pounds.
Requests for bids were submitted to 135 manufacturers. The real issues developed when the Army asked for a strict timetable in which to deliver blueprints and a working prototype. This timeline was roughly 2 months and most companies thought this was so totally unrealistic, that they never bid. Most were not even familiar with 4 wheel drive technology and disregarded the proposal.
On the scene came the American Bantam Car Co. of Butler,Pa. This organization was almost bankrupt and had most of its workforce laid off at the time. Their president, Frank Fenn
felt this was an ideal opportunity to save the company. They had done work on a light reconnaissance vehicle in prior years and he wrongfully assumed the Army would contract a vehicle much like their experimental Bantam which had been tested previously. Bantam did need specialized engineering help which they did not have in house to assess these new specifications. Fenn contacted Karl Probst, an engineer of excellent reputation and ability who had his firm in the Detroit area. Able to offer nothing but a contingency fee based on the projects’ success, Fenn and the National Defense Advisory Committee persuaded Probst that Army contracts would be forthcoming if he was successful.
Probst came to work on July 18,1940 and began designing the machine using standard automotive components. He had already spoken with suppliers and had a good idea how he could assemble this prototype.
His blueprints were drawn, submitted and approved by the Army; now it was time to build. With very few modifications from the prints, the Bantam team constructed a vehicle that was ready to test. As anticipated, it was over the specified weight. The military board felt that it should be built anyway and then the contract would be revised to accept the higher weight.
On Monday, Sept.23,1940, the newly constructed vehicle was driven from the Pennsylvania factory to Camp Holabird in Maryland. After much testing on the “torture track” at this camp, the design was approved and released for manufacture.
Now came the reality check for Bantam. Willys Overland and Ford Motors were invited to bid and produce 1500 prototypes. Willys had once held the countrys number 2 position of car manufacturer, right behind Ford. It had the engineering staff and facilities to handle the job.Willys engineer Barney Roos took this project head on and developed many of the features that became standard on the finished product.The Willys motor was deemed the best of any available in terms of horsepower and durability. The Willys team played a huge part in the development of the Jeep.
The military felt that these companies could handle the production volumes much better than Bantam. Willys had been working on a reconnaissance car for sometime and had the best performer in an engine (albeit overweight) while Ford had no research in that field. None the less, Bantam’s blueprints and design work were handed over to both firms with a contract for 1500 units each. Bantam was also given that 1500 unit order. These would be the last units manufactured by them. They were soon deemed uncapable of manufacturing the vehicle as they had to outsource all parts but the body. As a consolation prize of sorts, they were allowed to manufacture trailers. The firm subsequently closed after the war as they continued to make trailers for civilan use.
The next set of tests carried new specifications for the vehicle. Weight: 2100 #, Payload: 800#, Fording 18″ of water, 45 degree angle of approach and of course,many other details.
When all 1500 units had been received from the factory’s, the Army Quartermaster Corp ( along with the Cavalry and several other division representatives) instituted “Service-Test Finals.”
These trials were performed under the scrutiny of many Colonel’s and Major’s who had responsibility for mechanized equipment. After rigorous testing on the grounds at Camp Holabird and across the United States the final consensus was that the Willys model was the most powerful and best performing of the three. Willys was given a contract for 18,600 of the model designated as the MA. Then, Ford was asked to build the same vehicle using standardized parts. This had never been done by two competing manufacturers before. At first, Ford had no interest, but Patriotism was played as the card and Edsel Ford enlisted. When the war orders stopped , Ford had produced the GPW (General Purpose Willys) in a quantity of 278,000 units, but would never produce a “Jeep” again. Willys Model MB carried production figures close to 360,000.
Throughout the years of war manufactured vehicles,Willys-Overland was constantly positioning itself as the sole supplier of all things Jeep. Their vehicles and engine heads were stamped with the word “Willys” and “Jeep” in several locations. They obviously had an eye to the postwar market. The military requested removal of these identifying marks and although Willys complied, it took a lawsuit by the Military in the late 1940′s (they lost) to finally concede the trademark and all rights to the word “Jeep” to the Willys Overland Company.
While the company proceeded to change ownership several times throughout the years, the name “Jeep” has now been around for almost 70 years and is still synonymous with the rugged, hard working, off road vehicle that helped win WW2.
