Digital Magazine #7

DIGITAL MAGAZINE

THE JEEP® STORY 1 THE FIRST ORDER

THE JEEP® brand 6 THE SUCCESS OF THE CJ-5

Eaglemoss Inc. Build the WIllys MB Jeep® Design Manager: Caroline Grimshaw 315 West 36th Street is available by monthly subscription. New York, NY 10018 www.build-willysjeep.com Packaged by: Milanoedit srl, www.milanoedit.com Eaglemoss Ltd., US CUSTOMER SERVICE Premier Place, For questions about the collection, Researcher/writer: Roberto Bruciamonti 2 & A Half Devonshire Square, replacements and substitutions, London, EC2M 4UJ, UK or to cancel, pause or modify Photography credits: © NARA (pp.1, 2, 3, 4), your subscription, please call © Bruciamonti (p.5), 144 Avenue Charles de Gaulle, our US Customer Service team © FCA (p.6, 7, 8, 9) 92200 NEUILLY-SUR-SEINE, at 800-261-6898, or email us at France [email protected]

Jeep, the Jeep grille and related logos, vehicle model names and trade dress are trademarks of FCA US LLC and used under license by Premium & Collectibles Trading Co ltd. ©2021 FCA US LLC. THE JEEP® STORY THE FIRST ORDER

THE FIRST ORDER ▲ A formation of Willys MAs parade The first pre-series vehicles were delivered along San Francisco Bay in front of the Golden Gate Bridge, opened despite a number of initial problems. just a few years before.

he first 1,500 new quarter-ton vehicles until March. They then produced vehicles at from Bantam, Ford, and Willys, ordered a rate of 20 per day for a short while, before Taround the middle of December 1940, eventually ramping up to full capacity with were due to be delivered by the spring 65 BRCs per day coming off the production of 1941. Ford was the first of the three car line. Willys, who much like Ford and Bantam producers to deliver vehicles to the US Army, was having to deal with strike-induced delays, despite union unrest and strikes by suppliers was also busy trying to get the weight of their and employees (at the time the US still wasn’t model (now called the “MA”) down to within at war, so union activities continued as usual). the limits set by the army. They completed their first delivery of GPs as The weight issue was very important – not early as February 1941. Bantam didn’t manage solving it would surely have resulted in them to deliver their first consignment of vehicles not winning the contract. Indeed, although

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A Willys MA being used during an exercise at the Desert Training Center in Indio, California.

the limit was gradually increased from the and the 9N on Ford’s GP, and therefore right initial – and near-impossible – 1,200 lb from the outset the entire structure of the MA (544 kg) to a more achievable 2,160 lb had to be sized accordingly. (980 kg), it still represented a significant Whilst prior to producing the 1,500 challenge for Willys. This was particularly vehicles Ford and Bantam only had to

so since the engine of the future Jeep® , contend with modifying a number of details the excellent “Go to bring their 4x4s into Devil” with its 2.2-liter line with the military’s cubic capacity and The excellent “Go Devil” requirements, Willys had cast-iron structure, weighed a good 100 lb (45 kg) to fight all the way down weighed a good 100 lb to the very last gram to (45 kg) more than its more than its competitors. bring the weight under competitors – the entire the stipulated limits. vehicle weighed in at 500 lb (227 kg) over the Screws were shortened, bolts were made stipulated limit. Clearly the “Go Devil” was lighter, and they even decided to use only one more powerful and boasted more engine coat of paint, but despite all this, the weight torque than both Bantam’s Continental BY112 of the MA was so borderline with respect to

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the specifications that it gave rise to a number in at 2,026 lb (919 kg) and with its 45 bhp of amusing anecdotes. For example, it was Continental engine, couldn’t go any faster rumored that Willys asked the US Army to than 64 mph (103 km/h) and took 16 seconds weigh the MAs as soon as they received them to reach 48 mph (77 km/h) from a standing – they were worried start. Despite sorting that, if a few hours were the engine problems allowed to pass, dust The MA could reach that beset the Pygmy might collect on the a maximum speed of about prototypes, the Ford vehicle and risk sending GP was even slower. It it over the maximum 74 mph (119 km/h). weighed 2,150 lb (975 kg), stipulated weight of just a little less than the 2,160 lb (980 kg). MA, but with its 46 bhp it could only reach

In any case, deliveries of the initial Jeep® 59 mph (95 km/h), and needed 19 seconds MAs, weighing in at 2,160 lb (980 kg), started to hit 48 mph (77 km/h). arriving with the US Army from the end of June Each of the 1,500 pre-series vehicles 1941. The Bantam BRCs and Ford GPs weren’t underwent further technical trials, while also that far away from the maximum weight limit being used in the field by the units they were themselves, but their engines were in the order of 15 bhp and 20 lb/ft of engine torque inferior with respect to that of the Toledo vehicle. This meant that the MA could reach a maximum speed of about 74 mph (119 km/h) and was able to hit 48 mph (77 km/h) in just over 14 seconds. In comparison, the Bantam BRC, weighing

▶ Of the three pre-series models presented by Bantam, Ford, and Willys, it was the Willys MA that came out on top.

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assigned to. The result was that, not even a vehicles. However, production of vehicles month after the first Willys were delivered from the other car manufacturers continued, to the US Army, the Toledo producer was with 4,458 Ford GPs and 2,605 Bantam BRCs officially requested to produce 16,000 of a being produced to satisfy orders from abroad. further improved model, which was to be Furthermore, many Ford GPs and Bantam called the “MB”. Willys chose MA to mean BRCs that were in service were withdrawn “model A” of the “Military” contract, so its and made available to allies of the US. Many evolution could be nothing other than the also remained in service with the units until it “model B”, hence the was possible to replace

Jeep® MB. them with Jeep® MBs, Since Willys delivered Its evolution could be nothing at which point they were their MAs later than other than the “model B”, withdrawn and sold as their two rivals, many surplus.

of them were still hence the Jeep® MB. Returning to the order virtually new at the end for 16,000 quarter-ton, of October 1941. This 4x4 trucks – which was was when the Lend-Lease Act agreements submitted to the Toledo (Ohio) car manufacturer started coming into force, for which President by the US War Department on July 23rd, 1941 Franklin D. Roosevelt had obtained approval – it undoubtedly caused a lot of upset and from Congress on March 11th, 1941. For this animosity at Bantam and Ford. However, given reason, many of the 1,500 MAs that were the circumstances, a close analysis of the facts supplied as part of the US Army contract were from a purely technical standpoint would also given to Great Britain or the USSR, meaning suggest that the chosen solution was the best production of the MAs could stop at 1,550 one available.

Despite the fact that the weight of the vehicles was almost double the original stipulation, their technical qualities and agility were still remarkable

(as demonstrated in this photo by a Jeep® MB).

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◀ The body of the Ford GP was the one that most closely aligned with the US Army’s stipulations.

both the Willys and the Bantam vehicles. But the agility of the GP didn’t match that of its rivals, and bringing it up to the required standard would have required an engine of the power, torque, and weight From a military perspective, none of comparable to that used in the MA. It would the three was perfect. The BRCs were have meant an extensive redesign of the the closest to fully meeting the Army’s vehicle and subsequent retesting, a process stipulated requirements, and due to their which would have required many months. lower weight they were also the most agile; The Willys MA, on the other hand, however, their power left a bit to be desired. required no work on the engine or chassis. In addition, given the expected necessary Implementing a few necessary modifications production levels, Bantam was a relatively to its body, and adding a number of small manufacturer. Even the possibility of characteristics to incorporate the best features a partnership with Checker from Kalamazoo offered by its rivals, needed just a short (Michigan) would have period of time, with called for significant no retooling and only investment in equipment The agility of the GP minimal effort required. and machinery and didn’t match that Once the price of the resulted in many months Willys vehicle was then of delivery delays. of its rivals. factored in, at US$738.74 Placing the order per unit, US$40 less than with Ford, whose production facilities were Bantam and US$34 less than Ford, the reason sufficiently adequate to immediately satisfy for choosing Willys started to become clear. an even bigger order than that which was The most significant modifications required assigned to Willys, would have solved many were actually limited to moving the position problems. Furthermore, the Ford GP’s body, of the gearshift and to changing the front, designed internally by Ford based on purely as well as several other parts of the body, functional criteria, was considered to be to better align with the design developed more in line with the military’s needs than by Ford.

5 THE JEEP® BRAND THE SUCCESS OF THE CJ-5

THE SUCCESS OF THE CJ-5 ▲ Derived from the The civilian CJ-5 marked the launch of a new, military M38A1 model, the new CJ-5 enjoyed successful Jeep® series. enormous success.

espite the military’s initial opposition Thanks to the body’s curved lines, the to developing a civilian variant of vehicle had a more elegant, less martial look Dthe M38A1, Willys-Overland started with respect to the other Willys models, whilst researching a new 4x4 based on the at the same time maintaining the brand’s knowledge and experience gained with characteristic style. The new design created a this model prior to the launch of the CJ-3B. larger passenger compartment (4 sq ft/0.37 Compared to this latter vehicle, thanks to a new sq m more than the CJ-3B), offering greater body which was developed in collaboration space for passengers and baggage. It also

with the military authorities, the new Jeep® – came with a folding roof and side panels which was to become the CJ-5 (or the CJ-6 capable of offering passengers excellent in the long wheelbase version) – boasted a protection from the elements. The new number of notable innovations, particularly for chassis, with its 81 in (206 cm) wheelbase a vehicle intended for the civilian market. (101 in/256 cm for the CJ-6), offered

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improved driving comfort, more powerful of a new series which included the CJ-6 (long braking thanks to the four 9 in drums and the wheelbase variant) and its successor, the CJ-7 modern Bendix braking system, improved (chassis with a medium-length wheelbase of road holding and – thanks to the 70 bhp F4- 93.5 in/237 cm), and the series remained in 134 engine – better performance both on and production until the mid-1980s. It wasn’t until off-road. Naturally, with respect to the M38A1 January 1986 that the last CJ-7 came off the military version (or the M170 if it had a long production line (and they continued to be wheelbase), the chassis sold throughout that had been modified and year), making room in The new Jeep® CJ-5 was a number of features the product range for

had been removed. The launched on the market the Jeep® Wrangler YJ engine, whilst being in September 1954, and it was only in 1987. In 1986, mechanically identical, the CJ-7 was priced at was cheaper since it an immediate success. US$7,500 each, whilst in wasn’t designed to 1987 the new Wranglers function when completely submerged cost US$8,396. in water. The electrics were not watertight Over the more than 30 years that it either, thus making it a much more remained in production, the last CJ series affordable vehicle. became an icon of the American way of

The new Jeep® CJ-5 was launched on life. It started out as a work vehicle, but the market in September 1954 and it was an soon became more elegant, faster, and immediate success. At US$1,476, it was only more extravagant, eventually ending up US$99 more expensive than the CJ-3B (which as a genuine status symbol. Just like its was still in production). The CJ-5 was the first predecessor, the MB, this vehicle transformed

The controls on the CJ-5 had been simplified with respect to the previous military M38A1 model. For example, there was no control knob for pressurizing the drivetrain when traveling through water.

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▶ An old advertizing brochure highlights the vehicle’s excellent performance and the possibility of using it for non-work related purposes.

the Jeep® brand into a household name – the embodiment of the off- road vehicle. The CJ-5 Renegade represented the materialization of a recreational off-road vehicle, a yardstick for all dynamic, stylish compact 4x4s to live up to. Its evolution was a long process, starting towards the end of the 1950s, when the solid performance offered by the dependable “Hurricane” engine was no longer completely meeting the needs of a section of the customer base. Furthermore, a number of the accessories that had been added to the commercial two-wheel drive

Jeep® vehicles that were being driven around town – like the chrome- outskirts of New York. Within this park there plated bumpers and hubcaps – were starting was a golf club, and legend has it that it was to catch the eye of CJ-5 and CJ-6 drivers as in this club that the owner’s son, Griswold well. So alongside the catalog listings that Lorillard, wore a tuxedo for the first time in included hydraulic lifts, the United States. The snowplows, hoists, and Its evolution was a long name was chosen by power take-offs, the list Jeep® because at the of available optionals process, starting towards beginning of the 1960s

for these Jeep® vehicles one of the company’s started to include a the end of the 1950s. big depots was located number of somewhat in West Nyack (Rockland more frivolous accessories. County, New York), and the photos of the A very important step in this evolution was initial models with this set-up were taken in the “Tuxedo Park” package of accessories, that very park. The park boasted a number which took its name from a park on the of elegant buildings, one of which was the

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historic golf club – hence why back in Toledo whilst the CJ-6 prefix was 8422. The Tuxedo they felt this name was particularly evocative. Parks of the previous series were only The package of options included, among conversions, hence why their VINs had other things, chrome-plated bumpers, the same prefix as the CJ-5s and CJ-6s new seat covers, chrome-plated hood and that were part of the standard production door hinges, special hubcaps, cabriolet- during that period. style folding roof, and many more, but no In addition to the rich assortment of technical modifications were ever made to the chrome-plated details of the previous Tuxedo CJ. The package was versions, the IV had available both for the a dedicated steering CJ-5 and the CJ-6, and “The most functional wheel, vinyl seats and was offered from 1961 fun car on the fender-cover cushions through to 1963 under with a nappa leather the names of Tuxedo automotive market.” finish and exposed Park I, II, and III. seams, and the gearshift These special versions attracted a lot of had been moved onto the steering column.

interest, so in 1964 Kaiser Jeep® introduced The CJ-5 and CJ-6 Tuxedos remained in a specific Tuxedo Park IV version to the production until 1966 and approximately

line-up. This was a special product line with 1,500 vehicles were produced. Kaiser Jeep® “dedicated” identification numbers: the advertized them as “a new idea for the sports VINs (Vehicle Identification Numbers) for the car sector, the most functional fun car on the

Jeep® CJ-5 Tuxedos were prefixed with 8322, automotive market”. A more powerful version,

The “Renegade” version of the CJ-5 was introduced as part of a market test in 1970. In just a few years it

became a genuine Jeep® icon.

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with a “Dauntless” V6 engine (3.8 liters and the Renegade underwent a series of regular 160 bhp) and four-gear transmission, later updates. In 1972, it was simply called the became available. Renegade, a name it kept until 1986, the year

This experience helped to pave the way the Jeep® CJ-7 ceased being produced. This for what was to become, at the end of the name wasn’t used for the following models,

1960s, one of the most iconic Jeep® models but it reappeared in the early 1990s when ever built – the CJ-5 Renegade. This vehicle it was used for a particularly “souped-up” was introduced as part of a market test in version of the Wrangler YJ and, after the

1970, around the time that Kaiser Jeep® arrival of FCA, for a specific model built on became part of AMC, in the wake of the the Small Wide 4×4 FCA platform. success enjoyed by a more powerful version of the

CJ, the Jeep® 462. During that period, many movies WILLYS JEEP® CJ-5 KEY SPECS celebrated the myth of the American frontier, so changing the rather sterile BUILT: 1954–1983 name “462” to the more evocative “Renegade” MANUFACTURERS: Willys Motors Inc.; seemed like a good idea. Industrias Kaiser Argentina; Only a limited number of the Ford Jeep® Brazil; Renegade I was produced Jeep® Mediterranea SA; (250), but it immediately Jeep® Shahbaz; became highly desirable. Kehowa; Nekaf In 1971, 600 Renegade II NET WEIGHT: 2,274 lb (1,031 kg) vehicles were sold, sporting GROSS WEIGHT: 3,750 lb (1,700 kg) a 160 bhp V6 engine, new color selections, dedicated DIMENSIONS: 138.2 in (351 cm) adhesive strips, and special x 68.5 in (174 cm) alloy wheels. Its mechanical MAXIMUM SPEED: 60 mph (97 km/h) features and breezy look FUEL CAPACITY: 10.5 gal (40 l) soon led to this model becoming an icon among RANGE: 175 miles (280 km) off-road enthusiasts. BASE ENGINE: Willys F-134 4-cylinder When the Jeep® brand 134 cid (2.2 l) “Hurricane” was definitively brought POWER: 72 bhp at 4,000 rpm under the AMC banner, new 3.8- and 5-liter engines TORQUE: 114 lb/ft (15,7 kgm-154 Nm) became available (to at 2,000 rpm accommodate them the WHEELBASE: 81 in (203.2 cm); wheelbase was increased 83.5 in (212 cm) from 1972 by 3.5 in/9 cm), making it TRANSMISSION: the brand’s most desirable 3-speed x 2 speed transfer model. Over the years,

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