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Posted on 10/17/2003 3:28:30 AM PDT by snippy_about_it
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 are acknowledged, affirmed and commemorated.
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| Our Mission: The FReeper Foxhole is dedicated to Veterans of our Nation's military forces and to others who are affected in their relationships with Veterans. In the FReeper Foxhole, Veterans or their family members should feel free to address their specific circumstances or whatever issues concern them in an atmosphere of peace, understanding, brotherhood and support. The FReeper Foxhole hopes to share with it's readers an open forum where we can learn about and discuss military history, military news and other topics of concern or interest to our readers be they Veteran's, Current Duty or anyone interested in what we have to offer. If the Foxhole makes someone appreciate, even a little, what others have sacrificed for us, then it has accomplished one of it's missions. We hope the Foxhole in some small way helps us to remember and honor those who came before us.
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 How it all began In the beginning... Prior to the Second World War, the United States Army had been looking for a fast, lightweight, all-terrain command and reconnaissance vehicle. Several vehicles had been used but none were ideal for the Armys needs. In early 1940, as Nazi Germany began to win victories in Europe and North Africa, the need to quickly develop this type of vehicle became very urgent. The U.S. Army sent out specifications to car manufacturers asking for working prototype vehicles to be delivered in only 49 days. The American Bantam Car Company (formerly The American Austin Car Company) and Willys-Overland were the only two companies that responded to the Army's request, although 135 companies had been contacted. The depression of the 1930's had sent The American Austin Car Company broke, and American Bantam, which had been formed in the subsequent reorganisation had fared little better. By the time the Army asked for expressions of interest in a new command and reconnaissance car, production at American Bantam had ceased and they had no engineering staff left on the payroll. The 49-day deadline was a huge problem, and Willys-Overland asked for more time to finish their vehicle but were refused by the Army.  This is the first Bantam prototype just prior to delivery, Designer Karl Probst in the passenger seat and Bantam manager, Harold Crist in the drivers seat. Note the rounded front fenders and grill. Bantam's only chance to meet this deadline was to bring in outside help. Bantam's savior was Karl Probst, a talented freelance engineer from Detroit. After turning down an initial request from Bantam, Probst accepted the job after being asked again by the Army, and initially working without salary, went to work July 17, 1940. In only two days Probst had completely laid out plans for the Bantam prototype, and the next day he estimated the total cost of the vehicle. On July 22, Bantam's bid was submitted, complete with blueprints. The bid claimed that the vehicle met the weight limit of 1,300 pounds (590 kg) although it was actually much heavier. Much of the vehicle had to be assembled from existing off-the-shelf automotive parts, and the custom four wheel drive train components were supplied by Spicer. As the principal sub-contractor, Spicer's ability to manufacture the drivetain components in time was critical to Bantam's chance of meeting the Army deadline. Bantam's first hand-built prototype was complete and running by September 21, 1940, just meeting the 49-day deadline and was delivered to the Army for testing at Camp Holabird, MD. The Quartermaster Corps put this prototype through torturous off road trials, after which the testers concluded "this vehicle demonstrated ample power and all requirements of the service." Willys-Overland and Ford soon submitted prototypes based on the Bantam plans (supplied to them by the Army). Spicer supplied almost identical four wheel drive trains to all three manufacturers. The Willys "Quad" and the Ford "Pygmy" prototypes added their own changes and modifications to the basic Bantam design.  The Willys 'Quad' Prototype. This ultimately worked to Willys advantage when the weight limit was increased: it was the only vehicle that met the Army's power specifications. In fact, the Willys 60 horse power "Go Devil" engine, with 105 foot-pounds of torque not only exceeded the required power, but dwarfed Bantam's 83 and Ford's 85 pound-feet of torque. All three prototypes passed army testing satisfactorily, with changes being made to correct faults in the prototypes. The Army ordered 1500 units from each of the three companies. Ford started deliveries in April 1941 with Bantam and Willys a few weeks later.  The Ford 'Pygmy' Prototype Once delivered, they started a revolution in the use of small military motor vehicles in the U.S. Army. Motorcycles, solo and side car, were rendered obsolete almost immediately. In light of Bantam's shaky manufacturing and financial position, and the advantages of the Willys-Overland vehicle and their proven production capacity, the final mass production Army contract was awarded to Willys-Overland. The price was $749 each. Since the War Department required a large number of vehicles to be manufactured in a relatively short time, Willys-Overland granted the United States Government a non-exclusive license to allow another company to manufacture vehicles using Willys' specifications. The Army chose Ford as the second supplier, but building Jeeps to the Willys' design. Willys supplied Ford with a complete set of plans and specifications. Sadly, American Bantam, the creators of the first Jeep, spent the rest of the war building heavy duty trailers for the army and finally sold out in 1956. Willys registered Jeep as a trademark in 1950 but cannot claim that they designed the Jeep.  The final Jeep production model, a Willys MB (Model B). The Ford GPW was almost identical. By the time the United States entered the War in December 1941, Jeep production was in full swing. About 640,000 Jeeps were built in the four years until the end of the war in 1945. Over 360,000 of these were manufactured by Willys and the balance by Ford. This was about 18% of all the wheeled military vehicles built in the US during the War. Jeeps were used by every division of the U.S. Military and 144 Jeeps were supplied to every infantry regiment in the U.S. Army. Large numbers of Jeeps were shipped to the Allied Forces of Britain and Russia - nearly 30% of total Jeep production. An amphibious version was also produced called a Seep. They were not a military success as they were too small to be a good boat, and too cumbersome to be a good Jeep. Only about 18,000 were built by Ford.  A Ford GPA (Seep) Jeeps could be fitted with .30" or .50" calibre machine guns for combat. They were also widely modified for long range desert patrol, snow ploughing, telephone cable laying, saw milling, as fire fighting pumpers, field ambulances, tractors and, with suitable wheels, would even run on railway tracks.  MB or GPW with rocket launcher unit. Note second jeep with heavy MG in background. Jeeps could be loaded into transport aircraft for rapid deployment and were also small enough to fit into the large gliders used in the D-day invasion of Europe. General George C. Marshall, US Army Chief of Staff during World War II, and later US Secretary of State, described the Jeep as "America's greatest contribution to modern warfare". The tough, simple, go anywhere Jeep became the GI's best friend - second only to his rifle.  There is no way to know for certain where the name 'Jeep' came from, but it was slang for some time before World War II. The US Army motor pool used the word to describe any new vehicle received for testing. One of the most likely explanations for how the word was used for the Army's new four wheel drive car was from the character 'Eugene the Jeep', who was the creation of E.C. Segar, in the very widely read 'Popeye' comic strip. Eugene was small, able to move between dimensions and could solve seemingly impossible problems.  Eugene the jeep      |
LOL! I thought it was a reference to when the Plt Sgt was making you do push ups, as we did each one we had to yell "Thank you Sgt, may I have another".
Hi Sam… where are you hiding? LOL!
That's like me althougn some days I've been sleeping in a little later than normal.
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Bringing Smiles
 U.S. Army Maj Kevin Whitney from 64th Forward Support Battalion, 3rd Brigade Combat Team, 4th Infantry Division, evaluates a young Iraqi girl who was diagnosed with cerebral palsy, Oct .11, 2003 in the town of Abu Hassan near Balad, Iraq. U.S. Army photo by Staff Sgt. John Marlow  A U.S. soldier from the 10th Mountain Forward Support Battalion can't help but smile as he uses a stethoscope to listen to a child's breathing., Oct. 7, 2003. U.S. and Romanian troops from Kandahar Army Airfield in Afghanistan conducted a combined medical assistance exercise mission in the province of Ruhabad to provide the medical assistance to the village residents. U. S. Army p hoto by Pfc. Hugo A. Baray-Vasquez  Young girls from the village of Najoy in Afghanistan wait in line to be seen by medics. U.S. and Romanian troops from Kandahar Army Airfield Afghanistan visited the village to provide the villagers with medical care and distribute food supplies, Oct. 6, 2003. U.S. Army photo by Spc. Gul A. Alisan  U.S. Army Staff Sgt.Timothy McGuffie checks a young girl for an ear infection in the village of Anguran, Afghanistan, Oct. 9, 2003, as part of a combined medical assistance exercise. U.S. Army photo by Pfc. Hugo A. Baray-Vasquez  Children from the village of Anguran, Afghanistan, greet U.S. Army Sgt. Christine Smith from the 407th Civil Affairs Battalion, Oct. 6, 2003. U.S. Army photo by Spc. Gul A. Alisan  U.S. Army Spc. David Gonzales with 321st Civil Affairs Battalion vaccinates a goat during a combined medical assistance visit to Loy Karezak, Afghanistan, Oct. 8, 2003. U.S. Army photo by: Spc. Gul A. Alisan
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I'm no gear-head, but these are some awesome specs for a 4 banger, of course that may have been the upper limit, but it would still have to be screaming for 100 straight hrs, with or without the transmission load that's quite impressive.
Drawing from TM 9-803, dated 22 February 1944.
Drawing from TM 9-803, dated 22 February 1944.
Four-wheel-drive is a state of mind. I had a '57 Chevy half-ton for twelve years.
Something possessed me to obtain factory assembly manual and original service manual, thence to reinvent the wheel.
Substituting an '80's Blazer front axle for the original two-inch-and-change dropped I-beam was a first step.
Replacement of the long-tail three-speed with a squat four-speed was next.
Then the installation of an old New Process transfer case, and some drive shaft and c-v joint work for Elmer at Santa Fe Auto Machine.
A considerable amount of respringing by McBride's Spring.
A couple of four-wheel-drive trucks later, it's a useful experience contributing to an appreciation of what was demanded in 45-days.
Here's the Dana Spicer they used:
Probably the most famous and recognizable transfer case of all the four-wheel-drives is the Jeep Spicer Model 18, also known as the Dana 18. Introduced in 1941 in the Willys MB and Ford GPW, its production spanned thirty years. The Model 18 has a cast iron case and is gear-driven. The most obvious sign of the Model 18 is the passenger side offset of both the front and rear output yokes. The Model 18 transfer case is the only standard American made unit with such a distinction.
American ends with I can--and when asked to produce the vehicle for the war, they could: 640,000 of them.
Love that twinkle in her eyes.
Good night, y'all. I'll see ya tomorrow.
free dixie,sw
as everybody else discounts/dislikes/dispises the MPs, we've learned to take care of ourselves!
and we do.
free dixie,sw
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