But to understand why Willys MB, Ford GPW, little-known Bantam BRC 40 and completely unknown Ford Pygmy are often called “just a Willys”, we will have to return to the history of this car for the hundred and first time.

One for all and all for one

So, we repeat the elementary truths. In May 1940, a competition was announced in the United States for the development and serial production of a light army all-terrain vehicle. Since the deadlines were very tight, even very eager for easy (and difficult) earnings, American automakers could not pounce on the order with the whole crowd.

Only three manufacturers were able to make prototypes by the appointed date: Willys-Overland Motors, American Bantam and, with a slight delay, Ford. Bantam showed the BRC 40 just 49 days later. Willys-Overland, somehow getting Bantam's blueprints, entered the race with his Willys MA, a strikingly bow-like car. Some sources say that the documentation for Bantam got to Willis from the military, who did not care who would make cars, the main thing is to do as much and quickly as possible.

In the photo: Bantam BRC-40	In the photo: Willys MA

Ford paused even longer, finally unveiling his Pygmy. By the way, Ford just won the first stage of the competition and was rubbing his hands quite enough, but it so happened that after an urgent order to all firms for an experimental batch of 1,500 units, Willis was recognized as the best, not Ford. It is possible that a more powerful Jeep engine (60 hp versus 45-46 for competitors) contributed to the decision.

In the photo: Ford Pygmy

Now it is already difficult to understand the history of the receipt of a military order by the Ford company (most likely, it was not without bribes or "kickbacks"), but after the end of the production of Willys MA in November 1941 (the same 1,500 pieces that ended up in the Red Army) the release of a new modification of the Willys MB began, and in 1942 Ford began to release the Willys.

The Ford car was called the Ford GPW and was slightly different from the Willys MB itself, although we call them all simply Willys. And so it happened: either Willis earned himself fame thanks to the efforts of Ford, or Ford raked in money with a shovel, starting to release the Willis. Well, American Bantam, which made the greatest contribution to the creation of Willis (and Ford GPW), ingloriously ended its existence with the release of the BRC 40 in 1941 and is now forgotten by many, although in fact it was its development that became one of the iconic cars of the 20th century.

In the photo: Ford GPW	In the photo: Ford GPW

Today we have a very rare Willys MB Slat Grill, released in December 1941, on a test drive. There are no more than a dozen of such cars in the world: with an original body (not molded in Taiwan) and even in an original painting. And this is exactly the Willys MB, and not the later mass-produced Ford GPW. We'll talk about how these cars differ below.

Grilled olive

This car was recently brought from America, where it belonged to a lover of car antiques and went to exhibitions a couple of times a year, which allowed it to remain intact after restoration. Only tires that are not native here - there is no rubber that would serve faithfully for 75 years. Therefore, everything is interesting in this car, from the color to the standard set of tools.

So let's pay attention to the color. It was these olive-colored cars that came to the USSR under Lend-Lease. And do not be surprised by the dull color of Willis: these cars (and not only these) were painted with matte paint on the advice of the military, because army equipment should not glare. After evaluating the shade of the car, let's move on to a more detailed inspection.

The early Willys MB got the word Slat Grill in the name, which in translation from the language of Nobel laureate Bob Dylan means something like "lattice of slats". This is one of the features of Willis, Ford did not have such a grill. Another "feature" of Willis is the frame tube, which is clearly visible under the radiator. Already by these features, Willys MB can be easily distinguished from Ford vehicles. However, these are not all the differences - during the inspection we will talk about some more.

If you look at the inside of the bumper where it is attached to the frame, you can see the car's serial number. By the way, the bumper itself is very solid: right behind it you can see the steering rods, which needed to be protected somehow. Rubber stops on the hood are needed to tilt the windshield (which, by the way, is also somewhat different for Ford). When unfolded, it rests on the hood and is secured with two fasteners.

A shovel and an ax, which were included in the vehicle, were attached along the left side, but the car had no doors, only canvas canopies that could be put together with the same top. However, in order to prevent the front passenger from flying out at the very first turn, the opening is closed with a belt with a carabiner. In the recess of the rear wheel, the drain hole of the gas tank is visible. It seems to be a trifle, but it greatly simplifies the drain of fuel in the case of transporting a car by rail or sea (they were supposed to be transported without fuel).

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From behind, Willis does not look like Ford at all. Firstly, it does not have an additional canister on the rear side, which they began to put later, and secondly, in the place of this canister there is an embossed Willys inscription, which, of course, was removed on Ford. Of the interesting little things, one cannot fail to note the lock with a chain on the spare wheel: either they can steal everywhere, or they knew where these cars would be sent.

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The taillights of military military equipment from the Second World War deserve a separate material (probably, it should be written someday). These are not just reflectors or brake lights, this is a whole light signaling system. The taillights on the right and left are different, but the most interesting part is the lower one, which looks like a rectangular slot. If you look closely, you can see elements of different shapes. This whole thing is needed not only to indicate the dimensions or the beginning of braking. This is a light system that allows you to determine the interval set in the column during movement. The light is switched with a central switch, which also turns on the head light.

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Before inspecting the interior, let's climb under the hood, and then under the car.

"And the box is rather weak!"

As I said, one of the Jeep's advantages was the more powerful engine. This is a gasoline four-cylinder Willys L134 unit with a volume of 2.2 liters and developing 60 liters. with. at 3600 rpm. If we compare it with what was then on Soviet technology, this engine seems to be very "resourceful", on our cars the maximum power was then achieved at a speed of no more than 2,000. However, we did not have such cars, and almost all engines of passenger vehicles originated from trucks.

I will add a few meaningless numbers and facts: there are eight valves in the engine, piston stroke and cylinder diameter - 111x79, compression ratio - 6.5, block and block head are cast iron. This motor is very reliable and tenacious, when the production of Willis was transferred to the Henry Ford plant, they did not interfere with its fundamental design, but they changed the oil filler neck with a dipstick, installed another carburetor, oil and air filters.

Electrical equipment (it is six-volt) does not imply anything unusual. The wiring was carried out efficiently, and most importantly - thoughtfully. It is hard to find modern, oxidizing and eternally from this green connectors, popularly referred to as "papa-mama". Only bolts and screws, and even the hood is connected to the body with additional "mass" despite the fact that the "mass" on the hood will be at least through the hinges. In general, the widespread duplication of "mass" is a familiar thing for Willis, the more - the more reliable.

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And Americans would not be Americans if they did not come up with many useful and pleasant little things. For example, there is an oil can under the hood (there is one, if you remember). And the headlight can generally be turned backwards: we loosen the lamb and fold it back. Now you can dig into the motor even at night, there will be enough light. And in order not to spoil the wiring of the headlight, it is made of twisted wire, which is not afraid of kinks.

It is believed that Willis bridges are able to outlast Willis himself. The validity of this opinion is fully confirmed by practice. In order not to accidentally confuse the bridges with places during the repair process, the words "front axle" and "rear axle" are cast on their crankcases. The razdatka showed itself just as well, but the gearbox was notorious for our people. They said that she was rather weak and did not serve for a long time. Still: it was impossible to take it like this and not overload the car, for example, by tying three fallen trees to the towbar. Any box will die here, no matter how good it is. Therefore, these statements are not very fair: if the Willis is not overloaded, then the gearbox will serve for a long time.

Spring suspensions. Nothing interesting in the modern view. But I have suspicions that in the USSR they looked at the shock absorbers with surprise: we had lever shock absorbers in circulation, and even one-way shock absorbers, so Willys shock absorbers then might seem like a curiosity.

Well, now it's time to get into the car and inspect its interior, if you can only call that space inside this car.

Full set

Before climbing into the driver's seat and depressing the starter pedal, inspect the rear passenger seat. To be honest, I still do not understand if it is one or two. It is too spacious for one person, but two cannot fit, especially for soldiers with equipment. To the left and to the right of the seat are tool boxes, which were also in this form only on Willis.

One of them contains the complete set of tools that came with the machine. What's on the seat isn't everything. Our open-end keys did not fit - there are many of them. I was especially pleased with the pressure gauge with a scale on a spring that moves out of the body under the air pressure in the tire. There is nothing more to look at, and we are finally moving forward.

Let's start with the dashboard. Behind the wheel, instead of the speedometer, the inscription: "45 MAX". Severe warning not to drive the car faster than 45 mph (about 72.5 km / h). Generally, Willis can drive fast. In any case, it can be accelerated to 80 km / h, but, as the cautious Americans said, it is not necessary. There are not many instruments, but all the necessary set is available: fuel level, oil pressure, speedometer with odometer, ammeter and coolant temperature gauge (in fact, of course, water). The devices do not have their own illumination, but above them there are two shades with bulbs.

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In front of the passenger are traditional American warning signs and a minimum of technical information. On the far left is a diagram of gear shifting and engaging the front axle and a number of transfer case. In the center - the maximum speeds in each gear and a brief instruction on draining the water from the cooling system, and on the right is general information about the car. From it you can find out that the date of delivery of our car from the factory is December 15, 1941. The lever located between the instruments and the information plates is the parking brake actuator. After making sure that nothing incomprehensible is left on the panel, consider the floor and the pedal assembly.

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There are three pedals, and you probably already guessed that it is clutch, brake and gas. To the left is the button for switching high and low beam. The largest lever is the gearbox, two next to it are the front axle and the “hand-out” switch, on the tunnel behind the levers is the starter button. There is a fire extinguisher at the passenger's feet.

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Now let's raise the driver's seat. Under it we see a gas tank, which never surprises us. Now we look at the windshield. It has the most reliable wiper blades in the world - by the hand of the driver or passenger. Despite the fact that this Willis is beautiful, there is nothing more to look at. Hands have been itching to sit behind the wheel for a long time and give heat on a snowy road with steep ascents and descents. So let's awaken the demon of unbridled fun and the demon of reckless recklessness!

Hold on to the last!

Landing in the Jeep is interesting: from the side, but multiplied by the design features of the body: the narrowing in front of the engine compartment gives rise to the fear in the excited brain of falling out of the car to hell on the first bump. The fear is partly justified, but only for those who sit behind - it shakes incredibly there. But the driver can grab the steering wheel and feel "on horseback". A kicking, kicking, maybe even unbroken horse. So we sit down, enjoy the relatively comfortable seat for a few seconds (for 1941) and start the engine.

We do this with a button on the floor, although it is much easier to start the engine with a “crooked starter”. Still, turning a two-liter motor with a low-power starter is not too fun, and the starter greedily and mercilessly tries to take almost all the current for itself. But if you turn the engine with a handle, then the spark will be noticeably better. However, you also need to be able to start the engine with your hands, there are secrets in this, and I am already driving, so we press with my foot - and with a half-turn the engine comes to life and starts to rumble smoothly.

We squeeze the clutch and turn on the first gear, not forgetting to look at the diagram again: to the left and back, and if you push the lever forward, reverse gear will engage. Let go of the clutch and ... and we begin to feel just mad delight that this 75-year-old car does not in the least resemble a combat veteran, a sort of half-dead sob with wild backlash of the steering wheel, gearshift lever, uncontrollable and indifferent to dancing on the gas pedal. Willis picks up speed very quickly - and now you can turn on the second gear.

The elasticity of the motor is simply amazing: it pulls from the very bottom and feels bold and brisk at both medium and high revs. Yes, the times when mankind did not know about downsizing with a turbine were truly wonderful! We turn on the third gear, and without double squeezing and overrunning - there is a synchronized box, can you imagine? Down, too, you can switch without all these outdated manipulations, unfamiliar to the pampered drivers of our time. The car just perfectly obeys the steering wheel, and we are already mustering the audacity to climb the hill.

We include a low gear and front axle. Now we start climbing. And then we begin to love Willis even more fiercely than a couple of minutes ago. Remember what is usually seen from a car that crawls up the slope? A piece of the sky and - if you're lucky - the edge of the hood. But here you can lean slightly to the left and look at the road from the side, and right under the left hand is the handle on the side of the car.

Hold on and go up. And no effort, Willis climbs the mountain as steadily and unstoppably as late fees, as utility rates, as NATO to the east, as an alcoholic over a bottle of beer in the morning after drinking. Having conquered all the hills available in the area, we go down and try to give the heat along a more or less flat road.

There is a persistent meme on the Internet - "sick bastard". This is exactly what I felt myself when I cut a few dimes on this car on a flat surface and decided to cut sideways on turns. The owner of the car pushed me to this - this is what you see in the photographs. It is impossible not to repeat all his tricks, if he allows it to be done! Of course, the front axle is already disabled - you cannot drive fast with it. Therefore, we accelerate well (wow, what a young agility this "grandfather" has!) And bring the rear axle. The sensations are just wonderful, and only the feeling of guilt for this tomfoolery on the Willis bothers my sick soul a little. We have to finish this disgrace - we'd better check how Willis travels through the pits and bumps.

This is where you really need to be careful. The increased jumping ability of the rear of the car sometimes causes concern, especially if at this time someone sits on the back bench and occasionally involuntarily, but sincerely and enthusiastically shouts obscenities. Despite this, keeping the car on course is not too difficult, unless, of course, you try to drive too fast.

The only thing Jeep lacks is effective brakes. They do not work in the best way, and it is much easier to brake with the engine, especially since it is still not worth overclocking the car, and there are enough brakes to stop completely at low speed. Their drive, by the way, is hydraulic.

Not just a jeep

More than 50 thousand Wilis (including those produced by Ford) were sent to the USSR under Lend-Lease. They enjoyed an excellent reputation. Most often, the command staff moved on them, but they were often used as tractors for guns. But even with the end of the war, Willis' story did not end. Already in 1944, a civilian version of the Jeep CJ1A appeared, which was produced until 1986 (of course, with changes). In the middle of the last century, the Wilis were collected under license in Japan, then in India and Korea (Toyota, Nissan, Mahindra, Kia and a number of other manufacturers). A huge number of modifications were built with different wheelbases and bodies for various purposes.

Well, the most important contribution was made to philology: it was Willis who enriched the language with the word "jeep", for which we are grateful to him to this day.

We would like to thank the RetroTruck restoration workshop for help in preparing the material.

1/4 ton cross-country vehicles with 4x4 wheel arrangement were produced by Willys-Overland Motors Inc. and Ford Motor Company from 1941 to 1945 (the Americam Bantam Car Company model is not covered in this article due to its extreme rarity).

Jeeps coming off the assembly line of Willys-Overland Motors Inc were designated as Willys MA, Willys MB models.

Jeeps coming off the assembly line of the Ford Motor Company were designated as the Ford GP, Ford GPW model.

Willys-Overland Motors Inc built approximately 370,000 SUVs and Ford Motor Company approximately 280,000 SUVs.

This article examines the differences between the Willys MB and Ford GPW jeeps, as the most massive models produced at that time. Accordingly, they constitute the main vehicle fleet of jeeps today.

At first glance, Willys MB and Ford GPW jeeps look like exactly the same cars. This is probably why in the USSR they were called by a common name - Willis. In fact, these jeeps differ significantly from each other in details and manufacturing technology. This is very important for the restoration.

At present, a certain number of Willis and Fords received from the American Lend-Lease during the Second World War remained in the space of the former USSR. Probably, and unfortunately, not one of them has survived to this day in its original form. Most of the jeeps, over the past 60 years, have undergone a huge number of repairs, alterations, replacement of components and assemblies. During such repairs, spare parts from Fords fell on the Wilis, and homemade parts or Soviet counterparts were often used for Fords from the Wilis. Therefore, in their modern form, jeeps can represent a symbiosis of a frame, engine and body from Willis and Ford, not to mention confusion in smaller details or simply in their absence.

When identifying a Willis-Ford jeep and looking for distinctive features, one has to face another difficulty. Frequent lack of accurate information about the dates of the introduction of certain design changes. From 1941 to 1945 the jeeps were constantly modernized, and no changes were made to their index. Willys-Overland Motors Inc. made by Willis MB and Ford Motor Company - Ford GPV. One gets the impression that we are dealing with only two types of jeeps and they can be easily compared. In fact, everything is much more complicated, there are 6 types of jeeps! By modern researchers of this topic, the classification line is composed as follows:

Willis MB early, November 1941 - March 1942
Willis MB Standard, March 1942 - December 1943
Willis MB Composite, December 1943 - September 1945

Ford GPV standard, April 1942 - December 1943
Ford GPV transitional, December 1943 - January 1944
Ford GPV Composite, Jan 1944 - Jun 1945

The types of bodies are taken as the basis for the classification, since the frames for all Willys MB are almost the same as for all Ford GPVs.

It is quite easy to distinguish the Willys MB frame from the Fraud GPV. And this simplicity of identification can lead to erroneous conclusions about the model of the entire jeep. However, it is necessary to figure out which of the 6 body types is on this frame! For example, on the frame of a Ford GPV, there may be not only any of the three types of Ford bodies, but also any body from the Jeep line, as a result of repairs over the past decades.

Let's start with the frame. With the most visual and easy to spot differences.

Fig 1. Picture taken from the book All American Wonder I
1. Willys MB frame and. The front transverse beam is tubular.	2. Ford GPV frame and. Inverted U-shaped rectangular front cross-member
b. Shock absorber brackets on rectangular box frame	b. Shock absorber brackets in the form of an overflow on the frame
in. Battery stand type Willys MB	in. Ford Battery Stand
	The towbar has a cast monogram F on its lower part

In figure 1, arrows indicate the location of the serial number on the frame. The frame number for Willis MB is stamped on the nameplate, which is riveted to the inside of the left frame beam, just behind the front bumper. See the table below for nameplate options. Number format: MB123456. The placement of the nameplate is very poor in terms of safety. If you have a Willis, then in 99% of cases this place is beaten-broken, boiled-overcooked, and from the nameplate the trace is gone. However, on some jeeps that have undergone a major overhaul at the Union's repair stations and have lost their native nameplate with a number, this number can be found broken on the right front shock absorber mounting bracket (Photo 3c).

The frame number for Ford GPV was stamped right on the upper side of the left frame beam, immediately in front of the engine mount or sometimes behind the bumper gusset (Fig 1.) Number format: GPW123456.

3. Frame numbers on Willis MB	4. Frame numbers on Ford GPV
and. Nameplate with frame number up to serial number MB338xxx, spring 1944 (added 04/27/2014)	(added 10/29/2013)
b. Frame number plate after serial number MB338xxx (added 06/05/2013)	Photo expected
in. Frame number stamped at the repair plant

Considering the differences between Willis MB and Ford GPV jeeps, it will not be superfluous to mention the engine. Both models of jeeps were equipped with the same Go-Devil L-134 engine. You can distinguish which engine was installed on the Willys MB, and which one on the Ford GPV, by its number. The engine number is stamped on an oval plate located on the block under the oil filter canister. For the Wilis, the number format is MB123456 (photo 5a). For Fords - GPW123456 (photo 5b). If a number in a different format is stamped on the engine or it is not at all, then it is most likely a new engine installed after the jeep was repaired. Such engines were delivered from the factory without number plates, and numbers were received already at repair enterprises.

Before talking about the distinctive features of the bodies, a little history. Jeep bodies were manufactured by the America Central Manufacturing company (ACM). In 1941-1943, bodies of the ACM I type were produced, which went to the Willis MB early and Willis MB standard. Around the same time, Ford himself produced the bodywork for the Ford GPV standard. Since 1944, body production has been unified and transferred entirely to ACM. The unified body received the ACM II index. The body of the ACM II is also called composite as it combines the features of the ACM I and Ford bodies.

Fig 2. Arrows show the location of the body serial number. The main difference between the bodies is the shape of the front support bracket.

6. Distinctive features of the Willys MB bodies.

6.2. Willis MB Standard March 1942 - December 1943
Photo 2	a. Body ACM I(Fig 2) in. Flat tool compartment lid. d. Rear seat rectangular bracket. Note. Photo 2 shows a triangular bracket on the wheel arch to the rear of the body. Such reinforcement brackets appeared on ACM I bodies from October 1942.
Photo 3	There is a glove compartment, the bottom has two reinforcing ribs
Photo 4	e. Leg support for rear passengers, Willys type.

7. Distinctive features of Ford GPV bodies.

7.1. Ford GPV standard, April 1942 - December 1943
Photo 5	and. Ford body, front support bracket type ACM II (fig. 2), body number no. b. Rectangular stamping in the wheel arch for the lock of the tool compartment. in. Two vertical reinforcing embossings in the sidewall of the wheel arch, on either side of the rear seat bracket d. Triangular bracket for rear seat.
Photo 6	e. Stamped Ford logo on the rear panel of the body (up to August 1942)
Photo 7	g. Vertically mounted rear light brackets.
Photo 12	h. Embossed punching in the lid of the tool compartment.
Photo 8	and. There is a glove compartment, the bottom has two reinforcing ribs (until September 1942 the bottom was without such ribs).
Photo 9 (updated 04.21.2013)	j. Leg support for rear passengers, Ford type.

7.2. Ford GPV transitional, December 1943 - January 1944
Photo 10 (updated 04.21.2013)	and. Body type ACM I(fig 2) b. Round stamping in the wheel arch for locking the tool compartment. in. Rear seat rectangular bracket d. Triangular reinforcement at the rear of the body, on the sidewall of the wheel arch. There are no two vertical reinforcement stampings in the sidewall of the wheel arch, on either side of the rear seat bracket There are also features on points h, and, to from the description of the body Ford GPV standard
Photo 11	g. Rear lamp brackets horizontally mounted.

As a conclusion, I will give a few more differences between the details of the production of Ford and Willis. Such additional information can be very useful for identifying the jeep model.

Headlight brackets

Dearborn / Detroit / Louisville USA 1912-

The American corporation "Ford", founded by Henry Ford (Henry Ford) in 1903, who considered as its main purpose the mass production of simple and cheap cars, for a long time did not engage in military equipment, although the Ford brand was always present on a wide variety of cars. in service with the armies of the United States and many countries of the world. The first car that brought fame to Henry Ford was a Ford-T passenger car with a 20-horsepower engine, which was mass-produced since 1908. It was he who was destined to become the first military vehicle, when during the fighting in Mexico, the Ford-T was used for delivering soldiers, transporting the wounded and installing machine guns. It was just as widely used in European countries during the First World War, including as a light armored car.

Machine-gun cart on a Ford-T chassis, 1914

Ford-T, 1918

Sanitary "Ford-T", 1917

Armored car FAI on the chassis "Ford-A", 1933

In the 20s. on its basis, staff and patrol vehicles with simplified open bodies without doors and light weapons were produced, and even high-speed sports versions of the Speedster were tried for reconnaissance. Since 1917, a 1-ton Ford-TT truck with rear gable wheels was used for military needs, which served as an ambulance, a mobile workshop, a light tractor, an armored car and a machine-gun cart. Meanwhile, the conservative Ford company, carried away by the release of a single Model T, practically did not take any part in the creation of military versions of its production cars. This situation persisted in the late 1920s, when it switched to mass production of the passenger model A and a 1.5-ton AA truck unified with it, equipped with a 4-cylinder 3.3-liter 40 hp engine.

In various designs, they were used in the armed forces of the United States and other countries, but structurally did not differ in any way from the serial samples. For their release in May 1930, construction of a new enterprise, the future Gorky Automobile Plant, began in Soviet Russia, while the assembly of Ford-A and Ford-AA cars from imported units was organized at the Moscow plant KIM and the Nizhny Novgorod enterprise Gudok October ". It was these products that served as the basis for the first Soviet armored vehicles, the hulls for which were produced by the Izhora plant from Kolpiyo near Leningrad. In 1931-33. light armored vehicles BA-F and FAI were manufactured there on the Ford-A chassis, and in 1932-34. under the leadership of N.I.Dyrenkov released a batch of 50 machines D-8 and D-12 with one or two machine guns. These were the first Soviet serial armored vehicles, and the D-12 received a welded armored hull for the first time. On the Ford-AA chassis, the USSR built an experimental reckless D-37 armored vehicle and a BAD-1 “combat auto-rail” with a rotating turret and 5 machine guns, which developed a speed of 50 km / h on the highway, and 100 km / h on rails.

The three-axle Ford-AA (6x4) with a carrying capacity of 1.5-2.5 tons with rear axles of the Timken firm also did not make a coup in the US army, but in the USSR, where it was known as Ford-Timken, served as the base for the first recoilless cannons of L.V. Kurchevsky and a whole family of armored vehicles built at the Izhora plant in 1931-1933.It included the BA-27M, D-13 and BAI turret vehicles with 37-mm cannons and machine guns, as well as the original two-turret floating armored car - railroad BAD-2.

Anti-aircraft gun on the light chassis "Ford X / 8-91A", 1939

Headquarters "Ford-Marmont-Herrington V8-77" (LD1-4), 4x4, 1937

Ford Marmont-Herrington V8 (C5-6) 4X4.1937

Tractor "Ford V8-51" with axles "Trado", 6X4, 1936

Ford Pygmy, 4x4, 1940

In the United States since the second half of the 30s. the basis of military vehicles served as an extensive family of mass passenger cars and trucks "Ford V8", but gradually they began to be replaced by all-wheel drive versions of standard models. The first prototype was built in 1930 on an AA chassis with a front drive axle by Coleman, whose manager at the time was Arthur Herrington, one of the founders of the famous Marmon Herrington company. -Herrington). In 1931, the Ford AA appeared with a front axle by engineer Richard Asam with an original but complex and heavy gear drive for each wheel. This machine was unsuccessfully modernized and tested until the end of 1933.

A more productive phase of the creation of military vehicles "Ford" began in the mid-30s. with the launch of the serial production of the new V8 series and the beginning of close cooperation with the company "Marmont-Herrington", engaged in the conversion of standard machines into four-wheel drive. As a result, in 1935 ~ 42. at Ford it was possible to create an extensive family of army pick-ups, light staff and ambulances, 1.5- and 3-ton trucks and tractors with 4x4 and 6x6 wheel configurations, which received the Ford-Marmont-Herrington brand. The cars were equipped with V8 engines with a working volume of 2.2, 3.6 and 3.9 liters, developing power from 60 to 100 hp, 3- or 4-speed gearboxes, 2-speed transfer gears and sometimes front dual wheels. The volume of their production was insignificant, and therefore the main military vehicles "Ford" remained serial passenger models, pickups, vans and trucks with wheel configurations 4x2 and 6x4, supplemented by a grille radiator guard.

The armies of European countries used Ford cars with Trado rear drive axles and individual front wheel drive, which were produced by a Dutch company.

The US auto industry reacted sluggishly to the outbreak of World War II in Europe, and Henry Ford, who was reputed to be a Nazi fan, even handed over the documentation for his 3-ton trucks to Germany, provoking hostility among American industrialists. His "original" approach to many problems again served a disservice when, in June 1940, he received an offer from the US Army Quartermaster Corps to develop a light four-wheel drive reconnaissance vehicle.

Ford just didn't react to it. As a result, it was developed by two small firms Willys Overland and Bantam. It was only in November that Ford presented its 4-seat prototype Pygmy or Blitz-Buggy for testing, which was quickly assembled and equipped with a 4-cylinder Ford-NNA engine (1958 cm , 42 hp), drive axles from a Fordson tractor, a 3-speed gearbox from model A, and Rzeppa constant velocity joints. According to the terms of reference, it had a wheelbase of 80 inches (2032 mm) and with a payload of 320 kg weighed 953 kg - much less than the main competitor "Willis Kuod" (Quad).

Ford GPW, 4X4, 1942

Ford GP, 4x4.1941

Self-propelled unit T47 on the Ford GPW chassis, 1944

Ford GPA, 4X4, 1943

After trials on November 23, 1940, the Pygmy was declared the winner, and in early 1941, Ford introduced an upgraded version of the GP with the more reliable Spicer cardan joints. Meanwhile, Willys, having significantly lightened its car, presented the MA model, and then an improved MB version. In July 1941, it was recognized as the most acceptable for operation and recommended for mass production. The blow to Ford's credibility was compounded by the lawsuit filed by Bantam, which accused him of illegally acquiring new joints from Spicer.

The heated dispute was resolved by a presidential commission chaired by FD Roosevelt, which invited all three firms to make a trial batch of 1,500 cars, and subsequently Ford produced 4,456 GP machines. The prospect of the United States entering the war required accelerating the organization of serial production of MB cars, which began at the Willys in November 1941. But the company did not have enough strength, and the military department decided to launch a parallel production of these cars at the Ford plant in River Rouge. So at the beginning of 1942, Willys-MV began to be produced under the Ford GPW brand (GP-Willys). It was distinguished by a U-shaped cross member under the radiator (on the Willys it was tubular), cast pedals instead of stamped ones, a spare wheel mount and a number of small parts.

According to the Ford company, the famous name Jeep was derived from the marking of its cars and is the pronunciation of the abbreviation GP (gi-pi), which stands for Government Passenger - "government passenger", that is, a car produced under government (state) orders. Compared to the Willys, the Ford GPW was produced in a limited number of variants, among which were mainly the T47 with a 12.7-mm machine gun and SAS anti-aircraft complexes. In 1943, Ford built a prototype of an ultralight jeep with a 1.2-liter engine, while Ford's Super Jeep featured a 6x4 chassis with a 37 mm anti-aircraft gun. The main merit of the American "Ford" was the release of the light amphibian GPA, developed in 1941-42. by Marmon-Herrington and Sparkman & Stephens on a GPW chassis with a wheelbase extended to 2134 mm. It was equipped with a displacement housing, a power take-off shaft for the propeller, a water rudder with a cable drive from the steering column and a capstan winch with a pulling force of 1.6 tf. The car with a length of 4623 mm weighed 1662 kg, developed a speed of 80 km / h on the highway and 8.8 km / h on the water, consuming 187 liters of gasoline per 100 km afloat.

By analogy with the jeep, the amphibian received its own name "Seep" - Seagoing Jeep ("Waterfaring jeep"), and in the USSR it was known as "Ford-4". In 1942-43. 12774 of them were produced, and by August 1945 Ford and Willis produced 626727 "normal" jeeps, of which 277878 were produced by Ford, and taking into account other supplies, it produced 281,578 cars.

Ford 2G8T, 1942

Self-propelled unit T44 on the chassis "Ford GL)", 4x4, 1941

ford GAJ, 4X4, 1942

Ford GTBA, 4X4, 1943

Ford's own military program during World War II consisted mainly of modified versions of pre-war production equipment. For staff purposes, the usual sedans of the "1GA" and "2GA" series of the 1941-42 model were used. with an inline 6-cylinder engine (3.7 liters, 90 hp), and pickups, vans, bonnet and cabover trucks with V8 engines were used in general transportation (8 595 l.with). The main wartime truck was a simplified 1.5-ton commercial vehicle "2G8T" with a 3.7-liter 81 hp engine, a 4-speed gearbox and a 4-meter wheelbase. Since the end of 1942, the car was produced in a modernized version of the G8T and was equipped with a vacuum booster in the hydraulic brake system, an additional fuel tank, headlight guards, and coupling devices. In the USSR, these vehicles bore the Ford-6 brand and had a carrying capacity of 2 tons. This one of the most famous wartime trucks had a characteristic unpretentious appearance with an all-metal cabin, wide fenders, a front cladding made of vertical bars, a steel or wood-metal body with an awning, longitudinal benches or lattice boards. On its basis, truck tractors, ambulances and fire trucks, vans and buses for the US Navy were produced.

Despite the development of the vehicles mentioned above, during the war, the American "Ford" did not achieve major technical achievements in this area. Most of all, its Canadian branch succeeded, which was quickly rebuilt to produce a whole range of special military trucks and tractors, and all attempts by the American concern to independently create military vehicles ended in failure. In 1940-41, he lost three military competitions at once for multi-purpose vehicles with a carrying capacity of 1/2, 3/4 and 1.5 tons. The GC (4x4) variants built by Ford with a 95-horsepower V8 engine and different bodies lost cars of Dodge and Chevrolet firms, which later formed the well-known families T207 / T215, T214 and G7100. As a result, the failed 3/4-ton Ford GC was transformed into an experienced low-profile 10-seater all-single-wheel GCA multipurpose vehicle with a 90-horsepower 6-cylinder engine and a front winch. It weighed only 2400 kg, had an overall height of 2020 mm and could force a 1-meter ford, but outwardly it was difficult to distinguish it from the serial Dodge WC52.

To the most original developments of "Ford" period 1941-44. include the experienced compact low-bed multipurpose vehicles that developed from the GCA series. The lowest of these was the 3/4-ton GLJ version, built in August 1941 and serving as the base for the TZZ and T44 self-propelled guns with 37 and 57 mm cannons on a rotary carriage. Moving the driver's seat forward by 250 mm and vertical installation of the spare wheel in the body made it possible to reduce the overall length of the car to 4145 mm, and with the windshield folded down and the awning removed, its height was determined only by the position of the steering wheel and did not exceed 1.5 m. On the vehicle built in 1942 The 1.5 ton GAJ version of the driver's seat, shifted to the left as much as possible, allowed two more people and a spare wheel to be placed next to it, and longitudinal benches for 8 soldiers were installed in the back. The length of the car was reduced to 4090 mm, but the weight increased from 2340 to 2500 kg. Long work finally paid off: in the same year, Ford began small-scale production of a compact 1.5-ton GTB truck with an open cab, a metal body with lattice sides, a front winch, rear dual slope wheels and a short hood, under which was located not only 90-horsepower engine, moved as far to the right as possible, but also a spacious toolbox with a door in the front panel of the radiator grille. With the windshield folded down, its height was 2083 mm, its own weight was 3300 kg. The car was offered as an onboard version of the GTBA, a recovery vehicle GTBB and a GTBC and GTBS chassis for mine installers. Until the end of the war, Ford supplied 2,200 of these vehicles to the US Navy.

Ford T17, 6X6, 1941

Ford M8 Greyhound (T22E2), 6X6, 1943

Ford M20 (T26), 6X6, 1943

Ford F5, 1949

The achievements of the concern in the field of wheeled armored vehicles turned out to be more significant. One of the first attempts to create them in 1941 was the so-called observation armored vehicle T2 (4x4) with an open top, a rear 90-horsepower engine and 20-inch single wheels. It served as the base for the T8 low loader chassis for the 37mm anti-tank gun known as the Tank-killer. At the same time, Ford developed a heavy armored vehicle T17 (6x6) with a combat weight of 12.7 tons, equipped with a 37-mm cannon and two 6-cylinder 5.2-liter JXD Hercules engines with 110 hp each. These machines, built in the amount of 250 units, were named in the army "Deerhound".

Having achieved some success in the military field, in 1942, "Ford" manufactured an even lower lightweight armored car T22 (6x6) with a monocoque body and one 110-horsepower rear engine, which weighed 6.8 tons. Its development was a reinforced version of the T22E2, which since March 1943 it was produced under the standardized M8 index (but most of all this armored vehicle is known under the name "Greyhound", which was assigned to it by the British troops. It received the previous power unit, 4-speed gearbox, hydraulic brakes with vacuum booster , a spring suspension of all single-sided 20-inch wheels and a swivel turret with a 37-mm cannon and a machine gun. "Ford M8", which became one of the most common armored vehicles of its time, had an overall length of exactly 5 m, weighed 7.5 tons and reached a speed of 90 km / h. On its basis, they created a T26 command vehicle with a 12.7-mm machine gun on a turret, produced under the M20 index, as well as a T69 quad anti-aircraft gun. and 12,314 copies were made during the war.

During World War II, Ford also assembled Sherman tanks, tankettes, tracked tractors and B24 bombers.

In the post-war period, the Ford concern moved away from the manufacture of military products, although at the end of the 40s. for the American occupation forces in Western Europe supplied the army versions of its serial F5 and F6 trucks. Bearing in mind the major failure of the first Jeep, in 1951 Ford immediately responded to a proposal from the US Army Command to develop a new 1/2-ton "Military Utility Tactical Truck" (MUTT).

Ford М151А1, 4X4, 1965

"Ford М151А1С" (4X4) with recoilless gun, 1967

Ford M151A2, 4X4, 1972

Ford XM408, 6X6, 1958

Ford XM384, 8X8, 1956

Having practically no competition this time, in 1952 "Ford" produced the first sample, and in 1954-56. several more experimental XM151 vehicles with different open 4-seater bodies. After long trials in 1959, the latest version of the XM151E2 with a monocoque steel base and an aluminum body was chosen for serial production, which began the following year. The new standard M151 jeep was named Mutt, but it never took hold. With weight parameters close to the MV / M38A1 series, it was more squat, had a wheelbase of 2159 mm and increased overall dimensions. It used 4-cylinder gasoline engines "Continental" (Continental) or "Hercules" with a working volume of 2.3 and 2.5 liters, 60 and 50 hp. accordingly, a synchronized 4-speed gearbox, hypoid main gears, hydraulic drum brakes, independent spring suspension of all wheels with hydraulic shock absorbers and disc wheels with 7.00-16 tires.

A car with a gross weight of 1535 kg developed a maximum speed of 106 km / h. Its swing A-arm rear suspension proved to be its weakest point, so two upgrades to this unit prompted production in 1964 and 1970. new modifications M151A1 and M151A2, and the latter externally differed in parking lights built into the recesses of the front fenders and a one-piece windshield. In addition to Ford, the production of M151 jeeps was carried out by the Kaiser Jeep and AM General companies. On the basis of the M151, the M107 and M108 command vehicles and the M718 ambulances with elongated bodies were produced, and a 106-mm recoilless gun was mounted on the M151A1C chassis. The jeep was also used for the installation of various machine guns and anti-tank missiles, kits for overcoming water obstacles, the four-track "Una-Track" propulsion unit (Una-Track) and a 75-horsepower gas turbine engine "Williams" were tested on it. In 1956-59. several experimental jeeps XM408 (6x6) and XM384 (8x8) with aluminum bodies and a floating version with a displacement body were built. Until 1978, all manufacturers assembled over 150 thousand M151 series machines. The last jeep model М151А2 in 1988 for Pakistan was assembled by the company "AM General"

Ford XM434E2, 6X6, 1959

Ford F600, 4X4, 1973

Launch complex on the chassis "Ford M757", 8X8, 1964

Ford F350SD / SPV, 4X4, 2004

In 1957, the US military announced a competition for a range of cabover airborne, portable, floating tactical trucks with a payload of 2-5 tons. Ford, together with the companies RIO (REO) and GMC, hosted active participation, having built in 1959-60. prototypes XM434E2 (6x6) and XM453E2 (8x8) with a carrying capacity of 3.5 and 5 tons, which had a dead weight of 4830 and 5630 kg, respectively. They received aluminum cabins and bodies for 10 ~ 16 soldiers, a Ford V8 multi-fuel engine (8.75 liters, 195 hp), a 2-disc clutch, a 6-speed gearbox and a balanced leaf spring suspension. Based on the results of their tests, a 5-ton version of the XM656 (8x8) was created, which was recommended for production. It was equipped with a multi-fuel Continental LDS-465-2 turbocharged engine (7.8 liters, 210 hp), an automatic 6-speed gearbox, a power steering mechanism, and developed a highway speed of 80 km / h and water due to the rotation of the wheels - 2.5 km / h. Since 1964, it was produced as an M656 chassis for the Pershing-1A ballistic missile command post, an M757 truck tractor for towing a launcher and an M791 communications van. These machines proved to be too expensive and were soon discontinued.

Work on these trucks actually ended Ford's military activities. Nevertheless, in the post-war times in the armed forces of many countries of the world, his all-wheel drive off-road vehicles were widely used - from the Bronco model of the 60s. up to modern Explorer cars, as well as a limitless family of pickups and trucks of the F and L series. Today, for the rapid reaction forces, the company offers a high-speed open version 5PV on the F350SD (4x4) chassis with a 325-horsepower V8 diesel, automatic 5-speed gearbox and various weapons from a 7.62 mm machine gun to a 40 mm cannon.

January 10, 1942 was a landmark day for the Ford Motor Company. It was on this day that Henry Ford signed a contract for the manufacture of a car under license, which later became known as Jeep.

As you know, the first prototype of a light off-road vehicle for the army was developed by the Bantam Car Company, but its production was in no way enough to manufacture the number of vehicles required by the army. This is where Willys-Overland surfaced, which built quite ordinary all-American cars before the war. But it was the name of this company that once and for all became synonymous with the Jeep brand.

As for Ford, they didn’t sit idly by here either. Their army Ford Pigmy was ready back in November 1940, and already in February 1941, Ford started production of its Ford GP (General Purpose). That is, general purpose. According to one legend, it was this abbreviation that later turned into Jeep.

But building different vehicles for the army was stupid. And Ford signed the license agreement on January 10, 1942. From now on, his cars became known as GPW, where W stood for Willys.

Willys himself has gotten a lot from Ford, though. First of all, the famous radiator grill. It was Ford who began to stamp it from one sheet of metal, while Willys himself soldered it from steel strips. True, it was originally with nine slots. And only after retiring and finally moving to American Motors, the grille took on a modern look and became the brand's logo.

Ford Radiator Grille Stamped From Sheet Metal

Thanks to the Ford GPW, the SUVs received a glove box, a steering wheel completely covered with the then plastic, although only in early models. But the "amateur performance" did not last long. American Central Manufacturing began to produce bodies for all Willys. And in 1943, Ford closed its body shop. But the Ford frame was still different from the Overland.

The glove box is a gift from Ford engineers to Willys

In total, Ford built 277,896 GPWs and another 3,550 vehicles with their own GP bodies. Yes, and two Pigmys. Overland - 362,841 cars.

Ford was powered by a Willys 442 Go-Devil four-cylinder in-line gasoline engine with a volume of 2199 cm3 and 54 hp. at 3600 rpm. Warner T84J three-speed synchronized gearbox, Dana-18 transfer case. Two-stage with a switchable front axle. The steering gear is a screw and a crank with two fixed pins. Drum brakes with hydraulic booster. Continuous axles on semi-elliptical springs with telescopic shock absorbers. The curb weight of the Ford GPW was 1,050 kg, the maximum speed was 100 km / h, and the fuel consumption was 14 l / 100 km.

Willys 442 Go-Devil 2199cc 54hp

By the way, according to another legend, the name Jeep belonged to the faithful dog of the sailor Popeye from popular American comics, and then cartoons. So many real Willys owners decorate with portraits of these heroes.