If you can name legendary car Second World War, then this is the American all-terrain vehicle "Willis". His fame fully corresponds to the contribution to the Victory that he made in all theaters of military operations without exception, having earned recognition and unlimited respect from the soldiers of the allied armies.
The history of this machine began in 1940, when the US military concluded that there was a need for a small, multi-purpose passenger car off-road for use as a commander, reconnaissance, communications, artillery tractor, etc. It was supposed to be a cross between a large all-wheel drive passenger car, which the US Army already had, and a heavy motorcycle with a sidecar, widely used in the German Wehrmacht.
Somewhat earlier, the president of a small company founded in 1908 came to a similar conclusion. automotive company"Willis-Overland Motors Incorporated" in the city of Toledo (Ohio) Kennedy, who visited Europe in 1939, feverishly preparing for war. Even then, the company, on its own initiative, began the development of an army reconnaissance vehicle with all-wheel drive. It then stood on the verge of collapse, having produced only 21,418 small American cars in 1940, which were not in great demand. And although the United States had not yet entered the war, military orders for industry were already very impressive and contributed to a sharp expansion of production.
In May 1940, the US Army finally formulated the basic requirements for a light command and reconnaissance vehicle. With a capacity of 4 people or a load capacity of 600 British pounds (272.2 kg), a 4X4 type vehicle with an engine capacity of at least 40 hp. With. was supposed to weigh no more than 5V9.7 kg (initially - even 226.8 kg and 544.3 kg, respectively) with a wheelbase of 2032 mm (initially - 1905 mm) and a track not wider than 1193.8 mm. Of the 135 companies surveyed that produce cars or components for them, only two agreed to deal with this car: a small and little-known firm American Wantam Car Company in Watler, Pennsylvania and Willis Overland. Under the terms of the contract, the general layout of the new car with its main characteristics had to be given in 5 days, and prototypes should have been built in 49 days. The Bantam company met these tight deadlines, assembled in July, and in early September showed the first prototype of its all-terrain vehicle, which had a curb weight of 921 kg, significantly exceeding the specified one.
It was developed under the guidance of chief designer Roy Evans and chief engineer of the company Karl Probst and still bore the features of the external design of the previously produced cheap Austin-7 passenger car with a simplified rear end. A 4-cylinder Continental engine with a capacity of 45 hp was used. With. with a working volume of 1.3 liters and a transmission, which subsequently became typical for all subsequent American 1/4-ton passenger cars of this class. The firm "Willis" considered these technical requirements and the deadlines for their implementation are unrealistic and asked for a more solid car with a curb weight of at least 1043 kg and a 60 hp engine for the implementation of her project. With. 75 days, despite the fact that she already had a certain backlog in this work. And it should be noted that the parameters of their future command and reconnaissance vehicle firm and its chief designer Barney Roos determined quite accurately and far-sightedly. And although he was not born immediately, in several stages, but still in a fantastically short time, unthinkable for our days. This once again confirms the rule well known to designers: a successful and beloved car is created quickly, in one breath.
The first prototype car "Willis", called "Quad" ("quarter"), was built under the direction of Delmar Ross in October 1940. Of course, on his concept and appearance reflected the influence of the Bantam prototype (type 1), which can rightly be considered the first jeep that paved the way for this direction in the automotive industry. Both models, despite a significant excess of the specified mass, in
generally liked the military departments "USA. The firms received an urgent order for the production of 70 vehicles each for conducting military tests in November 1940 at the Camp Holabird training ground. "Bantam" significantly modified on his car external design, primarily the front (type II), bringing it closer to a clear, simple and extremely rational army design. Eight cars were made with all steerable (front and rear) wheels.
Under pressure from the military, Ford, having assessed the situation, also decided to participate in the competition for a 1 / 4-ton army passenger car and by the end of November 1940 built its Pygmy (Pygmy) weighing 99B kg with 4-cylinder, partially a converted engine with a capacity of 42 ... 45 liters. With. from small wheeled tractor, although I would prefer to deal simply with the supply of engines and individual units for cars of other companies. In addition, Ford has long ceased to produce "frivolous" small cars and, to some extent, has lost its taste for them, and at the same time the experience in creating them.
Preliminary tests of all three models "Bantam", "Willis" and "Ford", conducted in November-December 1940, showed clear benefits"Willis" in terms of dynamics, cross-country ability, reliability and strength. The influence of a well-established and more powerful engine Model 442 "Go Devil" right choice transmission units and elements, running gear, dimensional parameters chassis and bodies. Nevertheless, it was decided to continue and expand joint tests different models, and the military, limiting the maximum weight of the vehicle to 979.8 kg and raising the speed to 88.5 km / h, requested funds from the US Congress to order 1,500 vehicles of an improved design for each company.
At the end of 1940, once again reworking appearance, the Bantam company built its latest production version - the Bantam-40 BRC, far from the worst, if not for low power motor and weak steering. Some of them were sent to allied England, but most of them came under Lend-Lease to the USSR. The first "B^ntams" as a command vehicle appeared on our front in the autumn of 1941 during the battle for Moscow. Subsequently, they met in the army and, in general, served honestly until the end of the war. It is interesting that exactly the appearance of -f^. The development of the Bantam, with its characteristic layout and appearance, stimulated the start of work on similar domestic all-terrain vehicles GAZ-64 and AR-NATI in February 1941. However, the insufficient production capabilities of the company did not allow it to deploy mass production his car, which opened a new direction in technology. Only 2675 copies of the BRC were built, among them 50 with all steerable wheels (with significantly increased maneuverability, they showed insufficient stability when driving on the highway, and besides, they poorly “kept” the road when the front axle was turned off).
The firm "Willis", having felt general interest in the promising type of this, can be considered a jointly created car, at the beginning of 1941 significantly redesigned the appearance and body of its version of the all-terrain vehicle, which received the production mark "MA". He had not yet acquired his finished, which later became world-famous forms, but had already begun to work, having also ended up, albeit in small numbers, in the Red Army. From June to the end of 1941, 1,500 jeeps MA were produced in accordance with the order of the military department.
Ford also significantly redesigned its "pygmy" and released new model"GP" ("ji-pee" - from the words "General perpose" - general purpose, hence, probably, the name of all such cars - “jeep”) came from, giving it a logical and quite expedient appearance. During 1941, 1,500 of them were manufactured and an additional 2,150 were ordered. These machines also mostly ended up in warring England. However, the company was not able to completely eliminate the shortcomings of this model as well: relatively weak engine, which was also not intended by fljifl passenger car, and a gearbox without synchronizers, which: led >: to damage to the teeth of the gears The Jeep company came forward again, not for a minute stopping the hard work on developing its tidy car, which would then become the work of her whole life for many years.
In August 1941, it released an improved and fully completed version of the MV, which later became famous. meeting all the requirements of the military
(although compared to the “MA”, its length increased by 82.5 mm, width - 25.4 mm, weight increased by 131.5 kg). This decided the outcome of a very useful competition between three firms to create an army all-terrain vehicle. Having rejected the Ford GP, the military department finally settled on the Willis MV car and gave the company a large order for these cars. The zero series was released at the end of November, and in December 1941 their mass production began. The rest of the Jeep models left the stage. The expected need for "jeeps" was so great that the army decided, for reliability, to duplicate their release at another company. The choice again fell on Ford with its colossal industrial and technical potential. And although the latter did not enjoy great confidence in the military (partly due to the convinced pacifism of the owner), in the conditions of the war that had begun for the United States, he was forced to urgently start production military equipment: tanks, tank engines, aircraft, aircraft engines, guns, army trucks. On November 16, 1941, an agreement was reached on the production of Ford GPW all-terrain vehicles (General Perpose Willis). Energetic organization and technical activity, characteristic of Ford, made it possible already at the beginning of 1942 to launch mass production of this model at its factories, which was no different from the MV (except for the front cross member of the frame). In total, until July 1945, Ford produced 277,896 GPWs, Willis produced 361,349 MBs, and before the victory in the Pacific, a total of 659,031 vehicles. At this time, the daily output at a relatively small plant of the company "Willis" was 400 cars on two conveyors when working in one shift. The plant had a mechanical assembly building, a forging shop and a press and body building. For the production of engines, he received semi-finished cylinder blocks and pistons from Pontiac. From other companies came piston rings, valves, springs, gearbox with clutch, drive axles, frame, springs, wheels, rubber, steering, all electrical equipment, bearings, normals, glasses, stampings and sub-assembled body components. Such cooperation even in war conditions worked well. Behind this, as well as behind the wide army unification among cars different firms the US military department strictly followed, which gave its positive results. the Ford company, which usually did everything itself, when the GPW was released, contrary to tradition, also received many nodes from the outside.
Acting since 1942 fo ever-increasing quantities in yaoi ^ ka soyu> none<"Вилчо>quickly gained false popularity on the fronts of the Second World War: both a fanatical devotee, and everyone who sat on it. He could equally well be a high-speed artillery tractor, and a mobile command gukto-vi, carry a radio station and communications officers, be ambulance and even go into battle as a highly mobile 12.7-mm machine gun mount.He went where no car had gone before, and with the efforts of the crew, the car, with an extremely rare jam, could be pulled out by special handrails on the body of almost any mud.
The enemy did not have anything like that, which caused envy even among the well-motorized German Wehrmacht. For the capture of the "Willis" the Italian command promised 2000 lire, while for the tank - half as much. The success of the new car and its widespread use brought about numerous modifications. At the beginning of 1942, Ford quickly built and already in September put into production a floating version of the Jeep - a light amphibious Ford GPA with a carrying capacity of 0.375 tons (6 people) afloat. The car turned out to be successful and was used in the armies of the allies, especially during the landing operations of the final period of the war. In the Red Army, the Ford-4 amphibian, as it was sometimes called, was successfully used, starting in 1944, when crossing water barriers - lakes in the Baltic, the Svir, Vistula, Oder rivers.
In addition to this modification, at different times there were built, most often in prototypes, a long-wheelbase (increased by 762 mm) version of the "Willis", a half-track snowmobile, three-axle - 6X6, on a railway track, sanitary, lightweight, with a 105-mm recoilless gun M27, small armored car T-25EZ. All of them, however, did not receive such worldwide fame and distribution as the main MV model. In the American army, 1/4-ton single-axle trailers manufactured by Willis and Bantam were widely used.
Jeeps began to enter the Red Army under Lend-Lease in the summer of 1942 and immediately found effective use, primarily as command vehicles and as tractors for 45-mm anti-tank guns. Subsequently, there were no more popular and beloved cars in our army. They turned out to be truly universal and were needed by everyone. "Willis" in the USSR most often came in a semi-disassembled state in boxes in good packaging. Their assembly was mainly carried out by one of the factories in Kolomna. In total, about 52,000 vehicles were delivered to us before the end of the war. From May 20 to July 10, 1943, they underwent comparative army tests near Kubinka and showed themselves very well.
"Willis MV" ended the war with a truly legendary car, showered with rave reviews from both soldiers and marshals. Subsequently, he became a model for mass imitation and even direct copying. Many post-war all-terrain vehicles trace their ancestry from him. All of them came out of his "overcoat".
It was produced in almost unchanged form until 1950 (Ford stopped their production with the end of the war), and under license from Hotchkisi in France and Mitsubishi in Japan for a few more years. And now, 52 years after the start of its production, this machine is found in almost all countries of the world, and in noticeable quantities. This once again suggests that ingenious things do not get old.
Willys MB
The car "Willis MV" was a lolio-drive passenger all-terrain vehicle with a front longitudinal engine.
The engine is a 4-cylinder, in-line, carburetor, izh-non-valve, water-cooled, relatively high-speed (3600 rpm), in its design close to the engine of the GAZ M-20 Pobeda car that appeared later in our country. Its maximum power according to the American standard with a working volume of 2.199 liters is 60 liters. e., on tests in the USSR - more than 56.6 liters. With. The maximum torque of the engine - 14.52 kGm (our tests - 14 kGm) - is relatively large for its regularity, which predetermined high dynamic qualities and good throttle response of the machine as a whole. The engine, according to the “fashion” of those years, was quite long-stroke (S / D \u003d 1.4), and its high average piston speed (13.34 m / s) and general tension dictated increased requirements for the quality of engine oil than often in those years neglected. The compression ratio of 6.48 is common for that time in the West, but high enough for the conditions of domestic operation. Normal operation of the engine was possible only for vehicles with an octane rating of at least 66 (best of all B-70, KB-70). The use of low-quality domestic gasolines and oils. led to a sharp reduction in the service life - at the front, sometimes up to 15 thousand kilometers. A characteristic difference of this engine was the use of a piston pin fixed in the upper head (like the Zhiguli), a camshaft chain drive, an oil pump with internal gear engagement, and a water pump that did not require bearing lubrication in operation. It should be noted the use of units and elements widely standardized in the US Army in the engine: a generator, a relay-regulator, a battery, a breaker-distributor, a gasoline pump, a carburetor, a thermostat, an oil fine filter, and control devices. The developed cooling surface of the radiator allowed the car to "work for a long time with a full load in a trailer in difficult road conditions at high air temperatures. Fuel consumption was relatively large, which was not paid much attention at that time. Clutch: single-disk, dry Atwood Trilander firm Borg & Back. An interesting "feature" of it, now not found, was the ability to adjust the compression forces of the springs as the linings of the driven disk wore out. The release bearing did not require lubrication in operation.
Transmission: 3-speed Warrior with synchromesh in 2nd and 3rd gears. The unit was miniature, worked hard and did not provide the required durability when using low-quality oils.
The Spicer transfer case, combined with a two-stage demultiplier, was attached directly to the gearbox without an intermediate shaft. The front axle drive could be switched off.
Cardan shafts: two. open, with hinges and needle bearings, with telescopic connections, light enough, but without much durability.
Rear axle: Spicer company, with a hypond main gear and a one-piece beam (as later on the GAZ-12), with unloaded axle shafts of the wheels, the hubs and gears of which were installed on tapered bearings. The special treatment of the gear teeth allowed them to work without scuffing and with conventional Nigrol-type lubricants, unlike other American cars with hypoid axles. The ground clearance under the axle housing was insufficient for our roads.
Front axle: driven and steered, also by Spicer, basically similar to the rear. In the steering knuckles, the king pins are also on tapered bearings) three types of equal angular velocity joints were installed: ball type "Beidiks-Weiss", "Rzeppa" and crackers of the "Tract" type. The latter were the most reliable. Occasionally there were bridges with non-synchronous cardans of the Spicer type in the steering knuckles. Both bridges were distinguished by exceptional strength, performance and durability.
Suspension: classic, on 4 longitudinal semi-elliptical springs, rather rigid, with threaded hinges, which was rational. For better stabilization (against the "shimmy" phenomenon) of the front wheels, since 1942 the front left spring was supplied with an additional jet sprung. Shock absorbers - telescopic, double action, firm "Moiroe" (in domestic cars, they appeared only in 1956). Their difference was the ability to change their characteristics without disassembling the shock absorber.
Steering - the mechanism of the company "Ross" type "cylinder worm - crank with two fingers". The steering wheel was very sensitive. Tie rod - split with an intermediate two-shouldered lever. In our conditions, the tie rods have been known to break under harsh driving conditions.
Brakes: foot - drum, on all wheels, Bendix firms with a hydraulic drive, Worked flawlessly. Manual - central, tape, with a mechanical drive. Its brake drum is mounted on the output shaft of the transfer case. Management - pistol grip and instrument panel and cable drive. The handbrake was poorly protected from dirt.
Tires: 6.00-16" with large lugs, Goodyear, US Army Reversible All Terrain tread pattern.
Electrical equipment: 6-volt. The car had a special blackout headlight in a protective frame on the left wing, as well as blackout sidelights and taillights. There is also a socket for trailer lights.
Frame: stamped, closed, with five crossbars, constant width (743 mm), light enough. a special winch driven by a transfer case.
Body: open, doorless, 4-seater, all-metal, with a light removable canvas top. His equipment was truly Spartan - nothing superfluous. Even the windshield wipers were manual. But everything needed was there. Front glass - with a lifting frame. To reduce the height of the car, it could lean forward and the hood. The hood is of an alligator type, very comfortable, it made it possible to freely access the engine.
Both tubular arcs of the awning in the folded position coincided along the contour and were located horizontally, repeating the outlines of the rear of the body. The khaki awning at the back had a large rectangular opening instead of glass.
The headlights matched well with the powerful stamped grille. Fastenings were provided for on the body of a spare ka-instra (rear), as well as a shovel and an ax (left side).
It should be noted the exceptionally successful, rational design and thoughtful shape of the body, its unique charm. The aesthetics of the car were impeccable. Here, as they say, neither subtract nor add. The car as a whole was perfectly arranged. A convenient approach to the units during their maintenance and dismantling was provided. "Willis" had excellent dynamics, high speed, good maneuverability and maneuverability. Its small dimensions, especially its width, made it possible to travel through frontline forests, accessible only to infantry.
The disadvantage of the car was its low lateral stability, which required competent control, especially when cornering, and a narrow track that did not fit into the track pierced by other cars, but was convenient for driving along a rural country road and along forest paths.
The color of the entire car, without exception, is in the color "American khaki" (closer to olive), and always matte. The tires were black with a straight tread pattern. The steering wheel with a diameter of 438 mm was also khaki. On the instrument panel there were 4 pointers with a case diameter of 50.8 mm and one (speedometer) with a diameter of 76.2 mm. Their dials also had a protective color. Pipes were widely used in the design of seats, glass frames and handrails. Doorways were blocked by detachable wide seat belts.
The first 25,808 Willys had a welded grille consisting of 12 vertical strips enclosed in a frame. This can be taken into account in the manufacture of the MV model produced before the middle of 1942. In the USSR, they almost never met.
Instruments and controls:
1 - manual wiper, 2 - steering wheel, 3 - rearview mirror, 4 - seat belt, 5 - light switch, 6 - ignition lock, 7 - carburetor choke control button, 8 - carburetor throttle control button, 9 - clutch pedal, 10 - fuel gauge, 11 - brake pedal, 12 - accelerator pedal, 13 - speedometer, 14 - ammeter, 15 - hand brake lever, 16 - starter pedal, 17 - front axle off lever, 18 - shift lever distribution box.
Front and rear suspension:
I - hydraulic shock absorber, 2 - front spring, 3 - rear spring The scale is increased by 2 times I compared to the general view.
Vehicle Chassis:
1 - engine, 2 - gearbox, 3 transfer case, 4 - hand brake, 5 - starter, 6 - generator, 7 - radiator, 8 - steering gear, 9 - front axle, 10 - rear axle, 11 - front propeller shaft bridge, 12 cardan shaft of the rear axle, 13 - steering linkage.
TECHNICAL CHARACTERISTICS OF THE CAR "WILLIS MV"
Dry weight, kg964
Weight in curb condition, kg1102
Gross weight with cargo (4 people), kg1428
Movement speed, km/h:
maximum on highway 104.6
with trailer 45-mm guns85.8
minimally stable3
average along the country road35.6
off-road24.6
Fuel consumption, p/100 km:
checkpoint on highway 12
middle ia highway 14
off-road22
Range on the highway, km410
Maximum hook pull, kgf 890
Maximum angle of elevation on the ground 37° (with trailer - 26°)
Turning radius, m5.33
Entry/exit angles45/35
Crossable ford (with preparation), mdo 0.8
E. STRONGLY, engineer
"Willis" - a car that was created in the United States at the beginning of the First World War. To be more precise, in 1941. Two companies worked on production: Willys-Overland Motors and Ford.
History of creation
In 1940, the US Army needed a light military vehicle that could perform the following functions:
- transportation of command personnel;
- reconnaissance in zones adjacent to enemy deployment sites, as well as on enemy territory.
The car, of course, had to be maneuverable, with high traffic.
American automobile companies have been eager to develop a vehicle that meets the above requirements. There was only one problem: the tightness of the development time for the car. In the war years, everything must be done as quickly as possible. The car was supposed to be delivered to the front "yesterday".
Due to the tight deadlines, only two firms took part in the competition for the development of the prototype: Willys-Overland and American Bantam.
It should be noted that Willys completely copied its car from the prototype of competitors - Bantam. But none of the mentioned companies could win the competition, as Ford stepped in. It was his "Pygmy" that became the winner of the first stage of the competition.
President Roosevelt, who led the commission for the development and production of cars for the front, made a "Solomonic decision." In 1941, he ordered that all three companies be given a chance to produce a trial batch of cars, in the amount of 1500 pieces.
The increase in US activity in military operations dictated the need for the mass production of vehicles for the army. As a result, Willys produced a trial batch of Willys MA cars and began serial production of Willys MB cars. Ford began to produce the same cars under the Ford GPW index. Moreover, surprisingly, Ford for the first time moved away from its principle of producing all the details of its cars according to its own drawings. Only a few details distinguished the Willys MA from the Ford GPW. Bantam limited itself to producing about 3,000 vehicles and began to specialize in the production of trailers for light military vehicles. Which brought her a good income. But, alas, after a few years, this company ceased to exist.
Just two companies produced about 700,000 Willis cars.
"Willis" was used not only by the United States Army. Under Lend-Lease, vehicles were also delivered to the Allied forces. In particular, the Red Army received about 52,000 Willis vehicles. At the same time, the Soviet troops got almost the entire trial batch - Willys MA. The latter gives reason to believe that the American allies did not treat the Soviet troops very well. A true friend will not supply "experimental" cars. But this is a topic for a separate article.
In the troops of the Red Army, "Willis" was very much appreciated, they spoke positively about them. This machine was used mainly as a vehicle for command personnel. Also, the "Willis" was used as tractors for anti-tank guns.
Tactical and technical characteristics
Looking at the characteristics of the "Willis" "from our time", we can say that the car was quite "modest".
Engine power was only 60 horsepower. Transmission - three-speed, plus - reverse gear. The maximum speed is 104 kilometers per hour. Fuel consumption from 11 to 18 kilometers with a tank of 54 liters. But at that time she coped well with the tasks.
The clearance of the car was 22 mm, and the minimum turning radius was 5.9 m. The car had the ability to carry 250 kilograms of weight. And the volume of the car's engine was 2.2 liters.
Considering, among other things, the dimensions of the car: 3335 * 1585, we can say that the car really was really quite maneuverable and had good cross-country ability.
Motorists who managed to carry out a test drive of the surviving copies of the "Viliis" say that the car in control is more like a GAZ-51 truck.
Jeep for civilians
In 1944, on the basis of Willys MB, they began to produce a civilian SUV CJ1A. Actually, the letters "CJ" stand for "Civil Jeep". Improved modifications of this "peaceful" machine were made until 1986. The manufacturer settled on the CJ10 version. The largest Asian automakers did not miss the opportunity to buy a license from Willys and release their cars into the world. In particular, licenses were bought by such companies as Toyota, Nissan, Mitsubishi, KIA.
"Civil Jeep" Willys CJ1A
- Cars "Willis" were painted in color No. 40973 - plain olive. In this case, the paint was used matte. And this is understandable: in war, extra glare is useless. Now let's turn our attention to domestic military vehicles. Alas, they are painted with glossy paint. Moreover, they are still painted in gloss.
- In one of the commercials of the 40s, "Willis" climbed onto the slag heap of the mine. And it's very impressive. It should be noted that the car, when climbing 45 degrees, can easily cope with the road, regardless of the duration of this climb.
- The headlights of the "Willis" are mounted on special brackets under the hood using a "wing" nut. Thus, the headlights are very easy to turn 180 degrees to illuminate the engine and other details. Very handy for car repairs.
- More about the headlights: they are interchangeable with the headlights of many vehicles of the time. In particular, with the headlights of Harley-Davidson motorcycles. You can talk about interchangeability not only in relation to headlights, but also to other electrical equipment. This can be explained by the same conditions of the war. The leadership of not all countries that took part in the war thought of the principle of interchangeability.
- "Willis" practically does not require a battery. A cold engine in normal operating condition starts with 2-3 revolutions of the “crooked starter”. A hot engine starts with half a turn. At the same time, you need to remember about the return of the "crooked starter". If a battery is installed on the Willes, which is now rare, then it is most likely a six-volt battery. A 12-volt battery was installed on the Willys if they were equipped with additional electrical equipment.
- The windshield of the "Willis" can be lowered onto the hood. This was invented in order to increase the camouflage of the car, reducing its silhouette.
Toledo USA 1916-1963
The American company "Willis-Overland" (Willys-Overland) became famous as the manufacturer of the most famous light all-wheel drive reconnaissance vehicle "Willis-MV" (4x4) during World War II, which went down in history under the name "Jeep". Meanwhile, for most of its life, the company was engaged in the manufacture of civilian cars and small trucks. In 1909, it was founded by John North Willys, acquiring a small company called Overland, which had been producing cars since 1905. The Willis-Overland company began manufacturing its first army pickup trucks at the height of the First World War. At that time, they were part of a small standardized family of US Army light trucks and were produced by three companies at once. All cars were equipped with a 38-horsepower engine and a 3-speed gearbox.
Willis Quod, 4X4, 1940
Willis-MA, 4X4, 1941
Willis-MV "Jeep", 4X4, 1943
After that, a long break came in the military history of the Willis-Overland company, which lasted until June 1940, when a proposal was received from the US Army Quartermaster Corps to develop a light 3-seater all-wheel drive reconnaissance vehicle with a payload of 250 kg. The car with a simple open body without doors had to carry a machine gun, have a wheelbase of 80 inches (2032 mm) and reach a speed of 50 miles per hour (80 km/h). Her dry weight was originally estimated at 1200 pounds (545 kg), then it was increased to 1275 pounds (580 kg), and subsequently brought to 2160 pounds (980 kg). The prototype was to be submitted for testing in 49 days, and over the next month another 70 machines were to be manufactured. Such invitations were sent out to 135 American firms, but only two, including Willis Overland, responded positively. By that time, the company was in a state of severe crisis, and the prospect of receiving a large state order could save it from bankruptcy.
In due time, only a small company, American Bantam, which had long cooperated with the military department, presented its car. The first sample of the "Willis", developed by chief engineer Delmar Barney Roos (Delmar Barney Roos), entered the test only on November 11, 1940. The car was named "Kuod" (Quad) and outwardly resembled the car of the main competitor "Bantam". Its power unit was a reliable and time-tested 4-cylinder Willys-441 engine (2199 cm3, 54 hp), which worked with a 3-speed gearbox and a 2-speed transfer case. "Kuod" was equipped with a spar frame, spring suspensions of both continuous axles, hydraulic drum brakes, 6 V electrical equipment and wheels with 6.00 ~ 16 tires. The car was built in duplicate, and one of them also received rear steered wheels.
The prototype "Pygmy" (Pygmy) of the Ford company also took part in the November tests of 1940, which was declared the winner of the competition, and the "Willis Kuod" turned out to be the heaviest: it weighed 1100 kg - 120 kg above the norm . As a result of this refinement and weight reduction, the second sample of the Willis-MA appeared with a flat radiator grille and a more angular hood, weighing 980 kg and which turned out to be the most acceptable for mass production. In order to avoid unhealthy competition between the three firms, at the beginning of 1941, a commission chaired by President Roosevelt decided to give each of them an order for a batch of 1,500 cars. The release of "Willi-sa-MA" began in June 1941. In addition to the multi-purpose version, it was offered in a sanitary version and as a T54 anti-aircraft gun with twin 12.7-mm machine guns. Meanwhile, the Second World War raged in Europe and the prospect of the United States joining it forced the US military department to intervene in these works and instruct to urgently launch the mass production of new cars. On July 1, 1941, contrary to the hopes of Ford, which built an improved version of the GP, the modernized Willys-MV was adopted as the basis. Serial production of the car at the Willys plant in Toledo, Ohio, began on November 18, and Ford began to produce it under the GPW indices only at the beginning of the next 1942.
Repair shop on the chassis "Willis-MV", 4X4, 1944
Armored car T25 on the chassis "Willis-MV", 4x4, 1943
Willis-MV "Jeep", 4X4, 1942
Willis-WAC, 4X4, 1943
Willis Super Jeep, 6X6, 1943
"Willis-MV" was a versatile, durable and reliable machine that could be easily adapted for a variety of military needs, transportation and installation of various military equipment and weapons. Outwardly, it differed from the MA model in the headlights, transferred from the wings to the radiator lining, and body parts. Technically, the 4-seater "Willis-MV" was almost identical to its predecessors, although it received a modernized "442" engine, which developed the previous 54 hp.
It had a wheelbase of 2032 mm, a track of 1230 mm, an overall length of 3378 mm, a width of 1574 mm and an awning height of -1778 mm. Its dry weight was 1108 kg, full -1657 kg. The maximum speed is 105 km / h, the average fuel consumption is 11-12 liters per 100 km. This car made a real revolution in military affairs and automotive technology, not without reason the popular "Willis-MV" received the title of "Automobile Hero of the 20th century", but it is best known under the name "Jeep". The origin of this word is still not exactly known, but the main version is that it was a modified version of the pronunciation of the abbreviation GP (General Purpose) - "JP", denoting a new class of "multi-purpose general purpose vehicles."
The legendary "Willis-MV" was produced mainly in a universal design with an open body and a tarpaulin awning. During the war, a huge number of different options were created on its basis: headquarters and sanitary, with various weapons, armored, airborne, 10-seater long-wheelbase, tracked, half-tracked or rail-mounted. The most famous combat vehicles on such a chassis were the T47 self-propelled guns with a 12.7-mm machine gun and the T21 with a 75-mm recoilless rifle, the TZb 8-round multiple launch rocket system, SAS anti-aircraft systems and light armored vehicles of the T25 series. In the USSR, they tested the lightest "Katyusha" - the BM-8-8 rocket launcher with 8 80 mm caliber rockets. In the United States, at the height of the war, prototypes of ultralight jeeps "Willis-MBL" or "Pilot" (Pilot) with a 5-speed gearbox and wooden bodies, weighing about 700 kg, as well as "Willis-WAC" (Willys Air Cooled) or "Jeeplet" (Jeeplet) of a special design with a motorcycle 2-cylinder 24-horsepower air-cooled engine in a central location, independent suspension and aluminum body panels. The mass of the mini-jeep was only 450 kg. In 1944, it became the base for the WAC-3 light open transport cart, the predecessor of the equally famous Mechanical Mule. At the same time, work was underway to create heavy MLW (4x4) vehicles with a carrying capacity of 750 kg and a 1-ton Super Jeep 6x6 with a 60-horsepower engine. On its basis, a batch of ambulances, T29 / T29E1 half-track artillery tractors, T14 37-mm anti-aircraft guns and T24 armored vehicles with an open top and a 12.7-mm machine gun, weighing about 2.5 tons, was made.
"Willis-MV" became the most massive vehicle of the Second World War, the world's first mass-produced all-wheel drive vehicle and the most popular light military vehicle of all time.
In total, until August 1945, the Willys and Ford companies produced 626,727 jeeps under government orders, of which 348,849 copies were for the Willis, and taking into account other deliveries, 359,851 cars. With the advent of the Willis-MV, almost the entire batch of MA series vehicles produced by that time was delivered to the USSR under Lend-Lease. During the war, they were joined by another 52,000 Jeeps "Willis-MV" and "Ford GPW", some of which were assembled in Kolomna and Omsk, and ammunition and components for aircraft were also produced at the "Willis".
Willys CJ2A, 4x4, 1948
"Willis-MO (M38) with a recoilless gun M27, 1953
"Willis-MD" (M38A1S) with anti-tank missiles "Dart"
The end of the war for the company "Willis", firmly tied to the production of army jeeps, was a harbinger of difficult times. With the cessation of the flow of large military orders, she was never able to develop anything new and for a long time modernized her version of the MB, turning it into regular military and civilian models, the fates of which were closely intertwined. Back in 1944, Willis developed the CJ (Civilian Jeep) or CJA civilian all-terrain vehicle, which was produced since 1946 in an improved version of the CJ2A, which entered the US Army two years later. The needs of the armed forces in such vehicles and the habit of wartime jeeps turned out to be so strong that in the winter of 1950, on the G3A civilian chassis, the production of a new Willys-MS jeep, better known under the military index M38, began. It received a reinforced undercarriage, 7.00-16 tires, a one-piece windshield, turn signal guard, 24-volt electrical equipment, a front winch and weighed 1250 kg. Until 1953, about 60,000 such machines were manufactured, in the production of which the Canadian plant of the Ford company also participated. One of the few variants of the M38 series was an experienced airborne "Aero Jeep" (Aero Jeep) or "Bobcat" (Bobcat), weighing 700 kg.
Almost simultaneously with the M38 jeep, the company developed a more solid version of the Willis-MD or M38A1. It was distinguished by an overhead valve Hurricane engine of the previous displacement, which developed 67 hp. and defined a higher position of the hood, lengthened by 1 inch wheelbase (2057 mm), wider tires size 7.50-16 and increased dimensions. In 1952, "Willis" began its serial production and produced this jeep until the last days of its existence. The reinforced M38A1C chassis was used to install recoilless guns, anti-aircraft guns and Dart anti-tank missiles. Since 1954, the program included a long-wheelbase 6-seater jeep "Willis-MDA" (base 2565 mm), the chassis of which was used mainly for M170 ambulances. In total, about 100 thousand copies of the M38A1 series cars were built.
Since 1953, on a civilian, CJ3B chassis with an overhead valve 62-horsepower engine, an army jeep M606 was manufactured, intended mainly for export and assembly under licenses in many countries of the world. In turn, the military MD and MDA series served as the basis for the CJ5 and CJ6 civilian all-terrain vehicles, which remained in production until the mid-80s, and in the late 50s. the CJ5 model became the base for the updated M606A2 jeep .. Since the late 40s. the US military also received modified versions of civilian four-wheel drive pickups and Station Wagon utility vehicles.
Such a deep interchangeability and variety of models, which practically did not differ from each other, reflected the plight of the Willis, which was not able to independently create fundamentally new all-wheel drive vehicles.
Willis M274A1 "Mechanical Mule", 4X4, 1960
Willis XM676 (FC170), 4X4 1958
Willis HM443E1, 4X4, 1958
On April 28, 1953, the Kaiser Industries Industrial Corporation bought it, turning it into its Kaiser-Willys Division, but retaining the old trademark. The influx of large financial resources allowed "Willis" to start creating a fundamentally new military equipment. The development of experimental work at the end of World War II was the 4x4 Mechanical Mule 4x4 landing transport trolley with a 1448 mm wheelbase, a tubular aluminum frame, two or four steering wheels. The folding steering wheel could be installed both in front and rear of the loading platform or to the side of it, and under the car, which made it possible to control it, following next to or crawling under the car, whose height was only 685 mm. The XM274 prototype appeared in 1951, and the mass production of the M274 Mechanical Mule began only in 1956. In the rear part, under the platform, a 4-cylinder boxer engine "Willis AO-53" (876 cm3, 15 hp) of air was placed cooling and 3-speed gearbox.
The M274A1 variant received a 17-horsepower engine with enhanced cooling. The development of the “Mechanical Mule” in 1958 was an experienced multi-purpose cabover cargo-passenger vehicle XM443 with a payload of 750 kg, equipped with a 4-cylinder liquid-cooled boxer engine (2.7 l, 72 hp), located in the central part of the chassis, independent spring suspension and open aluminum body. The XM443E1 variant was also offered as a multi-purpose trolley. A series of multi-purpose military vehicles based on the standard 1-ton cabover FC (4x4) series actually did not leave the experimental stage. At the end of the 50s. on FC170 chassis with 4-cylinder diesel, 3-speed main and transfer boxes
Willis produced prototype XM676 and XM677 (double cab) pickup trucks and XM678/XM679 all-metal body vans that were tested by the US Navy.
With the advent of the early 60's. the more advanced and cheaper jeep M151 of the Ford company, the financial situation of the Willis began to deteriorate sharply. This brand ceased to exist in 1963, when the Kaiser-Willis branch was transformed into the Kaiser Jeep company. Subsequently, it passed to the concern "American Motors" (American Motors), and now the direct heir of the "Willis" is the company "Jeep" (Jeep), part of the corporation "DaimlerChrysler" (Daimler-Chrysler).
Willys MB (Willis)- American army off-road vehicle of the Second World War. Serial production began in 1941 at the factories of Willys-Overland Motors and Ford (under the brand name Ford GPW).
STORY
In May 1940, the US Army formulated the basic requirements for a light command reconnaissance vehicle. These requirements were so tight in time that only Willys-Overland Motors and American Bantam took part in the competition, which in early September 1940 showed the first prototype of its SUV.
The resulting machine turned out to be heavier than the given values. Willys, declaring these technical requirements and deadlines unrealistic, asked for 75 days to implement their project for a heavier car. Willys, having full information about the competitor's car, copied the exterior features of the Bantam prototype.
A few years later, this was legally fixed, but by that time American Bantam had ceased to exist. Belatedly, Ford entered the competition with the Pygmy car, which won the initial stage of the competition. In early 1941, a commission chaired by President Roosevelt formed the final requirements and decided to issue an order for a trial batch of 1,500 cars to each of the three firms. The release of the Willys MA began in June 1941. The entry of the United States into World War II forced the US military to instruct urgently to expand the mass production of new cars.
Contrary to the hopes of Ford, on July 1, 1941, the upgraded Willys MB was adopted as the basis. Willys-Overland Motors produced the last Willys MA on November 18, 1941, having built 1,500 units behind schedule, and began mass production of the Willys MB at its Toledo, Ohio plant. The Ford plant started producing Willys MB (under the Ford GPW index) only at the beginning of 1942. Including Ford copies, a total of 659,031 Willys MB cars were produced.
Entering the Allied forces, Willys quickly gained immense popularity. The Willys were massively supplied to the Red Army under Lend-Lease since the summer of 1942 (along with the Willys MB, almost the entire batch of Willys MA - 1553 copies was delivered to the USSR through England) and immediately found use as command vehicles and 45 mm tractors antitank guns.
In total, about 52 thousand vehicles were delivered to the USSR before the end of the war. From May 20 to July 10, 1943, three Willys MB vehicles were tested near Kubinka and performed very well.
"CIVIL JEEP"
In 1944, a civilian SUV was developed on the basis of Willys MB. CJ1A(CJ- Civilian Jeep), and in 1945 its improved modification CJ2A. Model CJ3A served as the basis for the creation in 1950 of the army off-road vehicle M38. The military series "Willys MD" served as the basis for civilian SUVs CJ5/CJ6, produced from the mid-1950s to the early 1980s, as well as later models of the late 70s and 80s CJ7, CJ8 Scrambler and CJ10, which ended production in 1986. Licensed by Willys Models CJ3B And CJ5/CJ6 since the early 1950s, they began to be produced in Japan (Toyota, Nissan and Mitsubishi), as well as in India (Mahindra & Mahindra), South Korea (SsangYong and Kia) and several other countries.
POSTWAR ARMY MODIFICATIONS
M38A1
M606 in Colombia
- "Willys MC", designation M38 (1950-1953) - army modification of the civilian model CJ3A. Got a winch, heavy duty chassis, 7.00-16 tires, one piece windshield, 24 volt electrical equipment. Until 1953, 61,423 of these machines were manufactured, and the Canadian plant of the Ford company also participated in the production.
- "Willys MD", designation М38А1 (1952-1957) - a more solid version of the "Willis-MS". Outwardly, it was distinguished by a higher hood position, an extended wheelbase - 2057 mm, wide tires 7.50-16 in size and increased dimensions. "Willis" produced this jeep until the last days of its existence. Issued 101488 copies. In parallel, in 1955-1982. a civilian model CJ5 was produced and its modernized version CJ7 was produced in 1976-1986.
- M38A1S - reinforced chassis, used to install recoilless guns, anti-aircraft guns and anti-tank missiles.
- "Willys MDA" (1954) - long-wheelbase 6-seater jeep (base 2565 mm). Civil long-wheelbase model CJ6 was produced in 1955-1978.
- M606 (1953) - an army modification of the CJ3B civilian model with an overhead valve 62-horsepower engine, designed for export and assembly under license.
