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Wednesday, December 13, 2000 THE OAKVILLE BEAVER D7 B e s t W h e e l s O a k v i l l e Today' s com fortable SUVs owe much to the original By Malcolm Gunn SPECIAL TO THE BEAVER M ost people think little about the Jeep's glo rious past when they meet one on the high way or spot one in a nearby Chrysler showroom. Sure, the design seems a bit quaint, but that's a major part of their appeal. These days, Jeeps (the TJ version, not the square-bodied Cherokee wagon, or the luxo-ute Grand Cherokee) are just plain cool to drive or be seen in, as anyone with teenagers will readily attest. But the original Jeep was not designed as a status vehicle for the high school or college set, nor was it geared for recreational or sporting use by millions of outdoors types, or anyone else with an urge to ven ture off the main roads for some fun and frolic. No, the Jeep's original purpose was as a vital transportation device able to reliably move troops and equipment both on, but mainly off, anything resembling a thoroughfare. The vehicle's original specifications called for a utility-type machine that would weigh less than 730 kilograms, be able to carry a payload of 600 pounds, be equipped with four-wheel drive and travel at a rate of at least five km-h. Of the 135 requests for bids sent out by the United States Army's Quarter Master Corps in June of 1940, only three companies even tually produced prototypes, Willys-Overland, American Bantam and Ford. Just over two-and-a-half months later, each com pany's prototypes were ready for evaluation. After exhaustive testing by the Army's engineers, the Willys was deemed superior in terms of acceleration, maximum speed and its ability to climb the steepest grades. The Willys' chief advantage was its superior power. The company had earlier developed plans to upgrade its aged 2.2-litre flathead four-cylinder automobile engine that would eventually be used in their submission. After chief engineer Barney Roos was finished with it, horsepower had been increased to 60 (from its original 48). Among his many revi sions, Roos enlarged the intake manifold, replaced the cast iron pistons with aluminum, redesigned the crankshaft, added a Carter downdraft carburetor and upped the compression ratio. The only problem with the winning entry was weight. Despite the fact that it lacked doors and had only a flimsy canvas top, the Willys was 750 pounds over the military's specified maximum. Fortunately, this was revised to around 955 kilo grams, and -- just barely -- the designers were able to meet the requirement. Much controversy continues today concerning the origins of the Jeep name. However, the most probable explanation lies in the term GP, short for General Purpose in military-speak. Initially, there were only a relatively small num ber of Jeeps assembled in the first year. However, after the United States formerly entered the Second World War on Dec. 7, 1941, production increased dramatically. A year later, more than 100,000 of these basic go-anywhere `iron ponies' had been readied for duty. By war's end, Jeep production would total more than 650,000 units with the United States Army paying US $875 for each one. Although the majority were built by Willys, some 40 per cent were also constructed under licence by Ford. The Jeep saw action in virtually all theaters of the war, including Europe, North Africa and the Far East. As both generals and privates alike began singing its praises, the seemingly unstoppable little 4x4 quickly became the stuff of legends. The pro paganda opportunities that these Jeep stories creat ed were not lost on the Army, and the public was soon being inundated with heroic newspaper accounts and magazine articles touting the Jeep's prowess serving the various Allied forces in their march to victory. None of these tales required exag geration or massaging of any kind. The Jeep turned out to be the wonder vehicle of the conflict, and was referred to by U.S. Army Chief of Staff George Marshall as `America's greatest contribution to modem warfare'. In 1945, Willys began producing civilian Jeeps, or CJs as they were called, from its plant in Toledo, Ohio. At around US $1,100, the CJ wasn't cheap compared to the cost of its more versatile pickup track, but CJs soon became popular with farmers, ranchers and others requiring a ragged workhorse that could handle the rough stuff and was simple to service. To cash in on the now-famous Jeep name, Willys produced spinoff models, such as the all-steel Jeep station wagon and the sporty Jeepster convertible. Both were available with an optional OHV six-cylinder engine as well as a number of interior/exterior trim options. Although the Jeep brand has endured, its parent, as well as a number of successors, have not. Willys was absorbed by Kaiser-Frazer in March of 1953. Seventeen years later, American Motors acquired the Jeep name from Kaiser, holding it until the Chrysler takeover in 1987. But as tough as the original was during war, the peacetime variant has proven impossible to kill as its ownership -- and its heritage -- changes hands. Today's Jeep TJ, although vastly better handling and more powerful, remains true to the original concept. The Army may have moved on to bigger and stronger alternatives (The HUMVEE has garnered its own well-earned battle ribbons), but, like a grizzled veteran, the Jeep remains ready, willing and able for action. Malcolm Gunn is Wheelbase Communications' chief road tester and historic writer. Wheelbase is a world-wide supplier of automobile news, reviews and features. % Winter is Near! 0 $ ^ * Get Your Cooling System Checked Today! Environmentally friendly "Glyclean" cooling system service. Recycle antifreeze to manufacturers specs by measuring both coolant strength & PH level. Helps keep internal engines components from deteriorating. THE CHRYSLER · DODGE · JEEP *58" Check Out Our W inter Tire Prices! Drive Clean Repair Centre Q .E .W . N eg S. S E R V IC E RD. 8 w + E s 3 < CORNWALL RD. E u 1 2 UJ < 573 Chartwell Rd. OAKVILLE SPEERS RD p (905) 844-9641 2001 W5DGE DAKOTA QUAD CAB We pay the GST an take $500 o ff O N VIRTUALLY ALL 2001/2000 MODELS O akville PROTEGE SE NO DOWNPAYMENT AND N O PAYMENTS FOR FOR 90 DAYS (O .A.C.) n O / t ------------- ~ 0 R C H O O S E " * --------- U / O purchase financing for 48 months on virtually all 2000 models or for 60 months on all Neons. Ends January 6th, 2001 2000, GLENL EVEN 2000 I N V E N T O R Y W AS J00 Jeep TJ Sport utatK, #01234---------------- $26,405 'OO Jeep Cherokee sienna, #ojo99 $32,300 'OO Jeep Cherokee sienna, #oji66 $31,925 tn me 'OO Jeep Cherokee green, #oj258 $31,925 'OO Jeep Cherokee black, #oj 2 8 8 $31,925 'OO Jeep Cherokee patriot, #oj294 $32,235 'OO Dakota Quad black, #0T338 $35,955 'OO Dakota Quad patriot, #OT352 $34,225 'OO Dakota Quad patriot, #0T454 $35,460 *00 Durango black, gtrrm----------------------- $44,150 'OO Jeep Gr. Laredo sienna, #0J177 $39,690 'OO Cirrus red, demo, #0C194 $23,145 'OO 300M champagne, # 0 0 6 2 $41,469 'OO 300M white, #0C223 $40,970 'OO Gr. Caravan silver, # oto 34 $27,364 "All rebates applied. Freight, taxes & fees extra. Consumer Reports tE S E B fl NOW $22,332 S O L D $26,938 $26,642 C T t 11 t SO LD $26,642 $26,642 $26,887 $29,618 $28,251 $29,228 $36,792 SOLD $32,934 $19,437 $33,996 $33,917 $19,068 LEASE $ 0 DOWN PAYMENT $ 0 SECURITY DEPOSIT R O R D SID f H SSISTRRCf P R D G R R R 1 9 a * ymRoA V ra rj M l Ml FINANCE $ 0 DOWN PAYMENT $ 0 INTEREST for 90 days MA Z DA GRADUATE! PR O G R A M $ 0 PAYMENT for 90 days $ 0 PAYMENT for 90 days This offer good until Dec. 30/0 0 * **Lm m poy»wrts l speod fwanu rafts curnot be cwhin d. See M e r for details. u ASH HOUR DEALER AflOUT mAZDA's unvEAsmi r cduege GRADUATE ARDGRAA1. 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