Today, when we hear “Jeep,” many different models come to mind. However, seven decades ago, this term was associated with just one vehicle: a rugged, utility-focused four-wheeler that functioned more as a tool than a means of transportation. Initially developed as a military vehicle during World War II, it quickly became an American symbol. Yet, its origins stretch back even further.

The concept of four-wheel drive actually dates back to the 1800s. While it advanced rapidly from 1900 onward, its presence in automobiles was mainly limited by economic factors. Implementing four-wheel drive often doubled the cost of a vehicle. Thus, it was primarily targeted at commercial and military markets, leading to a focus on producing four-wheel-drive trucks in the 1.5 to 5-ton range to ensure profitability.

From left to right: The rare and valuable follow-up models to the pilot designs are the 1941 Willys-Overland MA, Bantam BRC, and Ford GP.

A little-known U.S. Army captain, William Phillips, proposed a “War Automobile” in 1905. His design included a sketch that closely resembles the first Jeep. The details like wheelbase, overall length, curb weight, type of power, and gear ratios are almost identical, showing that the idea of a compact, lightweight 4×4 was not new in 1940.

The U.S. Army’s first 4×4 vehicle emerged in 1911, originally a touring car from the Four Wheel Drive Auto Company. This vehicle was modified into a “truck” by removing most of its body and adding a cargo box adapted from a horse-drawn wagon. In 1912, it went through a 1,500-mile cross-country test with other trucks (all 4x2s), demonstrating the merits of four-wheel drive in military operations.

First Deployment

World War I offered the U.S. military its first experiences with motorized transportation in warfare. The advantages over traditional horse transport were evident, especially with the inclusion of four-wheel drive. The early development of all-wheel drive happened where it was urgently needed: in heavy-duty vehicles meant to carry large supplies or troop numbers. At the time, the military still relied heavily on horses, and it took longer for the benefits of four-wheel drive to be recognized in lighter vehicles.

While large 4x4s became more common, Army units often made do with whatever light 4×2 vehicle they could find. The motorcycle was the only available high-mobility light vehicle. While it served well for courier tasks and specific reconnaissance missions, it had limited cargo capacity, minimal combat capability, and required a skilled operator for off-road use. The right lessons were learned quickly, but a traditional mindset centered around horses slowed budget approvals, and then the war concluded.

By the end of World War I, U.S. ground forces were well on their way to becoming motorized. They had gathered enough experience to understand their needs. Unfortunately, the post-war budget cuts from Congress left little room for maintaining existing vehicle fleets, let alone funding new developments. From 1919 to 1935, military advancements mainly focused on heavy-duty vehicles, while improvements in light-duty vehicles were limited to experiments aimed at enhancing the off-road performance of 4x2s.

Before World War II, a jeep-like conversion of the Ford Model-T by Jesse Livingood was available, and conversion kits for various vehicles existed in the 1930s. The Army likely knew of these conversions since they utilized the Model-T, although no official military version was recorded.

In some historical narratives about the Jeep, a 1936 Marmon-Herrington half-ton 4×4 conversion is referred to as “The Grandfather of the Jeep,” although there are no direct connections. This vehicle led to the development of M-H trucks four years later, which served as the Army’s light-duty 4×4 before the introduction of the Dodge half- and three-quarter-ton 4×4 trucks during WWII.

A Turning Point

In 1940, funding was finally made available, signifying that the U.S. would likely enter a war against either Germany or Japan, or possibly both. While isolationist sentiments were strong, Congress approved substantial financial resources for military expansion and upgrades across the board. This funding was crucial; building a small 4×4 vehicle didn’t present significant technical obstacles. Instead, the challenge lay in producing it within budget constraints and offering competitive bids for contracts.

The history of the Jeep does not feature an iconic “Aha!” moment. However, a pivotal meeting took place in early June 1940, between a U.S. Army Ordnance subcommittee and the American Bantam Car Company of Butler, Pennsylvania. The subcommittee aimed to explore light reconnaissance vehicles as potential replacements for motorcycles, while also evaluating some militarized versions of Bantam cars. It was clear that a light 4×4 was on their minds, and Bantam’s innovative ideas were presented during discussions.

Shortly after these meetings, Bantam submitted a detailed set of vehicle specifications and plans, hoping to negotiate a contract for a small number of experimental 4×4 vehicles. This proposal was turned down, surprising Bantam when they later found out that the government was soliciting bids for a short-wheelbase 4×4 from a wide range of automotive manufacturers. This was particularly frustrating since Bantam had contributed significantly to developing the specifications.

The documentation outlined a strict timeline for developing the initial prototype within 49 days, with the final batch of 61 vehicles due to be delivered 26 days after the prototype received approval. An extra two weeks were also allocated to finalize eight four-wheel-steer versions, totaling 70 vehicles.

Bantam committed to staying competitive in the bidding process, and the extended timeline allowed them to create a thorough and intricate proposal. Ultimately, Willys-Overland was the only other company that submitted a bid. Although their offer was slightly less than Bantam’s, Willys was unable to guarantee the requested delivery schedule. This led to Bantam being awarded a contract worth $171,181.75 for the 70 vehicles. Interestingly, Bantam’s bid was very close to the $175,000 proposal they had made previously, despite the fact that the vehicle they were contracted to manufacture was quite different from their original suggestion.

Displayed is the remarkable prototype developed in 49 days. By the time Bantam secured the contract in July 1940, Harold Crist already had a foundational design ready. The company used body stampings from its automotive line, including the cowl, dashboard, and front fenders, to expedite the process. The vehicle’s power came from a 112ci Continental four-cylinder engine that produced 45 hp and 86 lb-ft of torque.

During the testing phase, the Bantam emblem was removed midway and replaced by louvers to help manage under-hood temperatures. Testers had reservations about the inverted u-section chassis and reportedly began taking the Bantam off a loading dock for robustness tests. According to legend, the chassis eventually cracked after numerous jumps, but the driver ended up only with a backache.

The Bantam Pilot was not included in the 70-unit order and was sent back to Bantam. Shortly after testing ceased, it was involved in a traffic accident while on its way back to the factory and subsequently disappeared. Period records suggest that many of its components may have been utilized in subsequent BRCs. It is considered a prized possession among enthusiasts, but after 70 years of dead ends, master fabricator and restorer Duncan Rolls from Texas documented and measured the oldest remaining Bantam, which was the seventh from the 70-unit order. Rolls also gathered every photograph of the pilot model he could locate, as well as early BRC components and some Bantam car parts, then crafted a body from scratch. The outcome is a representation of the Bantam Pilot as it was initially constructed and delivered to Camp Holabird. He also created a replica of the 1940 BRC.

Featured is BRC-1007, the seventh BRC manufactured, delivered on November 29, 1940, along with 21 others. A perceptive individual within the Quartermaster Corps arranged for it to be donated to the Smithsonian Museum in 1944. It accumulated 15,941 miles on the odometer but has not operated since its journey to the museum. It is currently exhibited in Pittsburgh’s Heinz Museum as part of an expanding Jeep showcase.

Though it has likely been repainted, BRC-1007 remains unrestored. These early BRCs have been alternately classified as BRC 60 or Bantam Mark 1. Recent findings reveal that the BRC 60 designation was not recognized by Bantam but was assigned later, similar to the Mark I label. Thus, the correct reference is 1940 BRC.

The final eight BRCs from the 70-unit contract included four-wheel steering. The Cavalry division, responsible for reconnaissance at the time, insisted on having this feature due to the perceived agility it would offer. However, the inclusion of four-wheel steering was eliminated when standardization occurred.

Bantam’s BRC upgrade received favorable reviews from testers, and although it was less powerful than Willys’ offering, it was appreciated for its agility and reliability. Production commenced on March 31, 1941, and continued until the end of November, resulting in a total of 2,642 vehicles being built, with a portion sent to the British forces, who utilized them in the North African deserts and were quite fond of them.

The Army was pleased that the Jeeps could tow the new M3 anti-tank gun, but they were less thrilled upon discovering that most German tanks had quickly advanced to be nearly impervious to the 37mm gun. This M3 is shown behind a ’41 BRC, with a four-wheel-steering Ford GP on the right.

The elegant Bantam instruments are a notable feature of the vehicle’s interior. The Bantam was regarded positively for its spaciousness and comfortable driving experience. According to analysis of 75-year-old testing records of the three pre-standardized Jeeps, it stood out as the nimble and “sporty” model of the group, with impressive handling and braking capabilities.

The ’41 BRC utilized the same Continental Y-112 engine as its predecessors, although it is referred to as BY4112 (“BY” signifying “Bantam Special”) in product literature. The Y-Series engine was also used in various applications such as tractors, power units, forklifts, boats, and motor vehicles well into the 1970s, with available displacements of 69, 91, and 112ci. Producing 45 hp at 3,500 rpm and 85 lb-ft at 1,800 rpm, it may not seem powerful on paper, but when paired with the BRC’s lightweight design, it made for a lively Jeep.

Bantam Puts the Pedal to the Metal

Bantam got to work on refining a design, handcrafting its pilot model, and establishing an assembly line. The automotive sector was generally taken aback when, defying expectations, Bantam presented the pilot to Camp Holabird in Maryland (the Army’s testing site) on September 23, 1940, just 30 minutes before the deadline. Testing commenced promptly, subjecting the Bantam pilot to an intense evaluation process over 3,400 miles, with only 247 of those miles on paved roads. The contract hinged on this pilot model successfully passing its qualification assessments, which it did with flying colors, leading some to describe it as “historic.”

The order for 70 units was prepped for production even before the Bantam pilot model was completed and approved. Meanwhile, Willys-Overland was not idle. Although it had lost the first round, it recognized that further opportunities were ahead. At its own expense and timeline, Willys created a prototype. Throughout the process, it was allowed to examine and observe the Bantam prototype during testing. This was not an underhanded act or cheating; rather, it was a standard operating procedure that allowed potential contractors insight into the testing that the government owned, especially early in the development stage.

Bantam delivered the first of the 70 units on November 29 and completed the final delivery on December 17. The newly engineered BRCs (Bantam Reconnaissance Cars) were sent to various Army branches for field tests. Feedback was overwhelmingly positive. While initially intended as a reconnaissance vehicle, it soon became apparent that the 1/4-ton 4×4 had diverse applications, excelling instead as a general utility vehicle and command rig. Plans had been made to equip it with a light machine gun, but it also proved effective for mounting the robust .50 cal. Browning heavy machine gun, showcasing its versatility as an agile tank-killer capable of towing the U.S. Army’s new 37mm anti-tank gun.

Willys launched two pilot models referred to as Quads on November 13, 1940. They were identical except for one having four-wheel steering. The Quad featured numerous intriguing characteristics, including a 134ci 60 hp engine sourced from its 441 car model. Willys also designed the passenger-side offset for the differentials.

and the transfer case drop was modified from the Bantam (and later Ford) design to include the bell-crank steering that Willys preferred.

The Quad, another early model, has become somewhat of a mystery over time, and this may be one of its final photos. Willys introduced the MD (M-38A1) in 1952 and took pictures of both the Quad and MD side by side. The Quad was refurbished in 1943 with upgraded components, and it is believed to have been dismantled before Kaiser acquired Jeep. However, many enthusiasts hope that it is still preserved somewhere in a garage in Toledo.

Willys Pilots

On November 11, shortly before Bantam delivered its first batch of 70 BRCs, Willys-Overland sent over two prototypes of a vehicle called the “Quad” to Camp Holabird for evaluation. The Willys Quads underwent rigorous testing, and while they faced some typical issues, they ultimately succeeded in the performance assessments. The Quad was lauded for its impressive power-to-weight ratio thanks to its larger engine, though it couldn’t meet all specifications, particularly in terms of weight. Although the Quad was over 30% more powerful than the BRC (60 hp versus 45 hp), it was also 16% heavier. While Bantam’s weight was just under the necessary 2,100-pound limit, the Quad exceeded it by more than 400 pounds, weighing in at 2,520 lbs, leading to its initial disqualification from the bidding process. However, with some influential allies in government, Willys managed to have this decision reversed after promising to reduce the weight significantly.

Ford introduced its Pygmy prototype on November 23, 1940, which featured an identical chassis and a body made by the Budd Company. Although the Pygmy had a late start, Ford’s extensive resources were at hand, and the engineers closely examined Bantam’s work. The layout of the Pygmy set a foundation for the future jeep, incorporating a blend of Spicer axles and transfer case, along with a modified Model-A three-speed transmission and a Ford 119ci four-cylinder engine.

The Pygmy has survived through the years, alongside its Budd-bodied counterpart. It was housed in the Henry Ford Museum for several years before being sold to a private collector in the 1980s and now resides at the Alabama Center for Military History in Huntsville. The photograph here dates back to the 1990s, and it still looks nearly identical today. It is reported to still retain the original dirt from its test runs.

Ford made the strategic move to develop two separate prototypes. The chassis that was sent to Budd received a design closer to Bantam’s 1940 BRC and its original specifications. Though it was rejected before any testing could occur, it was utilized for a time as a factory vehicle and even appeared in Hollywood war films, including ‘Flying Tigers’ featuring John Wayne.

This Budd prototype was rediscovered in a Southern California backyard in the mid-1990s and later found a new home with renowned English military vehicle collector and restorer Fred Smith. Referred to as “Buddy,” it underwent a meticulous restoration in 2007 and has since amazed audiences in the UK.

Production of the Ford GP commenced in February 1941. The Army appreciated its compact, easily concealable design. The GP marked the first updated non-standardized jeep to be produced in significant numbers and was the first model that many GIs encountered. While many were sent overseas, a substantial number remained at U.S. military bases, leading to more of them surviving compared to other non-standardized jeeps. The second production series wrapped up in November 1940, resulting in a total of 4,458 units built.

Test drivers particularly favored the Ford GP’s parking brake and shifter configuration, and the instrument cluster was consistent with any Ford pickup from that period. The mirror setup allowed the windshield to fold down, and the T-handle hood latches became iconic in jeep history. Despite some shortcomings, features like these contributed to the GP gaining acclaim from the Army.

The Ford 119ci four-cylinder engine, which was relatively new to the GP, was derived from the 239ci flathead V-8 used in Mercury vehicles, with one bank removed. Developed as a low-revving agricultural engine for Ford’s 1939 9N tractor, it functioned better producing 28 hp at 2000 rpm rather than pushing itself to deliver 46 hp at 3600 rpm like in the GP. Its Holley carburetor had a reputation for flooding in rugged conditions.

Ford Green

As events unfolded, a third competitor emerged. The entrance of Ford Motor Company, a major manufacturing powerhouse, must have caused concern for Bantam and Willys executives. Initially, Ford had declined to participate in the bidding, but they quickly produced two prototypes with similar chassis and mechanical setups, one featuring a body from Budd Manufacturing closely based on preliminary drawings, and another with a sleek, angular body designed by one of Ford’s top engineers. The Ford-bodied prototype, known as the Pygmy, would eventually become prophetic as it visually and ergonomically resembled the future production quarter-ton models. Ford submitted its prototypes on November 23. The Budd-bodied version was immediately rejected, but the Pygmy passed testing and met all qualifications.

The result was that each of the three companies was awarded contracts for 1,500 upgraded models. These improved vehicles were distributed to Army units nationwide for review, receiving positive feedback across the board. Each vehicle’s strengths and weaknesses were recorded, and the information was used to create a standardized specification released on July 7, 1941. This led to the bidding process.

Willys, having dodged a bullet when the bulky Quad almost disqualified them from bidding, went all out to reduce the weight of its new model, the MA. By utilizing thinner sheet metal and lightening the design wherever possible, the Willys MA was brought just under the 2,160-pound limit. It was commonly joked that if dust accumulated on the MA, it could become overweight. The MA ended up being the lightest Willys jeep ever produced, with its production commencing on June 5, 1941. A total of 1,555 units were manufactured (including 50 for the Navy) before production ceased on August 27. While the American military kept very few MAs, many were supplied to the Soviets, several of which later made their way to Czechoslovakia after the war.

Willys focused its efforts significantly on the 60hp 441 engine, which was an enhancement of the original 48hp four-cylinder design dating back to 1926. With 105 lb-ft of torque available, it boasted the highest power output among the non-standardized lineup. The Willys MA could accelerate to nearly 52 mph in under 15 seconds, reaching a maximum speed of 74 mph, making it much quicker compared to the other two non-standardized jeep models. The eventual standardized quarter-ton model would weigh almost the same as the Quad, emphasizing the importance of that larger engine for maintaining adequate performance.

The MA, however, received criticism for its interior, particularly for having limited legroom, which was flagged as an issue. Drivers also commonly expressed dissatisfaction with the column shifter, as it could be knocked by a knee over rough terrain and was prone to failure in the field.

Contract Winner

After all qualification assessments were completed, the outcomes were as expected. Ford submitted a bid of $782.59 with a completion time of 171 days. Bantam offered $788.32 with a turnaround of 152 days. Willys presented the lowest bid at $748.74 per vehicle, requiring 149 days to produce the vehicles.