!44: What Vehicle Did the Army Want in a Reconnaissance Car?

!±8± What Vehicle Did the Army Want in a Reconnaissance Car?

The "jeep" history may have begun on March 22, 1933 with the procurement by the Army of one car manufactured by the American Austin Company. This one car was thoroughly tested at Fort Benning, GA. Lt. E.P. Hogan, Quartermaster Corps credits testing of this car as the forerunner of pilot models of the 1/4-ton truck. It was an "open two-seated commercial passenger car." The car was driven outside of Ft. Benning as far as Fort McPherson (about 115 miles!) Testing of the small car showed the Army what it could expect of a small car. The vehicle was later salvaged.

In 1937, the Chief of Infantry was calling for a lightweight vehicle to be used as a "weapon and ammunition carrier." The Chief wanted the vehicle for tests and experiments as rapidly as possible. At this point, the Infantry wasn't sure if the vehicle would be a "track-laying vehicle capable of movement across country and on roads at tank speed, requiring only modification of commercial vehicles." Or, if it would be a "truck light enough to be manhandled over ditches and other obstacles by a squad. The vehicle will have to be capable of carrying a maximum load of 1100lbs. (anti-tank gun)."

Around this time a Captain Howie (of the Infantry School, Tank Section) developed the "Howie-Wiley Belly Flopper" under the direction of Brigadier General Walter C. Short, Assistant Commandant of the Infantry School). The general required that the vehicle be constructed for the sole purpose of transporting two men, a caliber .30 machine gun, tripod, and ammunition. Other requirements included:
That the gun not be mounted for firing from the carrier. That the vehicle be light enough for four men to lift it into a 1 1/2-ton truck and across small obstacles. That the vehicle present as low a silhouette as possible--sacrificing ground clearance therefore, if necessary. That dimensions be such that it could be carried in the 1 1/2-ton truck issued to machine-gun companies. That speed was no object--as low as 10mph maximum would be sufficient. That units be commercially available as far as possible.

Captain Howie was assisted in the construction of the vehicle by Master Sergeant M.C. Wiley, an expert mechanic and tanker. Sergeant G. L. Rush assisted in the final assembly of the vehicle made from salvaged units. It certainly was a light weight vehicle, however, the ground clearance was very low and the crew laid down to operate the vehicle. While the vehicle might have proved useful in localized areas, it would have been necessary to have the vehicle trucked to were it would be needed for action. Not really fitting what was needed by the Infantry.

Along this line of thought, Captain Wendel G. Johnson, Infantry wrote in the November-December, 1937 Infantry Journal, "What is wanted is merely a gasoline-propelled conveyance not much higher than a man crawling that will be able to carry a one- or two-man crew, a gun, and plenty of ammunition, and scoot from one firing position to another at 5 to 10 miles an hour." Captain Johnson was obviously influenced by the "Belly-Flopper" produced by Howie and staff. According to Lt Hogan the Howie-Wiley car "was the first and only Army-built forerunner of the 'truck 1/4-ton, 4x4."

In the US Army in World War Two volume on "CHIEF OF STAFF: PREWAR PLANS AND PREPARATIONS" by Mark Skinner Watson. "In 1937, engineers at the Quartermaster Corps' Holabird Depot ordered a new experimental version of a small vehicle from Bantam. The engineers had already developed a preliminary design, which included what would become the familiar body shape. They worked out final details with an engineer at Bantam. The specifications for the vehicle had changed: the soldiers were back in a seated position, and the vehicle had to be capable of traversing rough terrain. It still needed to be capable of carrying a machine gun on a tripod, plus ammunition. The Army wanted the vehicle to be built of conventional commercial parts." In February, 1938, three Bantam test model Chassis Assemblies 1/4-ton, 4x2, completed as specified accepted and delivered one each to Fort Benning, GA; Fort Riley, KA; and Holabird, MD. It was desired that a "suitable self-propelled vehicle of the wheeled type consisting, in so far as practicable, of standard commercial units and parts and of the least possible weight and size for the purpose of transporting two men, a caliber .30 machine gun, tripod, and ammunition over cross country terrain." Bantam also made available some of its standard vehicles to the Pennsylvania National Guard. None of the cars were successful but were key in motivating Army personnel for pressing for suitable unit.

It wasn't until a three day (May 17-20) meeting of the Quartermaster Technical Committee on Transportation held at Holabird Quartermaster Depot in Maryland that things began to move toward a new light truck for the Army. It became apparent to all the members present (this would have included members of all the service branches--Infantry, Cavalry, etc.) that the 1/2-ton Weapons Carrier would never have its weight and silhouette reduced to what was considered desirable by the Infantry.

The Infantry Board had made a considerable study of several vehicles of various types that might fulfill the needs of the Infantry. These included, the "Benz Car", a very light Swiss vehicle, the "Howie Wiley Carrier", and others. The Infantry Board had also tested the American Bantam passenger car. Many of the vehicles met the required light weight and low silhouette but none met the requirement for cross-country ability. Lt Col William F. Lee of the Infantry Vehicle Section was in favor of further development of a car of this type. He was able to convince Major General George Lynch (Chief of Infantry) of its desirability and the Chief approved the concept of a "super-light, cross-country car." (Chronology of 1/4-ton Liaison Car Development, January 2, 1941).

American Bantam Car Company (of Butler, Pennsylvania) was keen on selling their vehicles to the Army (or even making the Belly Floppers, if that is what was wanted by the government). Bantam contracted with Charles "Harry" Payne in February 1940 to be the salesman and liaison to the government...in order to drum up business. Originally, he was to be paid a five percent commission, this was later reduced to two and a half percent..

It was during this Quartermaster Corps meeting that Harry Payne, representing American Bantam (of Butler, Pennsylvania) proposed to make the company's manufacturing facilities available to the Government for the production of any vehicle "based on the 'Bantam'". The committee informed Mr. Payne that the Bantam had previously been tested and found lacking, "in sturdiness and cross-country ability." In order for the Infantry to be interested the vehicle would require four-wheel drive with enough power and ruggedness to make it suitable. It was at that time seen as a replacement for the horse for commanders and staff of the Infantry.

Bantam Company communicated to the committee a couple of days later that "they could and would build the vehicle" wanted, "based generally on the 'Bantam'" in size. It was at that point the Infantry Vehicle Section, together with Payne drafted a memo to the Adjutant General "requesting the immediate initiation of the development" of what would become the Truck, 1/4-ton, Command and Reconnaissance Car or "jeep."

Originally, the Infantry were looking for the following in a light weight vehicle in the memo entitled, "Light Vehicle Development, June 6, 1940":
Maximum height: 36 inches Maximum weight (net): 1000lbs Cross-country ability and grade ability at least equal to other standard vehicles Capacity: at least two men, one machine-gun with accessories, and 3000 rounds of cal. .30 ammunition Four-wheel drive Face-armor for the driver Amphibian characteristics were "desirable."

The "armor" characteristic had been added by the Infantry to keep the project out of Quartermaster Corps hands as the Chief of Infantry was convinced that the Quartermaster Corps had screwed up the development of the 1/2-ton project (by allowing the contract to go to a company that had had no experience in producing the type vehicle required.) The amphibian characteristics were later dropped but reemerged with the production in 1942 by Ford of the Amphibious 1/4-ton or "Seep."

This brief memo led to the meeting of the Ordnance and other Army representatives (notably those of the Infantry, Calvary, Field Artillery, and the Quartermaster Corps.) at the American Bantam Car Company plant in Butler on June 19, 1940. The committee members present (G.M. Barnes, Col, Ordnance; F.J. Atwood, Lt Col, Ordnance; H.W. Evans, Ordnance; J.H. Johnson, Lt Col, Quartermaster Corps; Rex W. Beasley, Maj, Field Artillery; W.F. Beasley, Ordnance; W.F. Lee, Lt Col, Infantry; and F.P. Tompkins, Maj, Cavalry) briefly tested the "Bantam" cars present at the plant. Also present at this meeting were Major Robert .G. Howie and Robert F. Brown (civilian engineer, Holabird Quartermaster Depot).

It was during this meeting that the general requirements for the car were fleshed out. The "tentative decision to require, among other things, a driving front axle with a 2-speed transfer case including the provision for disengaging the front axle drive; a body of rectangular design with folding windshield and three bucket seats; increased engine power; means for towing; a .30 caliber machine gun mount on a telescoping pedestal; blackout lighting and oil-bath air cleaner; and such regularly accepted components in the automobile industry as hydraulic brakes and full floating axles." Other features that were called for were "5.50-16 tires with bullet sealing tubes; provide a radiator guard and skid shoe under the transfer case. The memorandum requested 40 cars for the Infantry, 20 cars for the Cavalry and 10 cars for the Field Artillery. With this memo the requirement for an armored screen for the driver was eliminated and the project was transferred back under the purview of the Quartermaster Corps for further development and procurement. The Adjutant General and Secretary of War approved the request and authorized the expenditure of not more than 5,000 for the project.