The Super Jeep

Although there is (and probably always will be) ongoing debate in regard to what individuals and/or which company actually created the world-famous jeep, as well as much speculative, poorly-researched, and dinosaur-denying type misinformation on the internet, the solid and established facts are that the final production quarter-ton four-wheel-drive vehicles accepted by the U.S. Military for use in World War Two were a combination of the most successful designs and durable components from the American-Bantam, Willys-Overland, and Ford Motor companies. In brief, the American-Bantam prototypes proved too fragile during testing, and the tractor-type engines of the Ford vehicles couldn’t stand up to high RPMs. On the other hand, the Willys “Go-Devil” four-cylinder, 60 horsepower L-head engines proved to be very reliable, and the design of the Willys vehicles fitted most of the military’s specifications, so the Willys vehicles were chosen for production as, first, the model MA, which was followed by the improved MB, with Ford being contracted to produce the MB under their own designation of GPW.

Ironically, it was Ford that came up with the now universally-recognized symbol of the jeep, the stamped-steel grille, which was simpler to manufacture than Willys’s welded “slat grille.” Even more ironic, and though there is also ongoing debate on this topic, it seems very probable that the jeep name itself originated from the Ford “GP” designation, which was on the dashboard-mounted data plates of their vehicles to be seen by all the G.I.s who drove and rode in them… much more logical to call a vehicle a “GP” and amalgamate that into “jeep” than “Truck, Utility, ¼-Ton, 4×4.” The same concept most likely resulted in the WWII Dodge “WC” trucks being called “weapons carriers,” which was more complimentary than what “WC” usually meant in those days.

In any case, an indisputable fact is that the jeep became one of the most universally successful and beloved vehicles of all-time, beginning with its WWII début, and as with many outstanding vehicles there were various proposals and attempts to modify or adapt it to other useful purposes, among these was a three-axle 6X6 version, touted in press releases as a “Super Jeep.”

Experiments had already been made to enlarge the standard jeep's cargo/personnel space by extending the body farther out beyond the rear axle, but this reduced the vehicle’s rough terrain abilities, because the extension would drag or hang up when the vehicle encountered an abrupt upward slope or attempted to cross a deep ditch or trench. Another experiment was extending both body and frame, creating a longer wheelbase instead of a rear overhang, which was later done with the Korean War era M107 ambulance jeep and its civilian counterpart, the CJ-6. However, for the U.S. Military in WWII the role of a small cargo vehicle was already filled by Dodge WC and International Harvester M-2-4 trucks, which had the advantage of a heavier payload capacity, while simply stretching a two-axle jeep didn’t increase its weight bearing limit and invited overloading. One of the first proposals for a three-axle 6X6 jeep with a ¾ ton load capacity came from the U.S. Quartermaster Corps, which wanted a self-propelled platform for mounting a 37mm gun. Willys produced several prototypes, which seem to have proven successful in testing, but again came the consideration of why build another vehicle to do the same job that existing truck chassis in mass production were already doing.

Still, Willys apparently believed in the concept of three-axle 6X6 jeeps -- besides already investing resources to build prototypes -- and went on to develop several other versions, one of which was the MT-TUG conceived as a cargo/prime-mover that could do the same jobs as the Dodge and International trucks, but would save about 2000 lbs. of steel to manufacture, as well as using about 40 percent less fuel to operate. Not only that, but it incorporated about 65 percent of a standard jeep’s existing components, while many other parts were merely modified, resulting in simplified maintenance and ease of supply and repair. The vehicle was also lighter in weight than the comparable trucks, had a lower silhouette, and was designed to be stackable with a unique foldable steering wheel for ease of shipping. The MT-TUG was evaluated by the Army Transport Command in 1943, and was praised for its rough terrain abilities and overall performance. The military also agreed with Willys that the MT could perform many of the same duties as the Dodge and International trucks; was impressed by the potential saving of metal and fuel; and tested other prototypes in configurations of truck-tractors, prime-movers, cargo and personnel carriers, and tactical ambulances. Willys even proposed that one version could double as both cargo carrier and ambulance, but that would have gone against the rules of the Geneva Conventions. Several other prototypes were evaluated by the U.S. Army Air Corps, among these were MTs with a fifth-wheel for towing trailers, and an aircraft tug. But, although the vehicles apparently performed well in all these roles, the Army decided it didn’t want them.

It should be remembered that the U.S. Army had also rejected the very rugged Ford GTB “Burma Jeep,” and had also initially rejected the supremely successful G.M.C. DUKW.

Which brings us to yet another ongoing debate, this in regard to how many MT -TUGs – or, generically, three-axle 6X6 jeeps -- were actually built and how many may still exist. One prevailing opinion is that only fifteen were built, with only six known survivors. However, this figure seems improbable, given the documented information on the number of units and variants tested. The second most prevalent opinion is that twenty-four were built, with six known survivors. Again considering the number of prototypes tested, the 24 figure seems more likely, with a high probability there were more… possibly some that never left the factory after it became apparent they weren’t wanted and were stored for the duration to finally be sold (or disappear) after the war. Other reasons that suggest a higher figure are, Willys was tooled-up to build them, and there was a maintenance supplement for MT‑TUGs in the 1943 TM10‑1513 technical manual.

In regard to how many may still exist besides the six well-known examples, this author’s own research utilizing international search engines less commonly used by U.S. and primarily English-speaking populations – which of course anyone can do to satisfy themselves -- brought to light several ostensibly reliable and photo-documented sightings of MTs in locations ranging from Eastern Europe and former Soviet Bloc countries, to Malaysia, Indonesia and The Philippines, so it seems reasonable to assume there are indeed more.

If there’s one thing this author has learned in nearly seventy years of owning, operating, maintaining and learning about Willys vehicles, it’s when it comes to jeeps, never say never.