It’s no highly-guarded secret that today’s Jeep Wrangler prides itself on being one of the most capable off road vehicles to ever leave the road. You often see the ‘Trail Rated’ badge proudly displayed on the fender as a reminder of its off-pavement prowess. There’s even a special package offered comprised of all the necessary goodies to make your Wrangler a force to be reckoned with, like locking Dana 44 differentials at both ends and formidable 4:1 transfer case gearing capable of abruptly reversing the earth’s rotation when properly applied. Heck, Jeep has even given us such niceties as electronic sway bar disconnects that actually disconnect themselves! No more having to muddy-up the old shirt sleeves on those cold morning wheeling adventures. Wrap all that up in one package and call that thing a ‘RUBICON’- named after the infamous 22-mile long trail in the Sierra Nevada Mountains that has been taunting and thrilling off-road enthusiasts for decades. It’s truly priceless marketing gold that actually does have an associated price that the dealer prints clearly on the window sticker.
That’s all great and I truly love the sense of adventure that the name suggests but what about a special edition for those select few whose daring side borders on perilous; a package that pays homage to geographic oblivions that require a Rubicon Trail level of bravery just to access, and then an even larger lapse in rational thinking to proceed any farther. I’m talking about the Darien Gap- a location in southern Panama, just outside of the city of Yaviza, where any semblance of roadway fades into wild, overgrown jungle for a distance of over 100 miles, serving as a buffer deterring access to the northern border of Columbia. While I don’t feel that Jeep should start lettering hoods with ‘Darien Gap’ graphics quite yet, there is certainly much to be learned and appreciated from such an isolated locale.
First of all, there have only been a handful of people who have even mustered the caliber to attempt such an endeavor. With obstacles such as rivers, dense forests, mud pits, wild animals, poisonous snakes and spiders and the occasional cocaine trafficker wielding a stolen machine gun to slow your progress, it’s understandable why so few have bothered to risk life and limb in such a pursuit. Since the Darien Gap is the only thing that stands between two halves of the earth’s longest roadway, the Pan-American Highway, it stands to reason that there are some pretty solid reasons why 30,000 miles of roadway pauses for this mere 100 miles span. Completion of the roadway through the Darien Gap would come at an extremely high cost, both financial and physical, and would likely only serve as a means of supporting the ever-present drug trade.
Among the adventurers who renounced any and all concerns for their own personal well-being in attempts to conquer the Darien Gap, were a few Jeepers of note; most notably are Loren Upton and his girlfreind Patty Mercier in a new CJ-5, as well as off-roading legend and Jeep Jamboree founder Mark Smith and a crew of a dozen or more daring discoverers. Equipped for success in a fleet comprised of several Jeep CJ-7’s, as well as a Wagoneer and a J-10 pickup, Smith and his fellow explorers arguably made the easist work of the remote wildernesses terrain, bridging the gap in just 30 days. While arguments can be made that one expedition traversed the “gap” quicker than the other or another utilized rafts in lesser scale to navigate water crossings, the truth is that when a feat of this magnitude is minimized in any way by anyone, it’s really a shame. Just managing to prove the impossible and impassable to be anything but is absolutely worthy of worldwide acclaim. In my humble opinion, doing so in a Jeep puts the accomplishment on a whole new level- one more-than-worthy of a special decal package- dare I say, a 2018 Jeep Wrangler Darien Gap?? Unfortunately, very few have ever heard the names of these heroes or possess any knowledge of the place where they sought to achieve their own personal greatness despite unparalleled adversity.
To find the proper scope of what is involved with crossing the Darien Gap, it’s helpful to ponder the fact that Smith managed to complete his trek at a remarkable pace, equating to just over three miles per day; a pace just slightly slower that if you were to crawl through the same jungle blindfolded. Earlier expeditions reported much less aggressive progress with some measuring daily progress in feet rather than miles. Having to literally clear a vehicle width path with hand-held machetes swung by individuals who were likely suffering from severe fatigue, dehydration, malnourishment and possibly the effects of disease and a rampant case of “jungle-butt” seems to be an insurmountable task. I’m not really certain that “jungle-butt” actually exists, although I can imagine it’s not the kind of thing that anyone is likely to feature in their memoirs. Imagine, if you will, having to wear a brand new pair of denim jeans to your friendly neighborhood water park and then fancy the prospect of having to wear those same jeans every hot & humid day that follows for the next month while you perform varying tasks of a strenuous nature. Suddenly it is clear that “jungle-butt” does indeed exist and it’s name is, in fact, much too kind.
So… if Jeep were to see the ere in their ways and offer us, the appropriately enlightened consumers, a Darian Gap Edition Jeep Wrangler what kinds of options would we hope to see? Obviously, everything that the now pedestrian Rubicon offers, with a few vital additions. First of all, an innovative roof rack system would really prove to be essential as the need to carry a slew of jungle cutting implements, steel ramp boards and provisions of water and fuel could easily justify the extra weight of the rack. Secondly, a state-of-the-art satellite navigation system could truly prove beneficial on such an environemnt. Not that Google Maps is going to yield any street views of the Darien Gap…trust me, I checked. It’s just good to know which way is south when the symptoms of milaria begin to take hold and operating a compass becomes problematic, what with the blurred vision and trembling hands.
I could think of a seemingly endless list of features to include in such an exclusive package. Ridiculous amounts of ground clearance are in order, as are a PTO-driven winch and bush hog attachments and maybe auxiliary oil coolers to keep things kosher while enduring the punishment of idling for 16 hours a day would all be welcome additions. Of course, nobody is gonna balk if they include a baby powder dispenser. Are they? OlllllllO
If I were to tell you that one of the most prolific characters to ever grace Beverly Hills own Rodeo Drive (pronounced Ro-day-o) is a dyed-in-the-wool Jeep guy, you’d have to admit that a pretty shameful picture would most likely pop into your head. No different than if I said a bunch of preppies were piling into a Jeep for a cruise down the beach….POP!!! Same picture, Right? Fret not for you are not alone. Personally, I instantly conjured images of madras plaid shirts in uncomfortable hues of pink and blue, flipped collars and pastel sweaters tired about the necks of docksider-wearing pretty boys. It’s worse than you thought and it’s called Horrible Misconception Syndrome, or HMS. Being diagnosed with HMS will not qualify you for any special parking spots or even a classy license plate for your car, mostly because this particular syndrome is largely just in your head. While we can tell you very assuredly that no cure for HMS is on the horizon, there is a treatment available and we can initiate your first dose immediately without an office visit or any sizeable insurance copay.
We’ll start by assessing that troublesome picture in your head. Sure, those are “preppies” and are certainly the visual fare that you might see scurrying in and out of boutiques in a flashy Southern California locale but that does not make the image right, nor is it necessarily accurate. Because the preppy icon that I am referencing is none other than fashion designer Ralph Lauren, and his long-standing affection for the Jeep. Lauren, known in large part for his trademark pullover sport shirts known simply as the Polo, has built a considerable fashion empire, first focusing on neckties before broadening his specialty to the now classic sport shirt. A shirt that, since its inception in the early 70’s, has grown into a mainstay of preppy wardrobes across our great land; one that has accomplished what very few products ever have by reaching the uncommon status of becoming a proprietary eponym.
In case you are now asking yourself, “The shirt became a what?” A proprietary eponym is when a name brand product becomes so widely acknowledged that the name brand becomes the generic title for the product. Like XEROX once had become the accepted term for making a photocopy, back in the olden days when people knew what a photocopy was and had need to make one. Or any soft drink might be referred to as a Coke, even when it is actually the cheap fizzless store brand your mom would buy just to save a nickel and see if you were paying attention. We all clean our ears with Q-Tips and we doctor our painful Xerox paper cuts with Band-Aids just so we can show everyone our new Polos and Dockers on business casual Fridays. We are a society that lacks for very little- a truth that causes me to ponder why a man of considerable wealth and means would choose to drive a Jeep.
And let’s be honest- we’re not talking about brand new fancy Jeeps either. We’re talking older Jeeps with piles of miles on them. Imperfect ones that creak and grind, ones that have weathered paint jobs and are far short of comfortable, by most reports. Lauren is, afterall, a professing car guy. His own personal car collection exceeds 70 cars and has everything from classic Bugattis and Bentleys to vintage Ferraris and Porsches; cars that cost more to have appraised than most Jeeps costs to purchase. I think the reasoning behind Ralph Laurens love for the Jeep became clear to me when I viewed a video of Lauren, from a few years back, at his ranch outside of Telluride, Colorado.
He had invited long-time admirer Oprah Winfrey out to his estate to do an interview, a practice that was notably uncommon for Lauren. As Oprah climbed awkwardly into the passenger side of Ralphs decrepit old 1948 Willys, it seemed almost comical that such a wealthy individual would be caught tooling around in such a “heap”. Winfrey, who is most likely not used to riding in the front seat of any cars these days or in close proximity to the hired help, seemed to be brimming with glee to be able to ride around in such a jalopy. It then occurred to me that Ralph Lauren has a long list of ultra-expensive and rare collector cars only because he truly loves them. He has his old Jeeps and chooses to keep them close by and drive them because they represent who he really is. Hard-working, dependable, imperfect, adventurous, versatile, fun-loving and gravely consistent – all character traits that, although seldom instilled at birth, can only be perfected over time.
One of Ralph’s other Jeeps, a’76 CJ-5 that he purchased new, was so much a part of the Lauren family that his three children tie many of their childhood memories to times spent in that old Jeep. From cruising the beaches with the windshield folded down, riding to drive-in movies and even pulling the kids around on their snow sleds on the family’s property were all cherished recollections of time spent together as a family that centered strongly around that old CJ-5.
When time and age caught up to the old CJ, the paint was faded and the interior tattered, Ralph was not one to put the old dog out to pasture, as is common practice today; rather choosing to have the old Jeep restored. Rusty panels were removed and new sheet metal was welded in place. Mechanical parts that had been worn over time were meticulously replaced with new ones; breathing a whole new breath of life into this sixth member of the Lauren family. Ralph even requested that the Jeeps paint be purposely applied to result in a less-than-showroom appearance. Ralph didn’t long for another shiny, glossy show car. He already had plenty of those and he knew well the purpose that would serve. This Jeep meant far more to him than just something to simply look at. This Jeep was going to be lived in, driven hard, exposed to unexpected rainstorms, sandy feet and ice cream cones. This Jeep was more a member of the family than just a simple mode of transport.
Anyone that already has a Jeep knows exactly what elements exist in his old Jeeps that Ralph Lauren is so endeared to and anyone who doesn’t own a Jeep owes it to themselves to experience it firsthand. You simply don’t have to be a millionaire to have the finer things in life. You only have to be able to recognize them when you see them, cherish them as though they hold great value and take care of them like they’re yours alone. In doing so, you can avoid the misconception that a Jeep is only a vehicle and come to experience and appreciate the Jeep way of life. OlllllllO
If you have been blessed with the gift of sight and, like me, you spend any amount of time checking out Jeeps, you have probably seen more than your fair share of headlight euro guards. While not an officially registered name for the accessory, it seems as though it is the label most often given for the metal bars that go over a Jeeps iconic round headlights. With a name like “Euro Guard”, safe money would wager that these things were inspired by some feeble attempt at establishing a styling trend, in hopes that the appearance of light guard-equipped Jeeps would spread over mall parking lots around the greater upper Midwest like a wildfire; much like adorable nose rings and alcohol-induced lower back tattoos.
The truth is, headlight euro guards have roots that extend well beyond the origins of the phrase “mall crawler”. The first time a headlight guard was featured on a production Jeep dates all the way back to 1950; making them older than reality TV and even rock music. The Willys M38 was a ¼-ton purpose-built military workhorse that was based on the popular civilian CJ-3A, however was fortified with a reinforced frame & suspension, a stout 24 volt electrical system and, yes, headlight guards. While only a single diagonal bar on each headlight, it is still quite clear that these light protecting guards were behind the looks of today’s euro guards all along.
While my heart rests a little easier knowing that euro guards are not just another goofy styling accessory, like louvered triple blade wipers or neon purple ground effects; it’s still hard to piece together how a rugged design feature borrowed from such a legendary combat-proven vehicle can be given a name like “euro guard”. Shouldn’t it have been granted a less fanciful name? Maybe headlight armor…sealed beam shield or even headlamp barriers. It seems to me that tacking ‘euro’ in front of the name incinuates that the vehicles owner is likely be clad in a beret, leather driving gloves with a satiny scarf flowing gently in the breeze as he sports about.
Originally, the M38’s headlight guards were implemented as a means of protecting the fragile glass headlamps from hazards that might be encountered on the dirt roads and jungle trails it would certainly be exposed to as they hung precariously out from the steel grille, unlike the recessed lights on prior MB/GPW models. While many of the geographic locations earlier military Jeeps like the MB and GPW, were exposed to were located all across Europe, the M38 was primarily assigned duties in the Korean War during the early fifties. Maybe the responsible marketing people should have named the headlight guards “East Asia Guards”? Best I can tell, that doesn’t have even the slightest ring to it. Nevertheless, I still can’t get behind the name ‘euro guard’.
As it turns out, the use of ‘euro’ in the name was really nothing more than a marketing scheme after all; a ploy by some people in white shirts and pressed khakis to relay an inherent sense of exclusiveness, possessing qualities that only the most descriminitaing Frenchman could even identify. You see, since the end of World War II, the Europeans had pretty much lead the way in terms of innovative automotive design. While U.S. manufacturers like Studebaker and Packard were largley using carry-over styling until the mid 50’s, auto crafters in Europe, especially the United Kingdom, were forging new territory with what was widely recognized as exhaustive engineering practices, higher quality materials, noteworthy build standards and styling that was was remarkably more refined than what was being practiced stateside. For those reasons, referring to any mundane gizmo with a ‘euro’ prefix could possibly be all that was needed to skyrocket said gizmo to vast popular appeal, but only in regions far removed from the actual continent of Europe- a practice that is both wide-spread and blessed with long life. Yeah…even Grandmas walker was fair game for the “Euro” treatment. The addition of the ‘Euro’ in the title and suddenly this thing needs not one but TWO hand brakes?
In spite of their name, Euro Guards never really pretended to make your Jeep go faster or win you bonus points at the Concours d’Elegance. They are, however, a pretty attractive way to protect your aftermarket headlights from an unexpected run-in with a tree limb while you’re out on the trail. Certainly if headlight guards were cool enough for an inclusion on an old Willys M38, they’re not deserving of even a portion of the negative scrutiny they’ve been exposed to over the years.
In the end, we can all agree Euro Guards make a pretty cool accessory to add to your Jeep. They look tough and are simply a breeze to install; in fact, they are the perfect project for those young Jeepers in your family in that they won’t break the bank or leave the family transportation straddling a puddle of costly fluid in the driveway. There are even more modern variations available today that truly do live up to the ‘euro’ name; achieving standards in terms of styling, unique designs and choice materials that make the original headlight guards look their age. You can always find your perfect Euro Guards and a ton of other Jeep stuff at www.ruggedridge.com (beret & scarf not required).
Word on the street is that Jeep is going to offer us a brand new Wrangler-based pickup truck in 2019, fulfilling an urgent longing that I can’t say I was even aware of. The new Jeep Wrangler JT will all but cease a long-standing ritual of Jeep owners; believing that the only thing keeping their beloved Jeeps from being a full-fledged pickup truck is a bundle of ratchet straps and some creativity.
Obviously the fine folks at Fiat/Chrysler have invested significant energy into determining the marketplace to be properly aligned with the prospect of a four wheel drive, go-anywhere utility vehicle that also enables the driver to haul a mound of camping gear to the mountains or masses of shopping bags home from the mall, depending on their personal inclination. I can only assume that, in the divine blissful haze of my own Jeep ownership, I hadn’t realized that we weren’t doing better than alright with our current Jeeps, minus a truck bed.
Many a times I have taken off to the local home improvement store in the old Jeep with no concern as to where the 2 x 4’s, bags of quikrete and sacks of red cedar mulch will ride. Jeeps have been hauling incredible payloads since the early 1940’s. I’m pretty sure that some gardening supplies aren’t going to derail the train. Sure, sheets of plywood or panelling tend to push the envelope of what is possible or shrewd; but that’s when you have to raise your cargo loading game to the next level. I tend to think of a gutsy WWII medic who was presented with the probability of carrying a wounded soldier strapped to an eight foot stretcher on his runt of a Willys/Jeep. He didn’t bother looking for reasons he couldn’t do it… He found ways he could. In minutes, that Jeep was catching air with the gurney strapped to whatever flat area was not already occupied. With said soldier grateful to be alive, although not necessarily happy at the time.
In the grand scheme of things, hauling a flat of petunias or a weekend’s supply of camping gear to the nearest woods pales in comparison to the notion of carting an injured soldier off of the battlefield. However, regardless of how the Jeeps utilitarian abilities are displayed, they are certainly worthy of being celebrated, or maybe even exploited – within the confines of local laws and ordinances, of course.
The residents of Quindio, Columbia have initiated an annual celebration of Jeeps enduring ability to defy the bounds of what is possible by holding a giant colorful parade featuring “Yipaos”, which literally means ‘loaded Jeep’. These basically stock Jeeps and Willys vehicles are decorated, adorned and otherwise encumbered with every sort of object one can imagine. Religious trinkets, misplaced home appliances and pieces of societal refuse are piled precariously high atop each eighty-inch wheelbase for a rolling spectacle that is just as long as it is tall. Folks, that is a full-scale acoustic guitar at Jesus’ right hand. Not a ukele…a real guitar. It has not been properly tuned but is a spectacle nonetheless.
One doesn’t have to travel half-way around the world or skirt the equator to find Jeeps being put to a daily test of practicality. Jeeps are often witnessed across the country pulling boats & jetskis, landscaping trailers or loaded to the rollbars with everything from musicians gear to firewood . A reporter during World War II once wrote that his Jeep “did everything. It went everywhere. Was faithful as a dog, as strong as a mule, and as agile as a goat. It constantly carried twice what it was designed for and still kept going”. That is a pretty sparkling description of a Jeep and one inline with my past experiences. I can only imagine if the Jeep had a truck bed what more could he have said?
So, if our esteemed off-road mainstay is truly about to be gifted from Jeep’s Toledo factory with a legitimate truck bed, we may have to alter our perceptions of what is possible. We have always done truck-like things without a truck. Imagine the possibilites with a diesel engine, 8-speed automatic and lockers front & rear! I may just start building my own yipao now so I can just load it in the back. OlllllllO
You’ve probably seen them scabbed to the side panels, strapped across the hood or bolted to the rear bumper of just about every military Jeep you’ve ever seen. You might even have seen them and didn’t know any better what to call them- they are Jerry Cans. From their origin and by definition, large pressed-steel containers designed specifically for the containment and transport of fuel; they’ve been an essential fixture on any serious off-road and overlanding vehicles the world over for decades. But who is this Jerry guy??
My first suspicion was that this name must be somehow tied to the age old phrase “jerry rig”, which has always meant that something was haphazardly made to function without any regard to endurance or even safety. Not exactly the kind of disregard I would recommend when it comes to toting around gallons of flammable and highly combustible fluids, at least not in the western hemisphere. Fortunately, the ‘Jerry Can’ predates the slang terminology of “jerry rigged” by quite a few years and only shares the same given name and cleverly avoids all of the negative traits.
This fuel can, or Wehrmacht-Einheitskanister as it was affectionately known by, was developed originally by the Germans in the late 1930’s and was granted the nick name ‘Jerry Can’ a few years later by the Americans during the Second World War as the Allied troops began using an adapted design based on the German model. ‘Jerry’ was a common slang wartime term used to refer to Germans, who during wartime, were obviously not deemed worthy of a second syllable when referenced in casual conversation. The design of the early Jerry Cans, in retrospect, was really quite remarkable.
The cans dimensions were established so that a capacity of 20 liters of any given liquid would not make the can too heavy for a single man to carry. The canister was fitted with three parallel top-mounted handles so that the cans could be carried by the center handle easily with one hand when full or in pairs, when empty, by grasping the outer handles of two adjacent cans. Each face of the Jerry Can was stamped with an X-shaped indention that served to give the flat steel some level of structural reinforcement while also providing some ability to allow for thermal expansion of the metal and its contents.
The fact that each cans rectangular shape was uniform allowed them to be easily and evenly stacked for transport; while the cans filler spout was recessed into a flattened corner, keeping it out of harm’s way and insuring that the cans contents would not likely be compromised if the can were accidentally dropped. Slight modifications to the design were gradually implemented as the working prototypes were exposed to and battle-tested by U.S. and British armed forces around the globe. I can only imagine the lawnmowers and bonfires they have helped to fuel in the years since.
With such a nifty and efficient design, it was common for the Jerry Cans to be treated to a signifying paint job that would help specify what contents hid inside. Diesel fuel, gasoline, kerosene and even drinking water could be toted with a special can fitted with an enamel interior coating. It kinda makes me wonder if there was ever any unauthorized initiation hazing rituals which involved telling fresh recruits to refill their canteens with the green jerry cans and watching hilarity ensue.
To this day, the original German designed Jerry Can is still considered the standard container for armies of all NATO countries and is still used commonly to this day. That doesn’t mean that the times have stood still for the esteemed Jerry Can. The past decades have seen the advancement of plastics develop into a whole new era of cans that often bear little resemblance to their forefathers, but surely pay homage to the original Jerry Cans of the past. New space-saving designs, innovative securing systems and size options make it possible for today’s off-road vehicle to equip itself with fuel reserves, coolant and enough clean water to drink and shower for days without having to dress your Jeep up like a jerry-rigged pontoon boat. Wisdom still would advise sniffing the Jerry Can before filling your canteen though. You can’t be too safe these days. OlllllllO
Spartan Series Bumpers
The Rugged Ridge Spartan Series Bumpers gives your Jeep a classic look without the extra weight and high price tag. The one-piece design is made from plate steel that gives your a precise fit and high quality experience. Each bumper includes a stand-alone winch plate as the central backbone for the bumper and includes D-shackle mounts and a tubular overrider to complete the package (D-rings not included). The Spartan Front Bumper is a direct bolt-on replacement for 2007-2018 Wrangler JK models and includes all the necessary hardware for a worry-free installation. The Spartan even utilizes the factory JK fog lights for a finished look without any extra expense.
|11548.03||Spartan Front Bumper, Standard Ends, W/O Overrider, 07-18 Wrangler JK||$399.99|
|11548.02||Spartan Front Bumper, Standard Ends, With Overrider, 07-18 Wrangler JK||$466.99|
|11548.01||Spartan Front Bumper, High Clearance Ends, With Overrider, 07-18 JK||$533.99|
|11548.04||Spartan Front Bumper, Overrider||$106.99|
XHD Steel Corner Guards
The XHD Steel Corner Guards protects one of your most vulnerable areas on your JK while hitting the trails. Built from super strong 3mm thick steel plate to withstand any hazard on the trails.
Ask your average 30-something guy at the neighborhood cookout what his favorite car is and the answer you receive in return is likely to change like the weather. There’s always the diehard Porsche and Ferrari faithful, not to mention the fellas whose dreams have no credit limit who will chide in with the latest Bugatti or McLaren model. If your subject has seen Gone in 60 Seconds within the past weeks, he may likely declare a 1967 Ford Shelby GT500 as his clear & uncontested choice. I really dug ‘Eleanor’ too in that movie and I don’t even like Mustangs! After spending a weekend with the ‘ol feet up watching Lemans coverage, I got myself a case of the gimmies for a C7 Corvette-hold the Racing Yellow paint, please.
When it comes to a Jeep guy/gal, their favorite car is likely going to be whatever Jeep model they are driving, or possibly one they aspire to buy. We can still dream of owning that random supercar or even a classic muscle car that spends the better part of its existence holding up a micro-fiber dust cover in the garage. The Jeep still has to be our favorite as it’s the one we love to drive around in, get dirty in and cherish so deeply that most owners even try to give theirs a name, like it’s a member of the family.
You will soon find out that a Jeep is not even considered a car by most people, so answering with ‘Jeep’ when asked what is your favorite car is almost like dodging the actual question. Like when asked your favorite breed of dog. If you reply ‘Hot Dog’, you might get a soft chuckle but secretly your surveyor is pondering the possibility that you may have been dropped at some point and are more than likely ill-equipped to answer the question.
So what if there was a car out there for those who are content with having a Jeep as their favorite car; for those who despite having no qualms about the fact that a Jeep is not really a car, would love to have an answer for those times when the question may arise? May I present to you the 1959 Desoto Firesweep – your NEW favorite car… It’s a classic car so cool that it has a Jeep on the dash!
While the Desoto has little or nothing to do with the Willy’s/ Jeep, it seems undeniable that the molded plastic housing mounted in the dash to store the speaker and windshield defroster bits possesses the same iconic characteristics as the beloved Jeep CJ grille. From the seven vertical slats to the round headlight openings that impede onto the outboard slats; this is clearly more than coincidental. Someone in Chrysler design studios must have had a secret fondness for the venerable Jeep.
If I am going to compromise my core principles and engage in the practice of driving a car that ISN’T a Jeep, it might as well have the face of a Jeep across the dash reminding me with a faithful ever presence of where I would rather be. Outside of the stylized tail light fins and the push-button transmission, it’s positively the strongest selling point that Desoto had to offer.
Desoto used the subtle visual ode to the Willys/Jeep in both the Firesweep and the Adventurer model, but never chose to market it to it’s stylish consumers. This, a decision I could find single-handedly to blame for the companies eventual demise in 1961. Had they only opted to advertise with a catchy little slogan like “ Desoto Firesweep- The Car for Those Times You Can’t Drive Your Jeep”.,.things could have been som much different. So, what’s your favorite car now?? OlllllllO
It’s been said that necessity is the mother of invention. While it is true that some absolutely remarkable discoveries have been spawned in man’s quest to create his own personal nirvana, it seems as though humans, as a race in large, are more likely to strike oil while digging a well or installing our own sprinklers than when we are searching for crude. Case in point, one of the greatest inventions in the history of this planet, or any other, is the wheel; round, well-centered, perfect. Man’s pursuit to take the work out of forming simple clay pottery inadvertently developed into the single most important advancement in transportation to date.
In the prosperity-deprived days of the 1930’s, James V. Martin, an avid aviator, inventor and general enthusiast of everything on wheels was hard at work trying to revolutionize the future of transportation in any way he could, especially the automobile industry; with notable advancements to his credit in both 3 and 4-wheel automobiles. Martin, a highly intelligent Harvard graduate who held numerous patents in the development and manufacturing of small aircraft, had already caused quite a stir in the aeronautical community a decade before.
In the mid 1920’s, he filed suit against the US government and the Association of Aeronautical Manufacturers claiming a vast conspiracy to monopolize the entire industry. Since Martin possessed crucial technology patents and controlled valuable intellectual property, he saw such an internal conspiracy as a direct attack on his own profitability and personal success. In support of these claims, evidence was presented that Martin had submitted a prototype for a large bomber to the U.S. Air Service for testing, named the ‘Barling Bomber’. When the craft failed to perform up to the governments standards, the aircraft was promptly destroyed by means of blasting it to pieces with an all-out machine gun assault rather than returning it to Martin with documented testing results- a misfortune that infuriated the inventor and further concreted his suspicions of favoritism.
By the late 1920’s, James Martin had begun to explore ways that the technologies and concepts he had applied in the field of airplanes might translate to a simple and commonplace road car. One of the first applications was the use of rubber para-cords as a means of providing spring tension and shock absorption to a vehicles suspension. The patent declared clearly that the purpose of this invention was to simplify the task of absorbing road vibration using a new and novel combination- one that was far removed from the normal hydraulic shock absorbers of the day. The ‘rubber bands’ could be routinely replaced at normal intervals and at an extremely low cost. This notion was exercised and applied in a micro-car called the 1928 Martin Dart that, by many accounts, was poised to shift the public’s perspective on what new cart ownership would entail. The tiny Dart was projected to be sold largely via mail order, shipped in a crate that would be repurposed as a parking shelter and sold to the American consumer for a measly $200; well below the average selling price of the day. Unfortunately, the Dart never found widespread acceptance as a production car. Despite his revolutionary shock absorber technology not finding much traction in the market, Martin was not about to quit. He just needed to get back to the drawing board and reinvent the wheel.
Martin began using the elasticity, cushioning and compression characteristics of rubber and implementing it into a wheel and tire assembly that would make the conventional pneumatic tire virtually obsolete. An early evolution of this design was found in his “Elastic Tire” in 1931- a name that clearly conveys that Martin was primarily focused on his craft and not so much on the marketing aspects; after all, great ideas usually sell themselves.
Further development of the theory that rubber integrated into a rim assembly could prove to revolutionize the tire industry was displayed in generation after generation of models. The “Aero & Auto Tire” in 1933, followed by the “Safety Tire” in ’38, “Easy Riding Tire” and several other iterations in the years to follow. It was when the newfangled yet officially patented “Martin Tire” was bolted to a trusty WWII-era Willys Jeep that James Martin had his best opportunity to impress the world with his invention. Certainly if the Martin Tire could stand up to the rigors involved in off-road driving, Martins skeptics might become his greatest supporters. The Martin Tire featured a wheel assembly that was 6 pounds lighter than a comparable steel rim and tire assembly and delivering a graduated braking and torque action that proved to be beneficial in unstable terrain. And the way the Martin Tire smoothed out the rough stuff was truly something to behold. The Willys could finally be utilized in a manner closer to its potential. Check it out for yourself! https://www.youtube.com/watch?v=jQ05RbGa0zM
It is pretty clear when watching the video of testing of the Martin Tire that James Vernon Martin was likely onto something. For reasons unknown, the Martin Tire faded slowly into obscurity with the possible benefits it offered never fully realized. Certainly todays push to develop tires that can run despite losing air pressure lends heavily towards similar design concepts that Martin was pioneering. I can’t help but credit him, at least partially, for another current styling trend but I’ll let you be the judge. OlllllllO
Improved Positioning and Increased Light Output for Lifted Jeeps
Rugged Ridge®, a leading manufacturer of high-quality Jeep®, truck and off-road parts and accessories, today announced its new Circular LED Third Brake Light for 1987-2017 Jeep Wrangler YJ / TJ/ LJ and JK/JKU models.
The Rugged Ridge new Circular LED Third Brake Light addresses a problem that plagues lifted Jeeps and provides an effective solution. When a vehicle is lifted above factory ride height and a larger diameter wheel and tire is used on the rear of the vehicle, the third brake light is moved upward, out of the normal field of vision. It is often obstructed by the spare tire, making it virtually useless. Many times the third brake light is removed altogether, creating a potentially serious safety concern.
The Circular LED Third Brake Light mounts directly behind the spare tire assembly on 1987-2017 Jeep Wranglers, positioning it at a lower height that is comparable to the factory brake light assembly. Equipped with 93 Bright Red LED’s around its perimeter, the glow from the Circular Brake Light projects through the wheels opening, creating a brilliant, attention- grabbing display that can’t be ignored. Greatly improved visibility is achieved by using super-efficient DIP LED’s that draw less than one amp under normal operation.
Each Circular LED Third Brake Light is IP68 waterproof-rated for dependable performance in all weather conditions. Constructed of a rugged thermoplastic to save weight, the mounting plate is virtually impervious to most chemicals and is drilled with a dual bolt pattern making it compatible with both five on four and a half inch (YJ/TJ/LJ) and five on five inch (JK/JKU) bolt circles for a versatile fitment. The wiring features a weather-tight connector that will plug directly into the existing lighting connector on 07-17 JK / JKU models (some modification may be required for earlier models).
Rugged Ridge’s Circular LED 3rd Brake Light is backed by an industry-leading five-year limited warranty and is available online and through select Jeep® and off-road parts & accessories retailers nationwide with an MSRP starting at $93.99.
For more information about the Circular LED 3rd Brake Light or Rugged Ridge’s complete line of high- quality Jeep and off-road products, or to find an authorized retailer, please contact Rugged Ridge at 770- 614-6101 or visit www.RuggedRidge.com.
|11585.04||Circular LED Third Brake Light||$93.99|
“Crazy” is, without a doubt, one of the most complex words in the English language. While its meaning is somewhat consistent, I find that its use as a compliment or as a condemnation is often only determined by whether or not there is a smile on the face of the person that is calling you crazy. So it is possible to be crazy but in a good way, right?
More often than not, a person who is described as crazy has set themselves apart from society by abstaining from normal accepted behavior. Meet Frederick ‘Ben’ Carlin- born in Western Australia in 1912 and who, on more than one occasion, has established himself as one of the craziest adventurers to have ever left the paved roads behind. The fact that he chose to pursue his preposterous dreams in a crazy contraption based on a WWII Ford GPA “Seep” makes him more of a hero, in my opinion, than a loon but you can be the judge.
As an engineer in the Indian Army Corp of Engineers in World War II, Carlin observed an amphibious GPA vehicle while doing a routine inspection and commented to a fellow coworker that the vehicle would be a viable candidate to successfully circumnavigate the globe in. The intense laughter that erupted after his brash statement only reinforced his determination to prove that it could be done.
At the close of the Second World War, Carlin was able to acquire a surplus GPA for a measly $901 at auction and the process of adapting, modifying and equipping the chassis for such a monumental trek began. The body was extended by several feet to accommodate a larger fuel tank as well as an enclosed cabin scabbed on to the boat-like body. Much like Noah building the ark, Carlin was labelled as a buffoon- several sandwiches short of a picnic basket. Even his attempts to secure a sponsorship from Ford Motor Company, the manufacturer of the GPA, were met with skepticism and negativity. Ford seemed convinced that only a crazy person would take their amphibious vehicle into such treacherous waters.
Actually, only two crazy people would. Carlin enlisted the help of his wife Elinore to accompany him on his ill-advised adventure. By the spring of 1948, the couple was seemingly ready to set sail in a vehicle that, by all appearances, was not fit to float, much less sail, across the ocean. It was aptly given the name Half Safe – a tongue-in-cheek reference taken from a deodorant advertisement that joked about the risks involved with wearing a lesser brand of under-arm protection. Somehow treading water in the middle of the shark-infested waters of the Atlantic Ocean seemed as comical a notion to Ben Carlin.
As with most innovators and pioneers, success was not found on the first attempt nor, for that matter, the second or third one. A handful of attempts in 1948 were plagued by mechanical failures of near-catastrophic proportions, including an exhaust system breakdown that had the confined cabin of the Half Safe vessel filling with lethal carbon monoxide gases, causing the trip to be quickly aborted and the boat returned to shore for repairs; each failure bringing more delays and exhausting more funds.
Finally, on July 19th of 1950, Carlin and his trusting bride set out from Halifax, Nova Scotia with enough food, fuel and provisions on board to tide them over for a little over 30 days. While the Fords fuel tank had been modified to increase the capacity to 200 gallons, Carlin had to transport extra containers of fuel ; keeping them secured to a towline that was being drug behind the vehicle while at sea. Any time a refueling was needed, the anchor was dropped to interrupt forward progress and the floating reserve tanks would be reeled up next to the boat so that fuel could be siphoned into the primary tanks. This process proved to be challenging, exhausting and dangerous as the likelihood of the heavy tanks battering the thin metal hull of the vessel threatened to bring the entire trip to a sinking, gurgling halt. Nonetheless, Carlin persevered and eventually arrived at the choppy shores of the Azores Islands. From there, the trip carried them northward on wheels into Europe, where cabin temperatures often climbed above 150 degrees without the coolness of the seas waters to tame the heat. This forced the duo to perform most of their driving at night when conditions were considerably less harsh.
Well into the second half of the journey, Elinore became convinced that this expedition might indeed be her last; overcome with exhaustion, sea sickness and oddly rational thoughts, she chose to abandon the mission as well as her husband while in Carlin’s homeland of Australia, while the pair was on a fund-raising tour in 1956.
Ben Carlin pressed onward, accompanied by anyone who could be convinced that this was a sane scheme. At first, a fellow Australian joined him for a period of 5 months before he was replaced by an American writer who worked for a Japanese newspaper. The journalist stayed with Carlin from early 1957 until Half Safe rolled into Anchorage, Alaska in late 1957. The writer profiled many of his Half Safe experiences in a book entitled, “Once a Fool: From Tokyo to Alaska by Amphibious Jeep”. If doing this for 6 months makes you a fool, what might 8 years make you? Certainly too tired to write a book with such a catchy title.
In all, Carlin’s incredible journey took a total of 7 years and 10 months to complete, arriving in Montreal in May 1958, unbelievably having covered 38,987 miles over land and another 11,000 at sea. While Carlin had dreamed that this impossible venture crossing 38 countries would bring him untold riches and unrivaled popularity, the truth is that his accomplishment did more to ruin him both financially and romantically than it did to improve his position. The fact that his tale is rarely even told only adds to the misfortune. Fortunately, the Half Safe was acquired by Carlin’s childhood grammar school where it is displayed proudly for anyone who can forego their perceptions of what is truly attainable long enough to believe what you can do when you set your mind to it. To this day, no one else has managed to circumnavigate the world in one single vehicle. I can’t imagine anyone even trying…you’d have to be crazy. OlllllllO