Jeep model list

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Jeeps-worldwar-2-vintage

There are many explanations of the origin of the word jeep, all of which have proven difficult to verify. The most widely-held theory is that the military designation of GP begat the term Jeep and holds that the vehicle bore the designation GP (for Government Purposes or General Purpose), which was phonetically slurred into the word jeep, in the same way that the contemporary HMMWV (for High-Mobility Multi-purpose Wheeled Vehicle) has become known as the humvee.

Jeep model listJeep model list

Historical and military models
World War II era jeep built by Ford, using the Willys-Overland design
1940 Bantam Pilot—Prototype
1940 Bantam BRC-60—Prototype
1940 Willys Quad—Prototype
1940 Ford Pygmy—Prototype
1940 Budd Ford—Prototype
1941 Ford GP
1941 Willys MA
1941 Bantam BRC-40
1942 Willys MB (slat grille)
1942–1945 Willys MB (stamped grille)
1942–1945 Ford GPW
1942–1943 Ford GPA
1944 Willys MLW-1—Prototype (never finished)
1944 Willys MLW-2—Prototype
1946–1965 Willys Jeep Wagon
1947–1965 Willys Jeep Truck
1948–1950 VJ—Willys Jeepster
1950 X-98—Prototype
1953 BC Bobcat—Prototype


World War II era Willys jeep
1950–1952 M38 (MC)
1952–1957 M38A1 (MD)
M170 Ambulance
1952–1957 M38A1C
1955 M38A1D
1959–1982 M151 MUTT
1960-1964 M151
M718 Ambulance
1964-1970 M151A1
M151A1C Weapons Platform
1970-1982 M151A2
M718A1 Ambulance
M825 Weapons Platform
1960–1968 Jeep M606
1956–1965 Jeep Forward Control (Military Variations)
M676
M677
M678
M679
1967–1969 Kaiser Jeep M715—based upon the civilian Jeep Gladiator
FC Trucks, VJ Jeepsters, & FJ Vans
1948–1950 Willys VJ Jeepster
1948–1949 VJ2 Jeepster
1949–1951 VJ3 Jeepster
1949 Alcoa Aluminum-bodied Jeepster Coupe (prototype)
1962 The Brazilian Jeepster (prototype)
Jeepster Safari (concept)
(Forward Control Jeep)
1956–1965 Jeep Forward Control
FC-150
FC-160—Spain, India
FC-170
M676
M677
M678
M679
(Fleetvan Jeep)
1961–1975 Fleetvan
FJ-3
FJ-3A
FJ-6
FJ-6A
FJ-8
FJ-9
(Commando)
1966–1971 C101—Jeepster Commando
Hurst Jeepster (only 100 produced)
Hurst Half Cab
Revival Jeepster
Commando convertible
open body roadster
1972–1973 C104—Jeep Commando
Commando Half Cab
CJ models
(Civilian Jeep)


A USPS mail delivery vehicle made by Jeep


1982 Jeep Scrambler
1944 CJ-1
1944–1945 CJ-2
1945–1949 CJ-2A
1949–1953 CJ-3A
1950 CJ-V35
1950 CJ-4—Prototype
1950 CJ-4M—Prototype
1950 CJ-4MA—Prototypes
1953–1968 CJ-3B
1954–1983 CJ-5
1961–1963 Tuxedo Park Mark III
1969 Camper
1969 462
1970 Renegade I
1971 Renegade II
1972–1983 Renegade Models
1973 Super Jeep
1977–1979 Golden Eagle
1977 Golden Eagle California Edition (available only through California AMC Dealerships)
1980 Golden Hawk
1979 Silver Anniversary CJ-5 Limited Edition (estimated 1,000 built)
1955–1975 CJ-6
1955–1968 CJ-3B Long—Spain
1960–1977 Jeep Rural—Brazil
1964–1967 CJ-5A/CJ-6A Tuxedo Park
1976–1986 CJ-7
1982 Jamboree Limited Edition (2500 units)
1979 CJ-5 Silver Anniversary Limited Edition (estimated 1,000 built)
1981–1985 CJ-8 Scrambler
1981–1985 CJ-10
DJ models
(Dispatcher Jeep)
1955 USAF DJ
1955–1964 DJ-3A
Surrey Gala Package
1965–1975 DJ-5
1965–1973 DJ-6
1967–1975 DJ-5A
1970–1972 DJ-5B
1973–1974 DJ-5C
1975–1976 DJ-5D
1976 DJ-5E Electruck
1977–1978 DJ-5F
1979 DJ-5G
1982 DJ-5L
SJ (FSJ) models
(Full Size Jeep)


1974 Cherokee S in action
1963–1983 SJ Wagoneer
1963–1986 J-Series
Jeep Gladiator
Pioneer
Jeep Honcho
1977–1979 Jeep Golden Eagle
1980–198? Laredo
10-4
1966–1969 SJ Super Wagoneer
1967–1969 Kaiser Jeep M715- based upon the civilian Jeep Gladiator
1974–1983 SJ Cherokee
S
1978–1983 Limited
Classic
1976–1983 Chief
Sport
Pioneer
1980–1983 Laredo
1977–1979 Golden Eagle
1984–1991 SJ Jeep Grand Wagoneer
1991 Final Edition
XJ models
1984–2001 XJ Cherokee
1984–2001 Base “SE”
1984–1988 Chief
1984–1990 Pioneer
1985–1992 Laredo
1987–1992/1998-2001 Limited
1988–2001 Sport
1991–1992 Briarwood
1993–1997 Country
1996–2001 Classic
1984–1990 XJ Wagoneer
1984–1985 Broughwood
1984–1990 Limited
MJ models
(Metric Ton Jeep Comanche)
1986–1992 MJ Comanche
1986 Custom
1986 X
1986 XLS
1987–1992 Base SE
1987–1990 Chief
1987–1992 Laredo
1987–1990 Pioneer
1987–1992 SporTruck
1987–1992 Eliminator


1997 Jeep Wrangler TJ
YJ, TJ, TJ LWB (LJ) and JK models
(Jeep Wrangler)
1987–1995 Wrangler YJ
1991–1993 Renegade
1988–1995 Wrangler Long—Venezuela
1995 Wrangler Rio Grande


2005 TJ Rubicon
1997–2006 Wrangler TJSe, Sport, Sahara models
2002 TJ Se, X, Sport, Sahara models
2003 TJ Rubicon, Rubicon Tomb Raider Edition, Sahara, Sport, X, Se models, Freedom Edition
2004–2006 TJ Long Wheel Base (LJ) Unlimited(15″ Longer than a standard TJ) Rubicon, Sport, X, Se models
2004–2005 Willys Edition (2004–1997 made, 2005–2001 made)
2004 Columbia Edition
2005 Rubicon Sahara Unlimited TJ LWB (LJ) (1000 made)
2006 Golden Eagle Edition, 65 Year Anniversary Edition (1,675 Black 65th Anniversary Editions made)


2006 Golden Eagle
2007–2009 Wrangler JK
2007–2009 JK Rubicon, Sahara, X


JK Rubicon at 2007 North American International Auto Show
2010 JK Rubicon, Sahara, Mountain, Islander, Sport
2011 Mojave Edition
2011 Call of Duty : Black Ops Edition
2011 70th Anniversary Edition


2010 Jeep Wrangler Unlimited Mountain
ZJ, WJ, and WK models
(Jeep Grand Cherokee)


Second generation ZJ


1994 ZJ Laredo Model
1993–1998 ZJ Grand Cherokee
1993–1995 Base SE
1993–1998 Laredo
1993–1998 Limited
1995–1997 Orvis “Limited Edition”
1997–1998 TSi
1998 5.9 Limited
1993 ZJ Jeep Grand Wagoneer
1999–2004 WJ Grand Cherokee
2002–2003 Sport
2002–2004 Special edition
2002–2004 Overland
2004 Columbia Edition
Jeep Grand Cherokee: Five-passenger family-oriented SUV
WK: Grand Cherokee, 2005–2010 (“WK” is the designator for the 2005–2010 Grand Cherokee, marks the beginning of the -K designation compared to the -J designation)
XK models
2006–2010 Jeep Commander
2006 Base
2007–2010 Sport
2006–2010 Limited
2007–2009 Overland
KJ models
2002–2007 Jeep Liberty (Jeep Cherokee in Europe)
Sport
Limited
Renegade
2003 Freedom Edition
2004–05 Rocky Mountain Edition
2004 Columbia Edition
2006 65th Anniversary Edition
2007 Latitude Edition(replaced Renegade)
Current models
The Jeep brand currently produces five models:
Jeep Wrangler
JK: The current version of the Wrangler, released as a 2007 model
JK Unlimited: The long wheelbase, 4-door version of the 2007 Wrangler
Jeep Grand Cherokee: Five-passenger family-oriented SUV
WK: The Grand Cherokee, 2005–2010 (“WK” is the designator for the new Grand Cherokee, it is one of the first non-J-designated Jeeps)
2005—present Laredo
2005—present Limited
2006—present Overland
2006—present SRT-8
WK2 (2010—present)
Jeep Liberty KK: A small SUV shared platform with the Dodge Nitro (replaced the Cherokee and kept the name outside North America)
Jeep Compass MK: A small crossover SUV shared platform with the Dodge Caliber
Jeep Patriot MK: A small crossover SUV shared platform with the Dodge Caliber
Concept vehicles
1958 DJ-3A Pickup
1970 XJ001
1970 XJ002
1971 Jeep Cowboy: A design study using AMC’s “compact” automobile platform
1977 Jeep II
1979 Jeep Jeepster II
1986 Cherokee Targa: A two-door Cherokee convertible (later revised as Jeep Freedom show car)
1987 Comanche Thunderchief: This vehicle was put into production later as the Comanche Eliminator
1989 Jeep Concept 1: Evolved into the ZJ Grand Cherokee
1989 Jeep Rubicon Wrangler: This vehicle was later put in production
1990 Jeep JJ: Essentially what would later be called the Icon
1990 Jeep Freedom: A revised Cherokee Targa
1991 Jeep Wagoneer 2000: A design study be the next generation Wagoneer, but was not put into production
1993 Jeep Ecco
1997 Jeep Cherokee Casablanca: A special edition of Cherokee, never produced
1997 Jeep Wrangler Ultimate Rescue: A tuned version of a regular TJ Wrangler developed for SEMA show
1997 Fender Jeep Wrangler
1997 Jeep Dakar: A fused version of a XJ Cherokee and TJ Wrangler
1997 Jeep Icon: A design study for the next-generation Wrangler
1999 Jeep Journey
1999 Jeep Jeepster Concept
2000 Jeep Cherokee Total Exposure
2000 Jeep Varsity: Subsequently put into production as the Compass
2000 Jeep Commander Concept: Subsequently put into production as the XK
2000 Jeep Willys
2001 Jeep Willys 2
2002 Jeep Wrangler Tabasco
2002 Jeep Wrangler Patriot: A special decal package for the Wrangler X/Sport
2002 Jeep Wrangler Mountain Biker
2004 Jeep Grand Cherokee (WJ) Concierge
2004 Jeep Treo
2004 Jeep Rescue
2004 Jeep Liberator CRD
2005 Jeep Hurricane: The 4-wheel steering system allows the vehicle to have both a zero turning circle, and “crab” sideways. Its engine was later put in the Grand Cherokee (WK) SRT-8
2005 Jeep Gladiator Concept
2005 Jeep Aggressor (the Rezo)
2007 Jeep Trailhawk
2008 Jeep Renegade
2010 Jeep J8
2010 Jeep Nukizer: Design study inspired by the Military Kaiser M-715

VIA Jeep Parts and Accessories

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World war II Motorcycles – From different countries

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World war II caused considerable amount of change in the world history , but still it did modernize the world of motorcycles with its fair share of contribution from every countries which took part in the war , enjoy the pictures of few motorcycle which took part in the great war 



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Cotton motorcycles don’t grow on trees

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After seeing the recent Throttle Yard posting for an octet of Cottons for sale, I thought this might prove of interest. I wrote this short Cotton history as my Winter 2009 Pulp Non Fiction column in theAntique Motorcycle Club of America’s magazine — the Antique Motorcycle.
Say the word ‘cotton’ and most people would think of the material used to produce Levi’s jeans or Hanes T-shirts.


But say the word ‘cotton’ around a few motorcycle cognoscenti and another image entirely might emerge – that of a storied British marque famous for winning Isle of Man TT races and other competitions.








In 1913 Frank Willoughby Cotton of Gloucester, England designed a unique triangulated motorcycle frame and patented the idea in 1914. Cotton’s frame was stronger than the spindly ‘bicycle’ diamond-type chassis that was in vogue at the time. Cotton enlisted the help of Levis — another British motorcycle maker — to build two samples of his new frame but the First World War intervened and hampered his plans to bring a complete machine to market. It wasn’t until 1919 that the Cotton Motorcycle Company came into existence, and the first Cotton appeared in 1920.


Purported to have an extremely low center of gravity Cotton motorcycles became a popular mount for racing, and this did not escape F.W. Cotton’s attention. He saddled Stanley Woods on a 350cc Blackburne-powered Cotton in the 1922 Isle of Man Junior TT, and Woods managed a respectable fifth-place finish. (During his 1922 outing on the 350cc Cotton, just about everything that could go wrong, did. He botched the start, having to stop to retrieve some fallen spark plugs. The machine caught fire in the pits. Not long after putting out the flames and back on the circuit, Woods had to stop and wrestle with the valves thanks to a broken push rod.)


In 1923 Woods won the TT aboard a Cotton, and a bit of a sales boom occurred in 1924 after the factory swept the first three spots in the Junior TT. Cotton used a variety of engines in his triangulated frame, including side valve and overhead valve Blackburne, OHV JAP and Villiers two stroke units.


In this 1938 brochure Cotton offered ‘14 Superlative Models’, and advertised that ‘Cotton Stability Makes Speed Safe’. Of the 14 models available there were three 350cc machines, the Model 9/38, 350/38 and 9/Special. These all had OHV JAP powerplants, but the Special was fitted with a high camshaft JAP engine. There were three 500cc motorcycles, the 500/38, 5/Special and 25/Special. A 500cc JAP five-horsepower single was specified for each; the 5/Special was an S-Sports engine while the 25/Special employed a high camshaft unit. The largest Cotton was the Model 600/38 with a 600cc OHV JAP.


In the 250cc range there were three motorcycles, including Model 6/B, 250/38 and 30/Special. The 6/B ran a 250cc OHV Blackburne engine, while the last two used 250cc OHV JAP engines.


All of the machines listed above featured “The famous Cotton Patent Triangulated (frame) – by common consent the Masterpiece of modern design – giving perfect riding position with magnificent stability and controllability. Originated the phrase ‘Speed with Utter Safety.’ Front and rear wheel stands fitted.” Forks were specially-constructed Cotton-Druid girders.


Further specifications include a Burman three-speed gearbox, with a four-speed Burman listed as an option. Carburetion is via Amal TT or Bowden, and ‘silencing’ is carried out “By imposing large bore chromium plated exhaust pipe, leading to a sports cylindrical silencer. These modern upswept pipes remain immaculate, and improve appearance.”





So far, we’ve covered 10 Cotton models. The remaining four are the Model 1/V, fitted with a 150cc Villiers two stroke, Model 1/B with a 150cc OHV Blackburne, Model 2/JC and 2/J, both powered by a 250cc sidevalve JAP – for a total of 14 motorcycles.


Cotton suspended the manufacture of motorcycles during the World War II period, with the factory turned over to the manufacture of war goods. Post-war, Cotton did not immediately return to the production of motorcycles.


By 1953 Cotton’s triangulated frame was of course obsolete, given the rear swinging-arm suspension systems that were coming into widespread use. F.W. Cotton himself retired in 1953, and the concern was branded E. Cotton (Motorcycles) Ltd. Several models were produced, with Cotton making frames only and most every other component bought in.





A letter dated 23 June 1961, addressed to the Nicholson Bros. of Nicholson Bros. Motorcycles in Saskatoon, Saskatchewan enquired after overseas dealers.


“After a quiescent period covering many years the Company has been re-organized during the past year or so, and has once again been obtaining striking results in trials and competitions during the past two years. Production has now reached a point where we are in a position to extend to overseas markets, and we are, therefore, seeking distribution arrangements in Saskatchewan.”





Nicholsons did not take on Cotton, but for 1961 the range included eight models such as the Vulcan 4-speed 197cc Road or Sports and the 250cc Scrambler and the Continental Duplex Frame 250cc. Two-stroke Villiers engines powered all models.


Cotton soldiered on in the late 1960s after Villiers quit supplying engines, building primarily competition machines around Italian-made Minarelli engines and even a 250cc Rotax powerplant.


Cotton lasted until 1980, much longer than many other British ‘cycle builders.


VIA: STORIES by Greg Williams on May 29, 2011
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East German Motorcycle Museum

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One of my ‘must see’ destinations in Berlin was the East German Motorcycle Museum. 

It is situated on metro line between Hackescher Market and Alexanderplatz, near the TV tower – directly under the rail line in fact. The museum displays a large collection of 
MZ 
Simson motorcycles with a small collection of IWLs, IFAs and Trabant cars (the Trabants were a separate collection). The collection was attractively displayed, but the cramped location under the arcades of the railway line meant many bikes were crammed quite close together making them difficult to photograph. It was a good museum though and I spent around an hour there taking photos of virtually everything.

A 1936 DKW SB200 motorcycle – the progenitor of the MZ.

In the immediate aftermath of the war IFA began assembling the famous pre-war DKW RT125s from left over parts and spares. From this humble beginning Motorrad Zchopau (MZ) was reborn from the ashes of DKW. Although first built in the early 1930s, the MZ RT125 remained a popular selling motorbike well into the 1950s.


A pair of IFA racing motorcycles. IFA, as it was then known quickly picked up where DKW’s pre-war racing team left off. IFA was soon renamed MZ and went on to make its name in European racing circuits.

A beautiful 1956 MZ 250. No longer just an East German DKW, MZ is beginning to evolve its own look.

Another 50s MZ with a Stieb sidecar. Stieb also found themselves on the wrong side of the east/west divide. They managed however to retain an export market to the west and their popular and stylish sidecars were found attached to many German motorcycles.

By the 1960s MZ had taken on their distinctive look. These are a range of ES and ET models which had engines ranging from 125 to 250cc.

Das eisen schwein – the Iron Pig. The MZ Trophy was built for export and was a popular seller across Europe The Trophy was pretty much East Germany’s answer to the Japanese invasion. They were basic machines, very cheap when new, relatively reliable and unkillable. Behind the Trophy is another beautiful 1950s model for stylistic comparison.

MZ began manufacturing their own sidecars in the 1960s.

MZs were used by the East German police

And by the fire department.

East Germany inherited more than just DKW-MZ. This is a EMW R35 built by Eisenach Motorwerkes based on the pre-war BMW R35. VEB stopped production of Eisenach motorcycles in 1953 in favour of MZ motorcycles. Eisenach went on to produce Wartburg cars.

Not all motorcycles were German. This is a Czechoslovakian Jawa. Jawa’s two strokes were based on DKW technology.

Simson-Suhl started manufacturing motorcycles in the 1920s. In 1948 they produced the AWO 425. The name refers to the four stroke engine of 250ccs. It was a popular but short lived machine as VEB stopped production in favour of MZ motorcycles when they re-organised the auto industry.

VEB assigned Simson the market for 50cc mopeds. The ubiquitous Simson Schwabe (Swallow) was probably their most popular machine. These lovely little mopeds were built from the 1950s to the 1980s. There were plenty of them on the streets in Berlin, Dresden and points east (even saw three in the far western university town of Aachen).

A large collection of Simson mopeds. Simson were a long time in production and released a wide range of machines, from powered bicycles to 50cc ‘sports’ bikes.

A Simson Spatz with a Simson SR-2 moped behind.

A Simson Star and Simson Spatz. This later model has the ubiquitous square headlamp like the MZ Trophy and IWL Troll.

A modern Simson scooter. Unlike the rest of VEB, Simson survived the fall of Communism. They continue to manufacture a small range of motorcycles and scooters as well as spare parts for many of their more popular oldtimers.http://www.simson.de/

IWL were originally aircraft engine manufacturers but in 1954 VEB assigned them a contract to build scooters. IWL built their first scooters around the MZ 125cc engine which, given the size of the scooters, was considerably underpowered. The IWL Pitty was in production only two years before it was replaced by the lighter, more conventional Wiesel.

The lovely IWL Berlin and Campi trailer. This was IWL’s most successful machine, selling over 160,000 units.

The IWL Troll’s styling was clearly influenced by MZ, which by 1963 had become more deeply involved with IWL. In 1964 MZ took over manufacture of the Troll but stopped production the next year.

Some of the oddies of the collection. The Simson Duo was effectively a three wheeled ‘micro-car.’ The Krauz-Piccolo Trumpf was a three wheeled invalid carriage built out of surplus IWL Pitty components and a 50cc Simson moped engine.

The museum featured an interesting ‘scheunenfund’ display. This is how many old bikes are found – rusting, scattered in pieces.

The Trabant Collection

A AWZ P-50. This was the first real Trabant.

The AWZ P-70 – 

the progenitor of the the Trabant. These were built in the mid 1950s as a discount motor vehicle. Later Trabants would have a smaller engine.

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world war 1 & 2 – Rare Motorcycles

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L-300 L-300 – the first serial Soviet motorcycle. Prototype – German Lux-300.
Was used in the Soviet Army in recon and signals units. 
PMZ_A_750 Heavy motorcycle PMZ-A-750 was produced in 1934-38. Those vehicles were used in the Soviet Army 
IZh_9 IZh-9 was produced since May 1940 until Nov. 1941 and used in RKKA 
TIZ-AM-600 TIZ-AM-600.
(prototype – British BSA-600)
Was produced in 1936-1943. Was used in RKKA 
L-600 L-600 fire motorcycle was composed from L-300 motorcycle chassis and Village Motor Pump MP-2
(MP-2: 60x625x665mm, 140 kg weight).
Was produced in years 1934-1939. Was used in fire-brigades during WWII. L-600 also was used as a base for other vehicles. For example lighting variant carried six PES-35 searchlights having 500W lamps. Also was known to be used as a mobile welding machine for electricians. 
ML-3 ML-3 light motorcycle (1939-1941) [6]
L-8 and IZh-12 Upper veiws: L-8 motorcycle.


Lower view: IZh-12 motorcycle (Izhevsk modification of L-8. 49 vehicles built) [7]
Others
Restored motorcycle. Initially this was positioned as M-72. Now I was reported it is K-750 [8]
A column of M-72 motorcycles moving to the fronline, Leningrad Front, Autumn 1941 [9]
Rem. AMVAS – this was an original caption. I was told most likely it’s one of IZh models, or some foreign analog
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The Excelsior Welbike: A military vehicle with a sense of humor.

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The original prototype was designed by SOE motor cycle enthusiast Harry Lester, from an idea developed by * Lt. Colonel John Dolphin, the Commanding Officer of Station IX, the secret Inter-Services Military Research Establishment based in a mansion called The Frythe (latterly owned by the pharmaceutical company GSK) an hours drive north of London near the town of Welwyn in Hertfordshire,[4] which had been taken over for the war effort.[5] Powered by a Villiers 98 cm3 single-cylinder two-stroke petrol (gasoline) engine, the Welbike was designed to fit into a standard parachute airdrop container 51 inches (130 cm), 15 inches (38 cm) high and 12 inches (30 cm) inches wide and be easily assembled and ready for use as quickly as possible.[1] The name Welbike comes from the custom that all the clandestine equipment devised at Station IX in Welwyn had names starting with Wel, e.g., Welman, Welrod. There was very limited space in the airborne equipment container, so the Welbike which was carried in the container at an angle, had no suspension, no lights and just a single rear brake.


The fuel tank was as small as possible, and because its bottom feed point was located lower than the carburetor, it had to be pressurised occasionally by a hand pump built into the tank. The range on maximum capacity of 6.5 pints of fuel was a respectable 90 miles at about 30 mph. To save time the tanks were pressurised before the Welbike went into action. The Welbike was then packed into the parachute container with the rear wheel to the base of the parachute canister, which had a percussion head to minimise damage on landing. Once it hit the ground all that was needed was to twist the handlebars into position and lock them on spring-loaded pins. The saddle was pulled up and the footrests folded out ready to push start the two stroke engine and ride into action. The aim was that a paratrooper could remove the Welbike from its special green container (which was marked in white lettering with the words Motor Cycle) and its easily identified coloured parachute, and be on the road within 11 seconds. The prototype survived extensive drop testing at the Special Operations School at Arisaig in Scotland where it was demonstrated to the commando forces.


The prototype was then sent to the Excelsior Ltd for further development. A number of pre-production “pilot” machines were built for further testing and experimental modifications at the Airborne Forces Experimental Establishment at Sherburn-in-Elmet near Leeds in September 1942, including dropping them from aircraft to land by parachute. The Villers engine was found to be seriously under powered when ridden by a fully equipped soldier, so it was retuned for maximum power.


The simple design of the Welbike meant that it was easy and quick to produce and from 1942 went into full production for issue to airborne forces. By 1943 it was also being widely used by ground assault forces, including the Commandos and the Royal Marines Commando units, particularly for beach landings at Anzio and Normandy. The small size of the Welbike meant that it also proved very useful as a general airfield transport by the Royal Air Force and aircrews based in the large Far East airfields would ‘stow away’ a Welbike if they could find one.[1]


There were three production versions of the Welbike. The first 1,200 were known as the Mark 1 and were really the developed version of the original prototype with tuned engines. These did not have a rear mudguard fitted however. One thousand four hundred Mark 2 Series 1 Welbikes were produced and these had a range of minor modifications, including the addition of the rear mudguard. The final batch of 1,340 was the Mark 2 Series 2 and had ‘saddle’ fuel tanks with a splash shielding between them and an improved filler cap, as the original design required the removal of the pressurisation pump which was too time consuming.


In combat situations, however, the Welbike could prove a liability as paratroops needed to get under cover as quickly as possible and had to find the Welbike containers before they could even start to assemble them. The difference in weight between a parachutist and a container meant that they often landed some distance apart, rather defeating the object, and some were captured by enemy forces or lost before they could even be used. The low power and small wheels also meant that they struggled to cope adequately with the often rough battlefield roads so were often abandoned by troops who found it easier to continue on foot. Another problem for the Welbike was that by the time it was in mass production, much larger gliders had been developed that could carry bigger and more powerful motorcycles such as the Royal Enfield WD/RE.

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