Biker, Happy Joan of Arc Day!
- Thread starter Goatboy
- Start date
Speaking of weird here's some weird facts for today: -
- When American humourist and author Mark Twain was born on November 30, 1835, Halley's Comet appeared in the sky. Twain vowed he would "go out" with the comet when it passed again after its 75 year orbit. He said, "I came in with Halley's Comet... It is coming again ... and I expect to go out with it... The Almighty has said, no doubt: 'Now here are these two unaccountable freaks; they came in together, they must go out together." After a massive heart attack, Twain died on April 21, 1910, just a day after the comet emerged from the other side of the Sun.
- In 1776, Thomas Jefferson, John Adams, and Benjamin Franklin drafted the Declaration of Independence. On July 4th of that year, the document was signed and the United States of America became an independent nation.
The third President of the United States and the principal author of the document, Thomas Jefferson, died on the fiftieth anniversary of the Declaration's signing. His last words were, "Is it the 4th?" When he was told it was, he passed peacefully.
- In 1936, the first issue of Life magazine hit the stands. The first edition was titled "A Life Begins" and featured the birth of a baby, fittingly named George Story. Over the years, the editors followed Story's lifelong achievements.
By March 2000, Life magazine announced that it was printing its last issue. George Story died of heart failure a mere month after Life magazine's demise. The last issue was aptly titled "A Life Ends."
- Austrian composer Arnold Shoenberg had a debilitating lifelong fear of the number 13 (also known as triskaidekaphobia). He was born on September 13, 1874 and believed that his fate was tied to that date. His phobia was so intense that he changed the title of his composition Moses und Aaron to Moses und Aron, because the former had 13 letters.
During his 76th year, Shoenberg was reminded by an astrologer that the numbers 7+6 added up to 13. Fraught with anxiety on July 13, 1951, he stayed in bed all day crippled by fear and depression. As the clock approached midnight his wife entered the room to scold him for wasting the day. She said, "About a quarter to midnight I looked at the clock and said to myself: another quarter of an hour and then the worst is over. Then the doctor called me. Arnold's throat rattled twice, his heart gave a powerful beat and that was the end." His superstitious nature likely caused his death, which was reportedly of unknown causes.
- Opera singer Leonard Warren died onstage during a performance of the third act aria of Verdi's La Forza del Destino (The Force of Destiny) at the Metropolitan Opera House in New York. After he sang the lines Morir! Tremenda cosa! (To die! Tremendous moment!), he continued with "Urna fatale dal mio destino" ("O fatal pages ruling my destiny") before collapsing. The cause of death was a massive cerebral haemorrhage.
- A perennial favourite story this; John Sedgwick was a general in the Union Army during the U.S. Civil War. During the Battle of Spotsylvania Court House Sedgwick rallied his troops to go into battle. Confederate snipers were close by, hindering their preparations. As his men dodged bullets, Sedgwick, seemingly immune to fear, announced to a soldier who was under cover, "Why, my man, I am ashamed of you, dodging that way. They couldn't hit an elephant at this distance." Seconds later, he was shot in the face and killed instantly.
- In 2002 in Raahe, Finland, 70-year-old identical twin brothers died on the same road on the same day. What makes the case even more unusual is that both were struck by trucks while riding their bicycles in a snowstorm. The brothers died two hours and a mile and a half apart from one another, with the second brother not knowing that the first had been killed since the information had not been released to the family.
Today 1871:
David Livingstone (19 March 1813 – 1 May 1873) was a British Congregationalist pioneer medical missionary with the London Missionary Society and an explorer in Africa. His meeting with H. M. Stanley on 10 November 1871 gave rise to the popular quotation "Dr. Livingstone, I presume?"
Perhaps one of the most popular national heroes of the late 19th century in Victorian Britain, Livingstone had a mythic status, which operated on a number of interconnected levels: Protestant missionary martyr, working-class "rags to riches" inspirational story, scientific investigator and explorer, imperial reformer, anti-slavery crusader, and advocate of commercial empire.
His fame as an explorer helped drive forward the obsession with discovering the sources of the River Nile that formed the culmination of the classic period of European geographical discovery and colonial penetration of the African continent. At the same time his missionary travels, "disappearance" and death in Africa, and subsequent glorification as posthumous national hero in 1874 led to the founding of several major central African Christian missionary initiatives carried forward in the era of the European "Scramble for Africa".
View attachment 24882
David Livingstone (19 March 1813 – 1 May 1873) was a British Congregationalist pioneer medical missionary with the London Missionary Society and an explorer in Africa. His meeting with H. M. Stanley on 10 November 1871 gave rise to the popular quotation "Dr. Livingstone, I presume?"
Perhaps one of the most popular national heroes of the late 19th century in Victorian Britain, Livingstone had a mythic status, which operated on a number of interconnected levels: Protestant missionary martyr, working-class "rags to riches" inspirational story, scientific investigator and explorer, imperial reformer, anti-slavery crusader, and advocate of commercial empire.
His fame as an explorer helped drive forward the obsession with discovering the sources of the River Nile that formed the culmination of the classic period of European geographical discovery and colonial penetration of the African continent. At the same time his missionary travels, "disappearance" and death in Africa, and subsequent glorification as posthumous national hero in 1874 led to the founding of several major central African Christian missionary initiatives carried forward in the era of the European "Scramble for Africa".
View attachment 24882
And died from chronic haemmoraging, brought on by piles, exacerbated by malaria.
Sent becauseif I hadn't sent it you'd never have read it. Maybe that'd be better, all things considered.
Not really. He had dysentery as well, and was at prayer when he died. From the western isles to Africa, quite a journey
Sent becauseif I hadn't sent it you'd never have read it. Maybe that'd be better, all things considered.
Sent becauseif I hadn't sent it you'd never have read it. Maybe that'd be better, all things considered.
Very nice time thanks, and yes the head is fine, stuck to wine.
nickliv, you're dead right, I wouldn't have read that.
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Too late
Sent from my GT-I9300 using Tapatalk
well you will tempt fate huon, and look where it got you, eh? or maybe you wanted the attention.
Congratulationg boat goy on your tremendous 2000 posts, a fine body of work, applause applause !
I need all the attention I can get. Deprived childhood and all that. Of course I shouldn't complain, in Pa's house it was a blessing to escape attention.
Wow over 2000 posts, who'd have thunk a little chap with the support (read; living in fear of) adopted family could've done it! Here's to many more - unless Pa wan't to stop in case the authorities use it to track him down to his bolt hole?
2000 posts!!!:yikes:It's madness I tell you, madness.
[video=youtube;kJz_FhTl8Fk]http://www.youtube.com/watch?v=kJz_FhTl8Fk[/video]
This is Madness!
[video=youtube;-qR0Uke2XNI]http://www.youtube.com/watch?v=-qR0Uke2XNI[/video]
How about we take it to Arthur C Clarkes 3001: The Final Odyssey. Then maybe we can,
[video=youtube;ZY2Yt1ATm4c]http://www.youtube.com/watch?v=ZY2Yt1ATm4c[/video]
[video=youtube;ZY2Yt1ATm4c]http://www.youtube.com/watch?v=ZY2Yt1ATm4c[/video]
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Biker! Happy Finding R.F. Scott Day!
Biker! Rejoice, on this day in 1912- Robert Falcon Scott's diary & dead body found in Antarctica.
Robert Falcon Scott, CVO (6 June 1868 c. 29 March 1912) was a Royal Navy officer and explorer who led two expeditions to the Antarctic regions: the Discovery Expedition, 190104, and the ill-fated Terra Nova Expedition, 191013. During this second venture, Scott led a party of five which reached the South Pole on 17 January 1912, only to find that they had been preceded by Roald Amundsen's Norwegian expedition. On their return journey, Scott and his four comrades all died from a combination of exhaustion, starvation and extreme cold.
Before his appointment to lead the Discovery Expedition, Scott had followed the conventional career of a naval officer in peacetime Victorian Britain, where opportunities for career advancement were both limited and keenly sought after by ambitious officers. It was the chance for personal distinction that led Scott to apply for the Discovery command, rather than any predilection for polar exploration.However, having taken this step, his name became inseparably associated with the Antarctic, the field of work to which he remained committed during the final twelve years of his life.
Following the news of his death, Scott became an iconic British hero, a status maintained for more than 50 years and reflected by the many permanent memorials erected across the nation. In the closing decades of the 20th century, the legend was reassessed as attention focused on the causes of the disaster that ended his and his comrades' lives, and the extent of Scott's personal culpability. From a previously unassailable position, Scott became a figure of controversy, with questions raised about his competence and character. Commentators in the 21st century have on the whole regarded Scott more positively, emphasising his personal bravery and stoicism while acknowledging his errors, but ascribing his expedition's fate primarily to misfortune.
Scott's reputation survived the period after World War II, beyond the 50th anniversary of his death. In 1966, Reginald Pound, the first biographer given access to Scott's original sledging journal, revealed personal failings which cast a new light on Scott,although Pound continued to endorse his heroism, writing of "a splendid sanity that would not be subdued". Within the following decade, further books appeared, each of which to some degree challenged the prevailing public perception. The most critical of these was David Thomson's Scott's Men (1977); in Thomson's view, Scott was not a great man, "at least, not until near the end"; his planning is described as "haphazard" and "flawed", his leadership characterised by lack of foresight.Thus by the late 1970s, in Jones's words, "Scott's complex personality had been revealed and his methods questioned".
In 1979 came the most sustained attack on Scott, from Roland Huntford's dual biography Scott and Amundsen in which Scott is depicted as a "heroic bungler".[SUP][[/SUP] Huntford's thesis had an immediate impact, becoming the new orthodoxy. Even Scott's heroism in the face of death is challenged; Huntford sees Scott's Message to the Public as a deceitful self-justification from a man who had led his comrades to their deaths. After Huntford's book, debunking Captain Scott became commonplace; Francis Spufford, in a 1996 history not wholly antagonistic to Scott, refers to "devastating evidence of bungling", concluding that "Scott doomed his companions, then covered his tracks with rhetoric". Travel writer Paul Theroux summarised Scott as "confused and demoralised ... an enigma to his men, unprepared and a bungler". This decline in Scott's reputation was accompanied by a corresponding rise in that of his erstwhile rival Shackleton, at first in the United States but eventually in Britain as well. A 2002 nationwide poll in the United Kingdom to discover the "100 Greatest Britons" showed Shackleton in eleventh place, Scott well down the list at 54th.
The early years of the 21st century have seen a shift of opinion in Scott's favour, in what cultural historian Stephanie Barczewski calls "a revision of the revisionist view". Meteorologist Susan Solomon's 2001 account The Coldest March ties the fate of Scott's party to the extraordinarily adverse Barrier weather conditions of February and March 1912 rather than to personal or organizational failings, although Solomon accepts the validity of some of the criticisms of Scott. In 2004 polar explorer Sir Ranulph Fiennes published a biography which was a strong defence of Scott and an equally forthright rebuttal of Huntford; the book is dedicated "To the Families of the Defamed Dead". Fiennes was later criticised by the reviewer of another book for the personal nature of his attacks on Huntford, and for his apparent assumption that his own experiences as a polar explorer gave him unique authority.
In 2005 David Crane published a new Scott biography which, according to Barczewski, goes some way towards an assessment of Scott "free from the baggage of earlier interpretations". What has happened to Scott's reputation, Crane argues, derives from the way the world has changed since the heroic myth was formed: "It is not that we see him differently from the way they [his contemporaries] did, but that we see him the same, and instinctively do not like it." Crane's main achievement, according to Barczewski, is the restoration of Scott's humanity, "far more effectively than either Fiennes's stridency or Solomon's scientific data." Daily Telegraph columnist Jasper Rees, likening the changes in explorers' reputations to climatic variations, suggests that "in the current Antarctic weather report, Scott is enjoying his first spell in the sun for twenty-five years". The New York Times Book Review was more critical, pointing out Crane's support for Scott's discredited claims regarding the circumstances of the freeing of the Discovery from the pack ice, and concluded "For all the many attractions of his book, David Crane offers no answers that convincingly exonerate Scott from a significant share of responsibility for his own demise." In 2012, Karen May published her discovery that Scott had issued written orders, before his march to the Pole, for Meares to meet the returning party with dog-teams, in contrast to Huntford's assertion that Scott issued those vital instructions only as a casual oral order to Evans during the march to the Pole. This misrepresentation has given a generation of modern scholars since 1979 the impression that Scott had left his subordinates back at base unsure of his intentions, who would consequently have failed to use the dogs in a concerted attempt to relieve the returning polar party when the need arose.
Biker! Rejoice, on this day in 1912- Robert Falcon Scott's diary & dead body found in Antarctica.
Robert Falcon Scott, CVO (6 June 1868 c. 29 March 1912) was a Royal Navy officer and explorer who led two expeditions to the Antarctic regions: the Discovery Expedition, 190104, and the ill-fated Terra Nova Expedition, 191013. During this second venture, Scott led a party of five which reached the South Pole on 17 January 1912, only to find that they had been preceded by Roald Amundsen's Norwegian expedition. On their return journey, Scott and his four comrades all died from a combination of exhaustion, starvation and extreme cold.
Before his appointment to lead the Discovery Expedition, Scott had followed the conventional career of a naval officer in peacetime Victorian Britain, where opportunities for career advancement were both limited and keenly sought after by ambitious officers. It was the chance for personal distinction that led Scott to apply for the Discovery command, rather than any predilection for polar exploration.However, having taken this step, his name became inseparably associated with the Antarctic, the field of work to which he remained committed during the final twelve years of his life.
Following the news of his death, Scott became an iconic British hero, a status maintained for more than 50 years and reflected by the many permanent memorials erected across the nation. In the closing decades of the 20th century, the legend was reassessed as attention focused on the causes of the disaster that ended his and his comrades' lives, and the extent of Scott's personal culpability. From a previously unassailable position, Scott became a figure of controversy, with questions raised about his competence and character. Commentators in the 21st century have on the whole regarded Scott more positively, emphasising his personal bravery and stoicism while acknowledging his errors, but ascribing his expedition's fate primarily to misfortune.
Scott's reputation survived the period after World War II, beyond the 50th anniversary of his death. In 1966, Reginald Pound, the first biographer given access to Scott's original sledging journal, revealed personal failings which cast a new light on Scott,although Pound continued to endorse his heroism, writing of "a splendid sanity that would not be subdued". Within the following decade, further books appeared, each of which to some degree challenged the prevailing public perception. The most critical of these was David Thomson's Scott's Men (1977); in Thomson's view, Scott was not a great man, "at least, not until near the end"; his planning is described as "haphazard" and "flawed", his leadership characterised by lack of foresight.Thus by the late 1970s, in Jones's words, "Scott's complex personality had been revealed and his methods questioned".
In 1979 came the most sustained attack on Scott, from Roland Huntford's dual biography Scott and Amundsen in which Scott is depicted as a "heroic bungler".[SUP][[/SUP] Huntford's thesis had an immediate impact, becoming the new orthodoxy. Even Scott's heroism in the face of death is challenged; Huntford sees Scott's Message to the Public as a deceitful self-justification from a man who had led his comrades to their deaths. After Huntford's book, debunking Captain Scott became commonplace; Francis Spufford, in a 1996 history not wholly antagonistic to Scott, refers to "devastating evidence of bungling", concluding that "Scott doomed his companions, then covered his tracks with rhetoric". Travel writer Paul Theroux summarised Scott as "confused and demoralised ... an enigma to his men, unprepared and a bungler". This decline in Scott's reputation was accompanied by a corresponding rise in that of his erstwhile rival Shackleton, at first in the United States but eventually in Britain as well. A 2002 nationwide poll in the United Kingdom to discover the "100 Greatest Britons" showed Shackleton in eleventh place, Scott well down the list at 54th.
The early years of the 21st century have seen a shift of opinion in Scott's favour, in what cultural historian Stephanie Barczewski calls "a revision of the revisionist view". Meteorologist Susan Solomon's 2001 account The Coldest March ties the fate of Scott's party to the extraordinarily adverse Barrier weather conditions of February and March 1912 rather than to personal or organizational failings, although Solomon accepts the validity of some of the criticisms of Scott. In 2004 polar explorer Sir Ranulph Fiennes published a biography which was a strong defence of Scott and an equally forthright rebuttal of Huntford; the book is dedicated "To the Families of the Defamed Dead". Fiennes was later criticised by the reviewer of another book for the personal nature of his attacks on Huntford, and for his apparent assumption that his own experiences as a polar explorer gave him unique authority.
In 2005 David Crane published a new Scott biography which, according to Barczewski, goes some way towards an assessment of Scott "free from the baggage of earlier interpretations". What has happened to Scott's reputation, Crane argues, derives from the way the world has changed since the heroic myth was formed: "It is not that we see him differently from the way they [his contemporaries] did, but that we see him the same, and instinctively do not like it." Crane's main achievement, according to Barczewski, is the restoration of Scott's humanity, "far more effectively than either Fiennes's stridency or Solomon's scientific data." Daily Telegraph columnist Jasper Rees, likening the changes in explorers' reputations to climatic variations, suggests that "in the current Antarctic weather report, Scott is enjoying his first spell in the sun for twenty-five years". The New York Times Book Review was more critical, pointing out Crane's support for Scott's discredited claims regarding the circumstances of the freeing of the Discovery from the pack ice, and concluded "For all the many attractions of his book, David Crane offers no answers that convincingly exonerate Scott from a significant share of responsibility for his own demise." In 2012, Karen May published her discovery that Scott had issued written orders, before his march to the Pole, for Meares to meet the returning party with dog-teams, in contrast to Huntford's assertion that Scott issued those vital instructions only as a casual oral order to Evans during the march to the Pole. This misrepresentation has given a generation of modern scholars since 1979 the impression that Scott had left his subordinates back at base unsure of his intentions, who would consequently have failed to use the dogs in a concerted attempt to relieve the returning polar party when the need arose.
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Talking about criminal Kellys the other day.
Today in 1880:
Australian outlaw and bank robber Ned Kelly was hanged at the Melbourne jail at age 25.
View attachment 24925 View attachment 24926
1940 - The Jeep made its debut.
Since at least as early as World War I, the U.S. Army had been looking for a fast, lightweight all-terrain reconnaissance vehicle. In early 1940, however, things became urgent as the Axis powers began to score victories in Europe and Northern Africa and the need to rapidly develop this vehicle became more urgent. The Army put out a call to automobile manufacturers asking for a running prototype for such a vehicle in just 49 days.
The original government specifications were as follows:
Vehicle weight: approximately 1,300 pounds (This proved to be totally unrealistic and later was raised to 2,160 pounds.)
Four-wheel drive
Engine (power): 85 pound-feet of torque
Wheelbase: Not more than 80 inches
Tread: Not more than 47 inches
Ground Clearance: Minimum ground clearance of 6.25 inches
Payload: 600 pounds
Cooling System: Good enough to allow a sustained low speed without overheating the engine
The Bantam Car Company, which had supplied some earlier reconnaissance vehicles to the Army, and Willys-Overland were the only two companies that responded to the Army's call, although over 130 companies had been invited to respond. The 49-day deadline was problematic, however, and Willys-Overland asked for more time to finish their vehicle. Bantam's only hope to meet this deadline was to bring in outside help.
Bantam's savior turned out to be Karl Probst, a Detroit engineer who had worked for several automotive firms. Enlisted by National Defense Advisory Committee head William S. Knudsen (former president of General Motors), Probst accepted the patriotic challenge without salary and went to work July 17, 1940. In just two days he had completely laid out plans for the Bantam prototype, the precursor of the Jeep® vehicle. On July 22, Bantam's bid was submitted complete with layouts of this new vehicle. The bid claimed that the vehicle met the weight limit of 1,300 pounds although it was actually much heavier.
Bantam's first hand-built prototype was complete and running by September 21, 1940, meeting the 49-day deadline. The Army put this prototype through torturous testing, taking the Bantam Jeep vehicle over 3,400 miles, all but about 250 of which were unpaved. The testers eventually concluded "this vehicle demonstrated ample power and all requirements of the service."*
Ultimately, Willys and Ford both submitted prototypes based on the Bantam plans supplied to them by the Army. The Willys "Quad" and the Ford "Pygmy" prototypes added their own changes and modifications to the basic Bantam design.
For example, the Willys Quad prototype also exceeded the specified weight limit, due in large part to its superior engine. This ultimately worked to Willys' advantage when the weight limit was increased: the strength in the Willys vehicle — powered by its "Go Devil" — was the only one that met the Army's power specifications. In fact, the Willys' 105 pound-feet of torque not only exceeded the required power, but dwarfed Bantam's 83 and Ford's 85 pound-feet of torque.
In light of Bantam's shaky manufacturing and financial position, and the advantages of the Willys vehicle, the Army contract was awarded to Willys. Since the War Department required a large number of vehicles to be manufactured in a relatively short time, Willys-Overland granted the United States Government a non-exclusive license to allow another company to manufacture vehicles using Willys' specifications. Pursuant to this agreement, Willys supplied Ford Motor Co. with a complete set of specifications.
During World War II, Willys and Ford filled more than 700,000 orders, with Willys Overland supplying more than 330,000 units.
We do know that overnight Jeep vehicles were recognized by soldiers and civilians alike as the vehicle that could go anywhere and do anything. But where did the name Jeep come from?
Although no one really knows for certain, everyone has their favorite theory about how Willys Quad came to be called the Jeep vehicle.
Some people say the Jeep name came from the slurring of the acronym G.P. for General Purpose vehicle, the designation the Army gave to the new vehicle.
View attachment 24923 View attachment 24924
Today in 1880:
Australian outlaw and bank robber Ned Kelly was hanged at the Melbourne jail at age 25.
View attachment 24925 View attachment 24926
1940 - The Jeep made its debut.
Since at least as early as World War I, the U.S. Army had been looking for a fast, lightweight all-terrain reconnaissance vehicle. In early 1940, however, things became urgent as the Axis powers began to score victories in Europe and Northern Africa and the need to rapidly develop this vehicle became more urgent. The Army put out a call to automobile manufacturers asking for a running prototype for such a vehicle in just 49 days.
The original government specifications were as follows:
Vehicle weight: approximately 1,300 pounds (This proved to be totally unrealistic and later was raised to 2,160 pounds.)
Four-wheel drive
Engine (power): 85 pound-feet of torque
Wheelbase: Not more than 80 inches
Tread: Not more than 47 inches
Ground Clearance: Minimum ground clearance of 6.25 inches
Payload: 600 pounds
Cooling System: Good enough to allow a sustained low speed without overheating the engine
The Bantam Car Company, which had supplied some earlier reconnaissance vehicles to the Army, and Willys-Overland were the only two companies that responded to the Army's call, although over 130 companies had been invited to respond. The 49-day deadline was problematic, however, and Willys-Overland asked for more time to finish their vehicle. Bantam's only hope to meet this deadline was to bring in outside help.
Bantam's savior turned out to be Karl Probst, a Detroit engineer who had worked for several automotive firms. Enlisted by National Defense Advisory Committee head William S. Knudsen (former president of General Motors), Probst accepted the patriotic challenge without salary and went to work July 17, 1940. In just two days he had completely laid out plans for the Bantam prototype, the precursor of the Jeep® vehicle. On July 22, Bantam's bid was submitted complete with layouts of this new vehicle. The bid claimed that the vehicle met the weight limit of 1,300 pounds although it was actually much heavier.
Bantam's first hand-built prototype was complete and running by September 21, 1940, meeting the 49-day deadline. The Army put this prototype through torturous testing, taking the Bantam Jeep vehicle over 3,400 miles, all but about 250 of which were unpaved. The testers eventually concluded "this vehicle demonstrated ample power and all requirements of the service."*
Ultimately, Willys and Ford both submitted prototypes based on the Bantam plans supplied to them by the Army. The Willys "Quad" and the Ford "Pygmy" prototypes added their own changes and modifications to the basic Bantam design.
For example, the Willys Quad prototype also exceeded the specified weight limit, due in large part to its superior engine. This ultimately worked to Willys' advantage when the weight limit was increased: the strength in the Willys vehicle — powered by its "Go Devil" — was the only one that met the Army's power specifications. In fact, the Willys' 105 pound-feet of torque not only exceeded the required power, but dwarfed Bantam's 83 and Ford's 85 pound-feet of torque.
In light of Bantam's shaky manufacturing and financial position, and the advantages of the Willys vehicle, the Army contract was awarded to Willys. Since the War Department required a large number of vehicles to be manufactured in a relatively short time, Willys-Overland granted the United States Government a non-exclusive license to allow another company to manufacture vehicles using Willys' specifications. Pursuant to this agreement, Willys supplied Ford Motor Co. with a complete set of specifications.
During World War II, Willys and Ford filled more than 700,000 orders, with Willys Overland supplying more than 330,000 units.
We do know that overnight Jeep vehicles were recognized by soldiers and civilians alike as the vehicle that could go anywhere and do anything. But where did the name Jeep come from?
Although no one really knows for certain, everyone has their favorite theory about how Willys Quad came to be called the Jeep vehicle.
Some people say the Jeep name came from the slurring of the acronym G.P. for General Purpose vehicle, the designation the Army gave to the new vehicle.
View attachment 24923 View attachment 24924
