In a vague sense this book is an update of The Story of Jeep (Foster, 1998). However, like Patrick R. Foster’s other recent books, Jeep: America’s Greatest Vehicle, is much more graphically oriented.
While not quite as large and fancy as Foster’s (2013) most-recent AMC book, America’s Greatest Vehicle is oversized, full color and places an emphasis on large photographs.
This book is 192 pages versus 252 for The Story of Jeep. The narrative is more condensed to the point that armchair historians may prefer the earlier book’s factual nuances. On the other hand, America’s Greatest Vehicle includes some interesting photographs of recent prototypes. And, of course, Foster’s latest Jeep book covers more territory. Whereas The Story of Jeep ends with the 1998 model year, America’s Greatest Vehicle brings us up to 2014.
Along the way Foster offers strong opinions, such as quite rightly declaring the Daimler-Chrysler tie-up a “fiasco” (p. 153). He is a bit more ginger in critiquing more recent Jeep misfires and focuses on product details.
I suppose it is harder to sum up a brand that is still alive, but America’s Greatest Vehicle ends rather abruptly with a one-paragraph summary statement. The text also doesn’t offer much analysis as to why Jeep has done so well — particularly in comparison to other American independent automotive brands.
That’s too bad. Jeep may not arguably be America’s “greatest vehicle” (e.g., how about Ford’s Model T?). However, Jeep’s dramatic growth over the last half century is very much intertwined with far-reaching changes in the U.S. automobile industry and American life.
Jeep: The History of America’s Greatest Vehicle
- Patrick R. Foster; 2014
- Motorbooks, Minneapolis, MN
“First the Wagoneer. To call it revolutionary is more than apt; it was the first four-door four-wheel-drive family wagon, the first to offer independent front suspension, the first to combine an optional automatic transmission with four-wheel drive.” (p. 71)
“In engineering the XJ Jeeps, Roy Lunn and his team came up with a new type of frame called the Uniframe. Essentially it was a robust stamped-steel frame welded to the underside of a strong unit-body structure, giving the strength of a conventional heavy frame with the weight advantages of Unibody construction. This was one of the keys to the new Jeep’s low weight and sturdiness. It also greatly improved on-road ride and handling, while lowering the ride height without compromising critical ground clearance. Uniframe was a major advance in SUV design.” (p. 124)
“The new era of a Fiat-managed-and-partially-owned Chrysler was going to witness many changes in Jeep and its vehicles. For one thing, Marchionne wanted to expand Jeep sales even further in Europe and jumpstart sales in China, where they were badly underperforming the market. And he wanted to utilize some of Fiat’s own technology to make Jeep vehicles more fuel efficient so they could better compete in world markets. Marchionne also wanted to begin manufacturing a range of all-new, highly fuel-efficient Jeep ‘world’ models in some underutilized Fiat plants in Europe.” (pp. 176-177)
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