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USA Today
a day ago
- Automotive
- USA Today
What if AMC Motors had survived? How it could've changed the auto industry
American Motors Corporation was an absolute mess by the mid-1980s, and its financial problems in the U.S. market were compounded by infighting at its European corporate parent, Renault, where executives went back and forth about how much money they were willing to pour into their trans-Atlantic subsidiary. The assassination of Renault's chairman in 1986 by French terrorists caused AMC to lose its most powerful supporter, and a hasty sale to Chrysler ultimately condemned it to the dustbin of automotive history. Chrysler hoovered up the tastiest bits of the American Motors portfolio — namely, Jeep — and slowly phased out the rest of the AMC's offerings over the course of the next decade. In retrospect, however, AMC was holding not one, not two, but three aces up its sleeve that could have seen it weather the financial storm throughout the '80s. It's entirely possible that had a few key moments in the company's timeline gone a different way, it would have been American Motors and not Chrysler enjoying the fruits of Jeep's mainstream renaissance in the early 1990s — a rebirth that AMC in fact already had in development when it was scooped up by the suits in Auburn Hills. Our favorite iconic vehicle eras: The most significant cars of the 2000s How different would the car industry have looked at the turn of the millennium if AMC had never changed hands? It turns out that this ripple in the chronological pond had the potential to upset big chunks of established history, not just in America, but in nearly every corner of the established automotive hegemony. Here's our alternative timeline in which AMC not only survives but thrives — and what the resulting fallout would have likely meant for one of Detroit's longtime stalwarts. After intense lobbying by American Motors, the U.S. government carves out an exception to a law forbidding foreign ownership of defense contractors, contingent on Renault spinning off AM General (the builder of the Humvee owned at the time by AMC) as an independently managed concern under the AMC umbrella. The continued, steady flow of government contracts acts as a lifeline for American Motors, and it cancels plans to take out a significant loan from its corporate parent to fund operations. The Renault Espace arrives in AMC showrooms, where it is rebadged as the 'Space Van,' an Americanized take on the literal translation of the French vehicle's European identity. Surprisingly, the funky badge helps give the people-mover some personality, which, combined with its genuine practicality and roomier interior versus rivals from Ford (the Aerostar) and Chevrolet (the Astro), helps put it alongside the Dodge Caravan and Plymouth Voyager as a popular and affordable family ride. In case you missed it: Jeep dealer offers 99-cent lease on Wagoneer EV Following the introduction of the redesigned Jeep Cherokee the year before, this gives AMC a presence in two of the highest-growth segments in the American auto industry, and for the first time in years the company is cash-flow positive. This convinces American Motors to accelerate investment in a larger sport utility vehicle that would complement the Cherokee, called the Grand Cherokee, the design of which is already well underway. Renault chairman Georges Besse's chauffeur is surprised to see two armed women in front of the home of his boss while driving back from the office on a cold November evening. He immediately hits the gas, slamming the rear door shut before Besse can exit the vehicle, and the pair escapes with just a few bullet holes in the rear quarter panel. After surviving the assassination attempt, Besse is given carte blanche at Renault to move forward with his plans for focusing on Jeep as the automaker's piggybank to fund not only AMC, but to also further the expansion of the French brand onto American shores. Chrysler, on a brash spending spree that includes buying a controlling stake in Lamborghini and an expansion of its partnership with Mitsubishi to form Diamond Star Motors, sees exactly the same potential in Jeep as Georges Besse. An offer is made to Renault not just for the off-road brand but for all of AMC, with Chrysler trying to cloak its true intentions about what it considers the real prize of the transaction. Besse won't be bought, however, and Chrysler returns hat-in-hand to Auburn Hills. Ambitious planning begins for the upcoming decade in the American market. With Jeep as its crown jewel, both Eagle and AMC are slated for repositioning beneath Renault. The French badge is no longer interested in its role as an entry-level brand hawking low-spec Le Cars and lays the groundwork for leveraging existing dealerships to form a stronger toehold for the revitalized company. The Jeep Grand Cherokee breaks cover as a 'concept' at the North American International Auto Show in Detroit. The response from both the media and show attendees is overwhelmingly positive, leading to a brief spike in compact Cherokee sales from customers too impatient for what they assume will be a lengthy wait for the production version. No one realizes that Besse's pressure to keep pumping cash into Jeep has dramatically accelerated the Grand Cherokee's timeline. The Grand Cherokee makes its debut in showrooms to universal acclaim. On top of offering a choice of either AMC's old faithful inline six-cylinder engine or a newly developed, 5.9-liter fuel-injected V-8, it also provides a turbodiesel option borrowed from the Renault parts bin. The latter choice positions the Jeep in its higher trim levels as something more than an off-roader, pushing it onto the radar of Europhiles who have become used to parking Range Rovers in their driveways. This opens a second front of European sales for Jeep in the luxury sphere. The Ford Explorer joins the midsize SUV scene, splitting the difference between the Grand Cherokee's off-road chops and the practical character prized by family buyers now tempted to abandon their minivans. SUV sales are soaring, leaving General Motors and Chrysler playing catch-up. Chevrolet and GMC are at least able to soak up some sales thanks to the four-door compact Blazer/Jimmy and full-size four-door Suburbans sitting on full-size truck platforms, but the two-door Dodge Ramcharger remains in a distant fourth place as it plays out the string on a dated pickup chassis. Buoyed by strong Jeep sales, Renault launches the initial phase of its ambitious American strategy. First, it spins off AMC as a value-focused brand selling cars on a 'no-haggle' model: What you see advertised is what you pay at the dealership. Along with a redesigned Espace, an entirely new lineup of hatchbacks, small wagons, sedans and budget coupes are gradually deployed over the course of the next few years, some sharing components with Renault's European offerings while others benefit from AMC's next-generation four-cylinder engine program. This puts AMC in direct competition with GM's Saturn brand, which arrived on the scene in mid-1990. Next, a revitalized Eagle steps out of the AMC shadow and becomes its own brand. The focus remains on what are now being called 'crossovers,' automobiles that sit between a wagon and a sport utility vehicle. Eagle also benefits from Renault's technical prowess in the form of unibody models that feature sophisticated all-wheel-drive systems in place of their earlier, low-range four-wheel drive setups. The new Eagles are an immediate hit in regions like Colorado and New England. Chrysler, facing considerable financial strain as sales of the Grand Caravan and Voyager slow in the face of the SUV onslaught, are forced to sell Lamborghini to MegaTech, an Indonesian company owned by Tommy Suharto, the son of that country's president-for-life. The automaker takes a loss on the deal, but it helps stem some of the financial bleeding that's beginning to concern both executives and Wall Street alike. Dodge introduces a new Ram pickup that instantly makes it a player in the full-size segment after years of disappointing sales. Unfortunately, that same success doesn't translate to its revised version of the SUV, which updates the two-door Ramcharger with the new pickup's underpinnings. As the market continues to move toward family-friendly four-door haulers, many of them taking their cues from Eagle's crossovers, the Ramcharger is out of step with what customers are actually looking for in a sport utility. Renault implements the next stage of its U.S. transformation by introducing the second generation of what had originally been planned as the Eagle Premier sedan. Originally kept exclusive to the European market, where it was sold as the Medallion, the new Renault Premier pushes the automaker into a higher class than it had previously enjoyed among American buyers, leading some to compare the car to offerings from Oldsmobile and even Audi. After a fraught development process, the Dodge Viper concept car makes a late debut at the Detroit auto show. Although it was originally hoped that Lamborghini's engineers could be more involved in the design of the vehicle's drivetrain, the early sale forced Dodge to move on from its planned V-10 and instead supercharge the company's long-standing 5.9-liter V-8. Heart-stopping styling doesn't make up for the lack of an exotic engine, making it harder for the public to stomach the no windows/no roof inconveniences of its cabin. Production plans for the Viper are quietly scuttled. The Viper team is diverted to focus on the Dodge Durango, a four-door, Grand Cherokee–sized SUV that the company hopes will turn its fortunes around. Subaru, in the face of strong sales from Eagle eating into its core customer base, makes a product cancellation of its own. The Outback, a tall-riding version of its Legacy wagon, is deemed too derivative of the Eagle lineup to make a dent in the market, and its development is halted. Facing dwindling revenues, and unable to finance new product development, Subaru's leadership initiates back-channel talks with Toyota about a possible merger. Renault, emboldened by the money pouring into its coffers from the success of AMC, Jeep and Eagle, makes the surprise move of purchasing Volvo, scooping Ford who had planned on making overtures for the Swedish brand to join its nascent Premier Automotive Group. After decades of working together on various shared projects, Renault hopes to leverage Volvo's dealer network and customer base to continue its colonization of the near-luxury space in the United States. Talks also begin with Nissan about a potential alliance. Two new premium models emerge on American roads bearing the Renault badge: the Megane sport hatch and the Laguna hatchback sedan, with the latter praised for its near-crossover utility and excellent handling. Concerned by Renault's burgeoning acquisition portfolio, Toyota signs a deal to bring Subaru in-house. At the same time, executives announce a new subbrand called Scion that's intended to take on both AMC and Saturn, which have split much of the entry-level market between them in the United States. Chrysler, looking for a savior of its own, begins talks with Daimler about a potential 'merger of equals.' The German automaker's boardroom doesn't see much of value in Chrysler's mishmash of cheap cars, fading minivans and almost-luxury sedans, and while the Dodge Ram is appealing, it's too far outside the Daimler playbook to integrate properly into its American operations. Discussions never advance past the initial stages. Emboldened by its newfound partnership with Nissan (which involved a stock share and co-investment in each other's companies), Renault has the cash to add the missing piece to its U.S. portfolio: Dodge, which it plucks from a flailing Chrysler as part of a general takeover bid. While the Ram pickup fills an important void, the Ramcharger is quietly put out of its misery, along with any plans to bring the stillborn Durango to market. The Chrysler brand is relegated to special trim levels on several Renault models, specifically those sold to livery companies for use as limousines. The Walter P. Chrysler package becomes a popular choice in the black car business over the course of the next decade. Photos by Getty Images, MotorTrend Archive, Ryan Lugo
Yahoo
5 days ago
- Automotive
- Yahoo
No more GI Joe trucks: Army swaps iconic Humvee for a faster, cheaper vehicle
WASHINGTON – The Army is swapping an icon – the 40-year-old Humvee – for a lighter, faster, cheaper truck designed for future battlefields. The Infantry Squad Vehicle, more dune buggy than armored truck, is one of the most visible signs of the Army's transition from Cold War-era equipment that has defined it for generations. The grinding insurgencies that followed the collapse of the Soviet Union demanded more and more armor to protect troops from roadside bombs. In their place: a range of vehicles and drones that can be fielded quickly, and, in many cases, with commercial, off-the-shelf technology. "The Humvee is the quintessential G.I. Joe vehicle," said Alex Miller, the chief technical adviser to Army leadership for transforming its equipment. "It is the quintessential Army vehicle we've had in the inventory since 1985. So, 40 years of Humvee. It was good for what it was built for, which was high mobility at the time. It is not good for the fight we think we're going to be in." That fight, to Pentagon officials like Miller, likely involves China and will require speed and agility to survive. Battles will also almost certainly resemble the combat sparked by Russia's invasion of Ukraine. Lethal drones have turned slow-moving trucks and even tanks into death traps. Enter the Infantry Squad Vehicle. It's basically a stretched-out, stripped-down all-terrain vehicle without doors or a roof with seating for as many as nine soldiers. The Army plans to equip its light infantry units with the trucks, along with hundreds of drones to spy on and attack enemies. The Army's new signature vehicle During World War II and for most of the 40 years that followed, the olive-drab Jeep became synonymous with the Army. The small, rugged truck crossed over into civilian use and is the ancestor of the off-road vehicles and SUVs that patrol suburbs and ferry kids to the frontlines of soccer games. The High Mobility Multi-Purpose Wheeled Vehicle, better known as the Humvee, had another 40-year run as the Army's workhorse truck beginning in 1985. The Pentagon bought more than 300,000 Humvees, and nearly 100,000 remain in service. Soldiers have driven them in operations from Afghanistan to Alaska. More versatile than a Jeep, the Humvee offered multiple versions, including one that could hunt and destroy a tank with a missile. They gained infamy, though, in Iraq and Afghanistan, where insurgents relentlessly attacked their chief vulnerability: a flat bottom made of aluminum easily shredded by explosives buried in roads. Improvised explosive devices, IEDs, became the number one killer of U.S. troops in both wars. The Pentagon, under Defense Secretary Robert Gates, made replacing the Humvee the military's top priority during the George W. Bush administration. The Mine Resistant Ambush Protected (MRAP) vehicle, a heavy truck with a V-shaped hull that deflected the blast from bombs, saved the lives and limbs of thousands of troops. In 2012, then-Defense Secretary Ashton Carter released data to USA TODAY on the effectiveness of MRAPs in IED attacks. "You are between nine and 14 times less likely to be killed if you were in an MRAP than if you were in a Humvee," Carter said. But the protection the MRAP offered came at the cost of speed and agility. The Pentagon bought smaller, armored trucks such as the Joint Light Tactical Vehicle. Though nimbler than MRAPs, JLTV's bulk meant it couldn't be sped to battlefields. The Army's new 'Jeep' is easier to repair Thousands of pounds lighter and $80,000 cheaper than the Humvee, the Infantry Squad Vehicle is based on the Chevrolet Colorado truck built in Missouri. It's basically the same truck that consumers can buy at a local dealership. Only about 20% of the Infantry Squad Vehicle's components, including communication and electronic gear, are unique to the Army. That's a key difference compared to trucks such as Humvees and JLTVs, which were custom-built for the military. 'You can repair it anywhere on earth as long as you have access to commercial parts rather than a special military vehicle with special military parts,' said Miller, the Army's top technical adviser. Some Pentagon officials, however, acknowledge that the tradeoff for speed and expense is losing the armor that saved lives and limbs in Iraq and Afghanistan. The Infantry Squad Vehicle represents the Army's latest assessment of what soldiers will need for the next war. The new drones and robots accompanying the truck can be sent ahead of it to help soldiers avoid ambushes. Speed, not armor, is what will save soldiers' lives in the next fight, Miller said. 'The longer you sit and the slower you are, the easier it is to kill you,' he said. The Infantry Squad Vehicle represents the Army's best guess, based on decades of combat experience, of what will work best for future combat, according to a senior Defense official who was not authorized to speak publicly. The vehicle isn't meant to withstand an attack, the official said. It's designed to whisk soldiers within a few miles of the frontline and allow them to walk a short distance to the fight. If the Army gets drawn back into a bloody, urban fight with IEDs? We'll buy something else, the official said. Michael O'Hanlon, a national security expert at the Brookings Institution, counts himself a skeptic of the ISV. He recalled that 20 years ago, the Army sank billions into what it called Future Combat Systems. The initiative was intended to replace Abrams tanks and Bradley Infantry Fighting vehicles with a fleet of manned and unmanned systems. It failed. "Worked great on Powerpoint," O'Hanlon said. "But the technology wasn't there then (to find everything before it exploded or impacted) and it still isn't. Like Muhammad Ali said, 'I'll float like a butterfly, sting like a bee.' Except the technology may not deliver. "They had to cut something but I'm wary about this choice." What do soldiers think of it? Soldiers in the 101st Airborne Division were among the first in the Army to drive the trucks. Many swear by it. Its lighter weight, relative to a Humvee, means the Infantry Squad Vehicle can be carried by a Black Hawk helicopter for a short distance with a sling. A twin-rotor Chinook helicopter can carry two of the trucks inside its cargo bay for a greater distance. A Humvee's weight requires a Chinook, and then just one can be carried in a sling. On the ground, the Infantry Squad Vehicle is faster than a Humvee and more fuel-efficient. Speed helps infantry soldiers keep pace with armored units traveling to war, said Col. Trevor Voelkel, who commands the 1st Mobile Brigade Combat Team for the 101st Airborne Division. Voelkel's brigade tested new equipment, including about 200 of the trucks, at the Joint Readiness Training Center at Fort Polk in Louisiana in May. 'We're getting back to our original concept of the Humvee,' Voelkel said. 'But with a newer, lighter, more commercial vehicle that's going to be easier to repair, cheaper to repair.' William Melko, a 1st sergeant in Voelkel's brigade, had experience driving other Army trucks in Afghanistan. None of them, he said, gave his soldiers a better view of potential threats around them. It's easier to drive, too, especially for younger soldiers. 'The best way that I can describe it is like a normal pickup,' Melko said. Last year, after Hurricane Helene swamped the southeast, Lt. Col. Jonathan Nielsen commanded a battalion of the 101st that responded to the flooding in North Carolina. His soldiers drove Infantry Squad Vehicles on damaged roads inaccessible to a Humvee, he said. The trucks also maneuvered through city streets better than Humvees. 'ISV is going to be an iconic vehicle,' Nielsen said.
Yahoo
5 days ago
- Automotive
- Yahoo
No more GI Joe trucks: Army swaps iconic Humvee for a faster, cheaper vehicle
WASHINGTON – The Army is swapping an icon – the 40-year-old Humvee – for a lighter, faster, cheaper truck designed for future battlefields. The Infantry Squad Vehicle, more dune buggy than armored truck, is one of the most visible signs of the Army's transition from Cold War-era equipment that has defined it for generations. The grinding insurgencies that followed the collapse of the Soviet Union demanded more and more armor to protect troops from roadside bombs. In their place: a range of vehicles and drones that can be fielded quickly, and, in many cases, with commercial, off-the-shelf technology. "The Humvee is the quintessential G.I. Joe vehicle," said Alex Miller, the chief technical adviser to Army leadership for transforming its equipment. "It is the quintessential Army vehicle we've had in the inventory since 1985. So, 40 years of Humvee. It was good for what it was built for, which was high mobility at the time. It is not good for the fight we think we're going to be in." That fight, to Pentagon officials like Miller, likely involves China and will require speed and agility to survive. Battles will also almost certainly resemble the combat sparked by Russia's invasion of Ukraine. Lethal drones have turned slow-moving trucks and even tanks into death traps. Enter the Infantry Squad Vehicle. It's basically a stretched-out, stripped-down all-terrain vehicle without doors or a roof with seating for as many as nine soldiers. The Army plans to equip its light infantry units with the trucks, along with hundreds of drones to spy on and attack enemies. The Army's new signature vehicle During World War II and for most of the 40 years that followed, the olive-drab Jeep became synonymous with the Army. The small, rugged truck crossed over into civilian use and is the ancestor of the off-road vehicles and SUVs that patrol suburbs and ferry kids to the frontlines of soccer games. The High Mobility Multi-Purpose Wheeled Vehicle, better known as the Humvee, had another 40-year run as the Army's workhorse truck beginning in 1985. The Pentagon bought more than 300,000 Humvees, and nearly 100,000 remain in service. Soldiers have driven them in operations from Afghanistan to Alaska. More versatile than a Jeep, the Humvee offered multiple versions, including one that could hunt and destroy a tank with a missile. They gained infamy, though, in Iraq and Afghanistan, where insurgents relentlessly attacked their chief vulnerability: a flat bottom made of aluminum easily shredded by explosives buried in roads. Improvised explosive devices, IEDs, became the number one killer of U.S. troops in both wars. The Pentagon, under Defense Secretary Robert Gates, made replacing the Humvee the military's top priority during the George W. Bush administration. The Mine Resistant Ambush Protected (MRAP) vehicle, a heavy truck with a V-shaped hull that deflected the blast from bombs, saved the lives and limbs of thousands of troops. In 2012, then-Defense Secretary Ashton Carter released data to USA TODAY on the effectiveness of MRAPs in IED attacks. "You are between nine and 14 times less likely to be killed if you were in an MRAP than if you were in a Humvee," Carter said. But the protection the MRAP offered came at the cost of speed and agility. The Pentagon bought smaller, armored trucks such as the Joint Light Tactical Vehicle. Though nimbler than MRAPs, JLTV's bulk meant it couldn't be sped to battlefields. The Army's new 'Jeep' is easier to repair Thousands of pounds lighter and $80,000 cheaper than the Humvee, the Infantry Squad Vehicle is based on the Chevrolet Colorado truck built in Missouri. It's basically the same truck that consumers can buy at a local dealership. Only about 20% of the Infantry Squad Vehicle's components, including communication and electronic gear, are unique to the Army. That's a key difference compared to trucks such as Humvees and JLTVs, which were custom-built for the military. 'You can repair it anywhere on earth as long as you have access to commercial parts rather than a special military vehicle with special military parts,' said Miller, the Army's top technical adviser. Some Pentagon officials, however, acknowledge that the tradeoff for speed and expense is losing the armor that saved lives and limbs in Iraq and Afghanistan. The Infantry Squad Vehicle represents the Army's latest assessment of what soldiers will need for the next war. The new drones and robots accompanying the truck can be sent ahead of it to help soldiers avoid ambushes. Speed, not armor, is what will save soldiers' lives in the next fight, Miller said. 'The longer you sit and the slower you are, the easier it is to kill you,' he said. The Infantry Squad Vehicle represents the Army's best guess, based on decades of combat experience, of what will work best for future combat, according to a senior Defense official who was not authorized to speak publicly. The vehicle isn't meant to withstand an attack, the official said. It's designed to whisk soldiers within a few miles of the frontline and allow them to walk a short distance to the fight. If the Army gets drawn back into a bloody, urban fight with IEDs? We'll buy something else, the official said. Michael O'Hanlon, a national security expert at the Brookings Institution, counts himself a skeptic of the ISV. He recalled that 20 years ago, the Army sank billions into what it called Future Combat Systems. The initiative was intended to replace Abrams tanks and Bradley Infantry Fighting vehicles with a fleet of manned and unmanned systems. It failed. "Worked great on Powerpoint," O'Hanlon said. "But the technology wasn't there then (to find everything before it exploded or impacted) and it still isn't. Like Muhammad Ali said, 'I'll float like a butterfly, sting like a bee.' Except the technology may not deliver. "They had to cut something but I'm wary about this choice." What do soldiers think of it? Soldiers in the 101st Airborne Division were among the first in the Army to drive the trucks. Many swear by it. Its light weight, relative to a Humvee, means the Infantry Squad Vehicle can be carried by a Black Hawk helicopter for a short distance with a sling. A twin-rotor Chinook helicopter can carry two of the trucks inside its cargo bay for a greater distance. A Humvee's weight requires a Chinook, and then just one can be carried in a sling. On the ground, the Infantry Squad Vehicle is faster than a Humvee and more fuel-efficient. Speed helps infantry soldiers keep pace with armored units traveling to war, said Col. Trevor Voelkel, who commands the 1st Mobile Brigade Combat Team for the 101st Airborne Division. Voelkel's brigade tested new equipment, including about 200 of the trucks, at the Joint Readiness Training Center at Fort Polk in Louisiana in May. 'We're getting back to our original concept of the Humvee,' Voelkel said. 'But with a newer, lighter, more commercial vehicle that's going to be easier to repair, cheaper to repair.' William Melko, a 1st sergeant in Voelkel's brigade, had experience driving other Army trucks in Afghanistan. None of them, he said, gave his soldiers a better view of potential threats around them. It's easier to drive, too, especially for younger soldiers. 'The best way that I can describe it is like a normal pickup,' Melko said. Last year, after Hurricane Helene swamped the southeast, Lt. Col. Jonathan Nielsen commanded a battalion of the 101st that responded to the flooding in North Carolina. His soldiers drove Infantry Squad Vehicles on damaged roads inaccessible to a Humvee, he said. The trucks also maneuvered through city streets better than Humvees. 'ISV is going to be an iconic vehicle,' Nielsen said. Contributing: Ramon Padilla, Graphics This article originally appeared on USA TODAY: Army's replacement for the iconic Humvee is faster, cheaper and lighter Solve the daily Crossword
USA Today
5 days ago
- Automotive
- USA Today
No more GI Joe trucks: Army swaps iconic Humvee for a faster, cheaper vehicle
WASHINGTON – The Army is swapping an icon – the 40-year-old Humvee – for a lighter, faster, cheaper truck designed for future battlefields. The Infantry Squad Vehicle, more dune buggy than armored truck, is one of the most visible signs of the Army's transition from Cold War-era equipment that has defined it for generations. The grinding insurgencies that followed the collapse of the Soviet Union demanded more and more armor to protect troops from roadside bombs. In their place: a range of vehicles and drones that can be fielded quickly, and, in many cases, with commercial, off-the-shelf technology. "The Humvee is the quintessential G.I. Joe vehicle," said Alex Miller, the chief technical adviser to Army leadership for transforming its equipment. "It is the quintessential Army vehicle we've had in the inventory since 1985. So, 40 years of Humvee. It was good for what it was built for, which was high mobility at the time. It is not good for the fight we think we're going to be in." That fight, to Pentagon officials like Miller, likely involves China and will require speed and agility to survive. Battles will also almost certainly resemble the combat sparked by Russia's invasion of Ukraine. Lethal drones have turned slow-moving trucks and even tanks into death traps. Enter the Infantry Squad Vehicle. It's basically a stretched-out, stripped-down all-terrain vehicle without doors or a roof with seating for as many as nine soldiers. The Army plans to equip its light infantry units with the trucks, along with hundreds of drones to spy on and attack enemies. The Army's new signature vehicle During World War II and for most of the 40 years that followed, the olive-drab Jeep became synonymous with the Army. The small, rugged truck crossed over into civilian use and is the ancestor of the off-road vehicles and SUVs that patrol suburbs and ferry kids to the frontlines of soccer games. The High Mobility Multi-Purpose Wheeled Vehicle, better known as the Humvee, had another 40-year run as the Army's workhorse truck beginning in 1985. The Pentagon bought more than 300,000 Humvees, and nearly 100,000 remain in service. Soldiers have driven them in operations from Afghanistan to Alaska. More versatile than a Jeep, the Humvee offered multiple versions, including one that could hunt and destroy a tank with a missile. They gained infamy, though, in Iraq and Afghanistan, where insurgents relentlessly attacked their chief vulnerability: a flat bottom made of aluminum easily shredded by explosives buried in roads. Improvised explosive devices, IEDs, became the number one killer of U.S. troops in both wars. The Pentagon, under Defense Secretary Robert Gates, made replacing the Humvee the military's top priority during the George W. Bush administration. The Mine Resistant Ambush Protected (MRAP) vehicle, a heavy truck with a V-shaped hull that deflected the blast from bombs, saved the lives and limbs of thousands of troops. In 2012, then-Defense Secretary Ashton Carter released data to USA TODAY on the effectiveness of MRAPs in IED attacks. "You are between nine and 14 times less likely to be killed if you were in an MRAP than if you were in a Humvee," Carter said. But the protection the MRAP offered came at the cost of speed and agility. The Pentagon bought smaller, armored trucks such as the Joint Light Tactical Vehicle. Though nimbler than MRAPs, JLTV's bulk meant it couldn't be sped to battlefields. The Army's new 'Jeep' is easier to repair Thousands of pounds lighter and $80,000 cheaper than the Humvee, the Infantry Squad Vehicle is based on the Chevrolet Colorado truck built in Missouri. It's basically the same truck that consumers can buy at a local dealership. Only about 20% of the Infantry Squad Vehicle's components, including communication and electronic gear, are unique to the Army. That's a key difference compared to trucks such as Humvees and JLTVs, which were custom-built for the military. 'You can repair it anywhere on earth as long as you have access to commercial parts rather than a special military vehicle with special military parts,' said Miller, the Army's top technical adviser. Some Pentagon officials, however, acknowledge that the tradeoff for speed and expense is losing the armor that saved lives and limbs in Iraq and Afghanistan. The Infantry Squad Vehicle represents the Army's latest assessment of what soldiers will need for the next war. The new drones and robots accompanying the truck can be sent ahead of it to help soldiers avoid ambushes. Speed, not armor, is what will save soldiers' lives in the next fight, Miller said. 'The longer you sit and the slower you are, the easier it is to kill you,' he said. The Infantry Squad Vehicle represents the Army's best guess, based on decades of combat experience, of what will work best for future combat, according to a senior Defense official who was not authorized to speak publicly. The vehicle isn't meant to withstand an attack, the official said. It's designed to whisk soldiers within a few miles of the frontline and allow them to walk a short distance to the fight. If the Army gets drawn back into a bloody, urban fight with IEDs? We'll buy something else, the official said. Michael O'Hanlon, a national security expert at the Brookings Institution, counts himself a skeptic of the ISV. He recalled that 20 years ago, the Army sank billions into what it called Future Combat Systems. The initiative was intended to replace Abrams tanks and Bradley Infantry Fighting vehicles with a fleet of manned and unmanned systems. It failed. "Worked great on Powerpoint," O'Hanlon said. "But the technology wasn't there then (to find everything before it exploded or impacted) and it still isn't. Like Muhammad Ali said, 'I'll float like a butterfly, sting like a bee.' Except the technology may not deliver. "They had to cut something but I'm wary about this choice." What do soldiers think of it? Soldiers in the 101st Airborne Division were among the first in the Army to drive the trucks. Many swear by it. Its light weight, relative to a Humvee, means the Infantry Squad Vehicle can be carried by a Black Hawk helicopter for a short distance with a sling. A twin-rotor Chinook helicopter can carry two of the trucks inside its cargo bay for a greater distance. A Humvee's weight requires a Chinook, and then just one can be carried in a sling. On the ground, the Infantry Squad Vehicle is faster than a Humvee and more fuel-efficient. Speed helps infantry soldiers keep pace with armored units traveling to war, said Col. Trevor Voelkel, who commands the 1st Mobile Brigade Combat Team for the 101st Airborne Division. Voelkel's brigade tested new equipment, including about 200 of the trucks, at the Joint Readiness Training Center at Fort Polk in Louisiana in May. 'We're getting back to our original concept of the Humvee,' Voelkel said. 'But with a newer, lighter, more commercial vehicle that's going to be easier to repair, cheaper to repair.' William Melko, a 1st sergeant in Voelkel's brigade, had experience driving other Army trucks in Afghanistan. None of them, he said, gave his soldiers a better view of potential threats around them. It's easier to drive, too, especially for younger soldiers. 'The best way that I can describe it is like a normal pickup,' Melko said. Last year, after Hurricane Helene swamped the southeast, Lt. Col. Jonathan Nielsen commanded a battalion of the 101st that responded to the flooding in North Carolina. His soldiers drove Infantry Squad Vehicles on damaged roads inaccessible to a Humvee, he said. The trucks also maneuvered through city streets better than Humvees. 'ISV is going to be an iconic vehicle,' Nielsen said. Contributing: Ramon Padilla, Graphics
Scotsman
11-07-2025
- Automotive
- Scotsman
Scottish off-road EV maker Munro scales new heights with £17 million order book
'Together, we will establish Munro as the global leader in sustainable specialist 4x4 vehicles built for the world's toughest industries.' Sign up to our Scotsman Money newsletter, covering all you need to know to help manage your money. Sign up Thank you for signing up! Did you know with a Digital Subscription to The Scotsman, you can get unlimited access to the website including our premium content, as well as benefiting from fewer ads, loyalty rewards and much more. Learn More Sorry, there seem to be some issues. Please try again later. Submitting... Scottish electric car maker Munro Vehicles is powering ahead with a bumper £17 million order book. The firm, which is behind an off-road electric vehicle that has been likened to an eco friendly version of the iconic Humvee, said it had completed an 'intensive' 18-month durability test programme for its all-electric Series M. Advertisement Hide Ad Advertisement Hide Ad The off-road trials have focused on 'task-specific objectives' to meet the requirements of the company's customers in industries such as mining, defence, emergency response and utilities as they transition to net zero. Munro Vehicles is a manufacturer of specialist electric 4x4 vehicles. Following the sale of several vehicles in 2024, Munro holds a growing £17m order book for its zero-emission Series M utility, truck and chassis models. Meanwhile, Munro co-founders Russ Peterson (the firm's chief executive) and Ross Anderson (head of powertrain) have appointed Avinash Rugoobur as company chairman. Rugoobur graduated from the University of Melbourne in 2003 with a degree in mechanical engineering and computer science, mechatronics. Peterson said: 'Avinash brings a wealth of experience from the global automotive and technology sectors and proven expertise in delivering sustainable, strategic growth for start-up and scale-up businesses. Advertisement Hide Ad Advertisement Hide Ad 'We are confident that Avinash possesses the skill set, drive and passion to build upon Munro's success to date. Together, we will establish Munro as the global leader in sustainable specialist 4x4 vehicles built for the world's toughest industries.' Rugoobur said: 'There is a clear need for such a specialist vehicle from customers in industries such as agriculture, emergency response, defence, infrastructure and mining, targeting net zero. And Munro holds a full and healthy £17m order book for 246 vehicles until 2027.' Anderson added: 'Most vehicles in the SUV and truck segments are now designed with road use as their primary function; those attributes often compromise their suitability in off-road and commercial environments. 'Our products have market-leading off-road attributes, an underlying platform that can be adapted to specialist applications, and a unique safety strategy designed to address the risks light vehicles face in extreme and unpredictable environments. By producing durable, long-lasting, and serviceable electric vehicles, Munro offers a clean alternative for sectors that traditionally rely on fuel-hungry 4x4s to operate.'
