Page 10 Page 1

WCW is an organization open to anyone who owns or has an interest in Willys or Jeep automobiles. Membership options:

u $25 per year (three Newsletters, WCW Decal, and Parts Distributors List) u $30 (all of the above PLUS the yearly Membership Roster)

u $18 ONLINE option (all of the above delivered ELECtRONICaLLy ONLy via email or Web)

Direct all correspondence to: West Coast Willys

10831 NW Laurinda Ct.Portland, OR 97229

Phone: (503) 646-8182 Email: info@westcoastwillys.comWebsite: www.westcoastwillys.com

H Drivetrain PartsH Suspension PartsH Sheet Metal PanelsH Wiring HarnessesH Rubber PartsH Service ManualsH MemorabiliaH Technical SupportH Conversion PartsH 166 Page Catalog / $14

QUALITY PARTS & RESTORATIONFOR COLLECTORS

OF 1946-1964

WILLYS-OVERLANDUTILITY WAGON, TRUCK, SEDAN

DELIVERY & JEEPSTER

WWW.WILLYSAMERICA.COM(707) 632-5258

December 2011

(more photos on p. 8)

A Real Ranch Jeep

Jim Russell, WCW #677, contacted WCW in 2006 looking for a flatfender to rebuild and use as a dependable Jeep on his ranch in Oregon. Walt, WCW#1, found him a 1950 CJ-3A on a ranch in Fairfield, CA, where it had been stored for years for another rancher out of Colusa, CA. The Jeep had been painted John Deere green and, because it had been stored inside, was not rusted out. In June 2006, after convincing the original owner in Colusa to sell the Jeep, Jim and his son John (who was 10 years old at the time) picked up the Jeep and restoration began. In April 2008 the completed 3A made an appearance at the WCW gathering at the Pacific Coast Dream Machines show before it was flat towed to Oregon.

A little more on the restoration from Jim: “The objective of the restoration was to build a CJ-3A that could be used as a dependable ranch Jeep in the Pacific Northwest. The Jeep would have to start after being left for a few weeks, carry heavy loads on our working ranch, pull farm equipment when needed, climb and descend steep muddy hills and look presentable at special ranch events. Due to the envi-ronment of the ranch the Jeep had to have fully functioning four-wheel drive and dependable brakes and be somewhat weather resistant.”

All restoration work except the engine rebuilding and painting was completed by Jim. He took apart and cleaned all systems on the Jeep and replaced any parts that were worn out. All of the metal brake lines were replaced with stainless steel lines that Jim bent himself. He then sanded the CJ-3A down to the metal and made the neces-sary body work repairs. The engine was rebuilt to spec by International Engine Rebuilders, Inc in Anderson, CA.

Several areas of the CJ-3A were upgraded to meet the demands of the ranch. The electrical system was changed to 12 volts with an alternator to match the other vehicles on the ranch. Brakes were upgraded from 9" to 11" to cope with the steep hills. The foot starter was replaced with a key start and a hi-torque gear reduction starter purchased from Ryan “The Jeep Guy.” The points distributor was replaced with a solid state distributor. The Carter carb was switched to a Stromberg because the Carter leaked air and wouldn’t

set a steady idle. And Jim used 15" station wagon wheels with Corsair Traction Tires for the Oregon mud.

As you can see in the photos Jim’s restoration was a high-quality job, and the Jeep was brought back to red with yellow wheels, making it look like it just came from the factory.

How has the Jeep fared? Here’s what Jim had to say. “The CJ has become part of the ranch and visitors ask about it when they arrive. People always have their own Jeep story to tell and look at the CJ with fond memories. The CJ is willing to teach all children how to drive a manual shifting vehicle, act as tour guide for visitors and greeting vehicle to bring big rigs through the fish hatchery during Christmas tree harvest, pull a harrow when we are dressing new fields, transport me around the ranch, and act as recovery vehicle to rescue other vehicles. Although it is very utilitarian and it is used in the manner it was intended, there is still some-thing about driving a vintage Willys around the ranch and through the woods on a regular basis. The CJ just seems to feel at home and in its element, and sixty-one years after it rolled off the assembly line, it is still working on a ranch.

“Every time I start the Willys and drive through the ranch a smile comes on my face. Driving this little Jeep is like putting on a pair of my favorite slippers; it just feels right.”

Page 9Page 2

Member News: My 1947 Willys Wagon by John Caponetto, WCW #1514, Fort Mohave, aZ

My 1947 Willys Wagon is my first car. I have had it since I was 15 years old (now I’m 64). My father received the car as payment in full on a bad debt of $175 in 1961. It origi-nally had a 4-cylinder flat engine with a 3-speed standard transmission with a column shift. I used the vehicle to take my first driver’s license test. Three times is a charm.

My dad owned a carburetor rebuilding facility with a full auto parts department and a tune-up shop in an adjacent ga-rage—a “would-be” mechanic’s paradise. I started working there on Saturdays when I was 8 years old, disassembling carburetors 15 at a time, all lined up in a row. I got paid five cents a carburetor and sometimes I could turn $4 in a day.

When I reached 17, the Jeep transformation started taking place. My cousin approached me one day and said that what I needed was a small-block Chevy engine. I said, “What!” The next thing I knew we were dragging a 1956 small-block 265 Chevy out of the wrecking yard over to my Dad’s shop in Los Angeles. With my cousin’s help, I rebuilt the Chevy engine, slapped a 2-speed powerglide on it, and I was on my way.

Well, the old Willys rear end couldn’t take that V8 power and the axles started breaking. I got tired of changing axles. My cousin said that I should put in a ’56 Chevy rear end so we did. But now I had to carry two spare tires, one for the front and one for the rear. To solve this problem, my cousin told me to put in a ’54 Chevy front end. “It bolts right up!” he said. Yeah, sure! So I did. That was great except now the front end was higher than the rear end. So I had the rear leaf springs reworked by Warren Spring Co., and—outstanding!—a level car.

It was a great car to have in high school, but the pres-sure was mounting by my friends to have more horsepower. So in 1967, I saved up my dough and bought a brand new Corvette 327, 350 HP engine, backed it up with a Muncie close ratio 4-speed transmission, and I was back in action. The only problem now was that the spider gears would blow out in the ’56 rear end. I got tired of changing rear ends. So my cousin told me to put in a 1967 Chevy 12-bolt rear end. So I did and happily drove the Jeep that way for many years. It was always a head turner (unfortunately also for the cops) and a blast.

However, as time goes by, one’s aspirations and activi-ties change. Sadly, the Jeep was out of commission for the next 25 years. Weather and time took their toll and many a varmint made a home in that thing.

In November 2007 I started the body-off restoration proj-ect (never did that before!) and completed it in November 2010. (However, it wasn’t running until May 2011—the usual problems.)

Original 4 cylinder engine (1964)

With 1967 327 engine (1967)

after sitting for 25 years (2007) (Sometimes there just isn’t

enough Liquid Wrench!) Finished, Lake tahoe (2011)

was built in only four days and 15½ hours. It was in California that he also first started his Kaiser hospitals and health care programs for workers.

Kaiser’s interest in providing economical services for the post-war population took him into the auto business. In 1947 Kaiser teamed up with Joseph W. Frazer (who had worked his way up in Packard) to beat Ford and GM into the post-war era with a new car line.

From 1947–1955 the innovative Kaiser-Frazer cars were on the market and included the Custom, Deluxe, Virginian, Carolina, Traveler, Dragon and Manhattan sedans, the Henry J (1951; used the Willys 4-cylinder 134 motor), the Allstate, small economy cars including Corsair and Vagabond, and the Darrin, the first production fiberglass sports car in the US, beating Corvette to market by one month. Unfortunately, Kaiser-Frazer could not compete with other volume automak-ers at the time (GM, Ford, and Chrysler) and this became one primary factor behind the end of the car line.

In 1953 Kaiser purchased Willys-Overland for $63 million, changing the name to Willys Motors. At the time of purchase Willys-Overland had no real competitors for its Jeep line and had a thriving export and international business.

When a fire destroyed the GM automatic transmission plant, and GM offered to buy Kaiser’s Willow Run plant in 1954 for $26 million, Kaiser jumped at the offer, selling the plant and moving all production to the Toledo, OH, Jeep plant. Production of the Henry J ended before the move, and the remaining lines were produced in Toledo until early 1955 when production moved to Argentina. Kaiser did try to keep his inexpensive auto line going with the innovative Willys Aero, which unfortunately ended production in the US in 1955. Production of both Kaiser and Willys passenger cars did continue, however, in South America; Kaiser ve-hicles continued to be built in Argentina through 1962, and Aeros were built in Brazil until the 1970s.

Production of the Jeep line, however, continued to be a success. The company name was changed again in 1963 to Kaiser-Jeep, and in 1967 at the time Kaiser died his Kaiser-Jeep company was selling cars in 32 foreign countries and had introduced a whole new line of utility vehicles: the full size Wagoneers, the J-Series (1963), the Commando (1966; recognized as the first modern SUV), and the mod-ern updated CJ line, as well as the Kaiser military vehicles. Kaiser-Jeep was eventually sold to AMC in 1970 at which time the Kaiser name left the auto business.

Kaiser died at age 85 in Hawaii where he lived at the time. He is buried in Oakland, CA, at Mountain View Cemetery overlooking his Richmond Shipyards.

Photos above from the Kaiser Frazer Owners Club annual Convention in Portland in July 2008.

For more information on Kaiser-Frazer vehicles, con-tact the Kaiser Frazer Owners Club, International, online at www.kfclub.com or by mail at P.O. Box 424, Thomasville, AL 36784.

Page 3Page 8

The day it was picked up

A Real Ranch Jeep—continued from page 1

Sanded and ready for paint

Painted

Winter at the ranch

Henry J. Kaiser by Walt Mikolajcik, WCW #1, Fairfield, CA

Henry John Kaiser was the driving force behind the Jeep name from 1953-1970, and he is credited with saving the post-war Willys-Overland Company from disappearing from the auto marketplace.

Kaiser was born in Sprout Brook, New York, on May 9, 1882. He spent his early years as a photographer and as a salesman in the construction industry. He moved to the Pacific Northwest in 1906. When the road construction company he worked for went out of business, Kaiser found

an opportunity to take over the company’s final contract and with the profit started the Henry J. Kaiser Company, known for, among other things, the first use of heavy machinery to complete road construction projects. In 1927 his company won a $20 million contract to build roads in Cuba, and in 1931, the Kaiser Company became a key member of a six-company coalition known as the “Six Companies” that was responsible for building the Hoover Dam on the Colorado River. Six Companies was also responsible for the Bonneville and Grand Coulee Dams and the footings for the Golden Gate and Oakland Bay bridges, among other projects.

Kaiser’s nickname, the “Miracle Man,” was associated with his shipbuilding during World War II. His Kaiser Shipyard, in Richmond, California, was the largest and most famous. By using welding instead of rivets, a Kaiser ship

Jeep Propane Conversion in Germany by Daniel Langkau, WCW #1464, Essen, Germany

Daniel Langkau, WCW #1464, Essen, Germany, saw the article in the last newsletter on the propane Jeepster and sent us an email about the use of propane in Germany on his Jeeps. Daniel has a Jeep business (www.jeepspares.de) and is a Willys and Jeep enthusiast. He does conversions and fabrication and all types of modifications on American and European four-wheel drives. “There are a lot of J-Series ve-hicles in Germany but they are very rusted.” He told us that propane costs 65 to 75 cents per liter so propane is a good, economic fuel choice. One big difference in the propane conversions in Germany is that they use the gas carburetor so vehicles can run on gas or propane. Here are some photos of a propane installation on Daniel’s Cherokee Chief and flatfender with comments from Daniel on the setup.

“Propane installation is easier on old Jeeps. There is a switch under the dash that allows you to change to fuel and a gauge that shows you how full the tnaks are. I have two 60-liter tanks under the bed where the spare usually sits, and there is another switch that allows me to change from one tank to the other (photo 2).

“If you look at the installation parts I used on my Chevy-powered flatfender and Chief you can see the heart of the propane installation. Basically there is a shut-off valve that sits at the tank, a big round converter in the engine com-partment (photo 3) that reduces the pressure of the propane (works like the breathing valve you see for diving), and last the venture ring that goes directly on top of the carburetor.

“(Photo 4) in the foreground of the photo you can see the hole in the middle that slips over the bolt that holds the air cleaner, and in the background you can see the dismounted converter. The air cleaner assembly has to be modified to make the ring fit (like the snorkel on the Chief that I made—(photo 1).

“The round converter has to be warmed by engine coolant to prevent freezing. Due to expanding of the gas (pressure loss) it cools down extremely when hitting the throttle hard. Usually you start the engine on fuel, run it for some meters and switch to propane after warming the engine a little. The tanks look pretty much the same as you have in the US.”

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Page 7Page 4

On the Trail in MariposaThe wonderful little cartoon at left was sent to us

by Mike Wenrich, WCW #949, of Mariposa, CA. It’s from a circa-1960s flyer distributed by the Mariposa County Chamber of Commerce. Thanks, Mike!

Happy Holida

ys!

~See you in 2012!~f

e d

e

fe

Event Recap: Whitewater RanchAugust 20th was the first annual WCW Event at the

Whitewater Ranch, hosted by Jim & Jane Russell. While Jim is well known by WCW members for coordinating the caravan to Willys America and contacting members, and coordinating and doing hospitality for the Dream Machine show, this year he planned something quite unique—a car show, campout and barbecue at his Whitewater Ranch 25 miles east of Eugene, Oregon. Members who missed this year’s event should make plans to be there next year on August 18, 2012.

Five miles long and about 1,800 acres in size with the McKenzie River running along the edge, the ranch is one of the most beautiful and relaxing places one can imagine. Getting to the ranch was also an experience because after leaving the country highway you have to drive through a fish hatchery and down a road that looks like “Sleepy Hollow.” Once you pass through the gate at the end, a herd of 30 elk, swarms of mallards, Canadian geese, and chickens, two miniature burros, a llama, and a pack of Newfoundland dogs greet you, along with Jim in his 1950 CJ-3A. Since acquiring the ranch in 1984 the Russells have been busy as the ranch produces Noble fir Christmas trees, Douglas fir timber, olives for olive oil, and next year blueberries.

The event included a great day of eating and talking, a trail drive to the founder’s cabins in the mountains, and a salmon barbecue overlooking the river. Some members chose to camp at the ranch in the evening instead of driving back into town. The ranch equipment, buildings, and the miles of scenery were all captivating. Jim even owns a 1972 Kaiser M35-AZ multi-fuel 10-wheel-drive that he uses in the winter to get through the mud and snow to harvest the Christmas trees.

The turnout this year brought an interesting mix of Willys and Jeep vehicles, many making the 200+ mile trip from the SF Bay area. With no real breakdowns, except for running out of gas and a few minor problems, the vehicles were put to the test getting there, and the afternoon trail ride into the mountain areas of the property also put the Jeeps through

their paces. Participants included a mix of WCW and

WillysTech members including: Paul Stilwell (1972 Commando); Jan & Bud Groth, #1167 (2004 Cherokee); Mike Conn, #1513 (1953 CJ-3A); Bill Brennan, #850 (1956 Willys Pickup); Jim Vanderway, #276 (1962 Willys Pickup); Dan & Marva Koozer (1960 Willys Pickup); Bob & Thora Haight (1962 CJ-5); Dan Mulholland (1953 Willys Wagon); Walt Mikolajcik, #1; and Anne, Scott & Willem de Ridder, #777.

Thank you, Jim and Jane, for a great week-end! In addition to the photos in the news-letter, see Jim’s website to view some great shots of the event:

http://jimrussell.phanfare.com/willys/5248034

Page 5Page 6

8th Annual Wrightwood Willys and Jeep Day

Carl Smith, WCW #844, and Larry Boyes, WCW #958, have turned their Willys interest into one of the most unique and well attended WCW annual events. The town of Wrightwood (population 4,000) in Southern CA has em-braced the annual WCW event organized by Carl and Larry, extending to the group plenty of community hospitality as well as reserving two blocks of the main street for partici-pating vehicles. Over the last two years the event has also coincided with the Wrightwood Annual Chili Cook Off.

Wrightwood is a place where having a Jeep comes in handy, as it is a snow-packed ski resort in the winter and so close to miles of mountain roads and desert trails. It is also fast becoming a WCW town--besides Larry and Carl, Teri Munday (#1455), Thomas Pinard (#1481), Gerard Greeran (#1436), Marshall Riley (#1317), Russell Yuschak (#1518), and John Saathoff (#1420) are also from Wrightwood.

This year there were over 70 vehicles and 200 partici-pants in attendance. It was nice to see such a large number

of our members, new and long-time, in one place. From #1 to #1547 we were all there, driving in from all over California as well as Arizona and the Pacific Northwest.

The morning was filled with walking the main street to look at vehicles and talk to each of the participants. Then in the afternoon the group broke up into two caravans, one headed out on a road tour of the mountains and the other on a 5-mile drive up to the tunnels on Highway 2 at the top of the ridgeline at 7,900 feet. Both caravans had spectacular views in all directions of the tree-lined hillsides and jagged rock formations.

At the end of the event, it was fun having dinner outside and seeing Jeeps and Willys driving through town in all directions.

Thank you, Carl and Larry, for your efforts to organize this great event each year. We look forward next year’s Wrightwood event!

Page 5Page 6

8th Annual Wrightwood Willys and Jeep Day

Carl Smith, WCW #844, and Larry Boyes, WCW #958, have turned their Willys interest into one of the most unique and well attended WCW annual events. The town of Wrightwood (population 4,000) in Southern CA has em-braced the annual WCW event organized by Carl and Larry, extending to the group plenty of community hospitality as well as reserving two blocks of the main street for partici-pating vehicles. Over the last two years the event has also coincided with the Wrightwood Annual Chili Cook Off.

Wrightwood is a place where having a Jeep comes in handy, as it is a snow-packed ski resort in the winter and so close to miles of mountain roads and desert trails. It is also fast becoming a WCW town--besides Larry and Carl, Teri Munday (#1455), Thomas Pinard (#1481), Gerard Greeran (#1436), Marshall Riley (#1317), Russell Yuschak (#1518), and John Saathoff (#1420) are also from Wrightwood.

This year there were over 70 vehicles and 200 partici-pants in attendance. It was nice to see such a large number

of our members, new and long-time, in one place. From #1 to #1547 we were all there, driving in from all over California as well as Arizona and the Pacific Northwest.

The morning was filled with walking the main street to look at vehicles and talk to each of the participants. Then in the afternoon the group broke up into two caravans, one headed out on a road tour of the mountains and the other on a 5-mile drive up to the tunnels on Highway 2 at the top of the ridgeline at 7,900 feet. Both caravans had spectacular views in all directions of the tree-lined hillsides and jagged rock formations.

At the end of the event, it was fun having dinner outside and seeing Jeeps and Willys driving through town in all directions.

Thank you, Carl and Larry, for your efforts to organize this great event each year. We look forward next year’s Wrightwood event!

Page 7Page 4

On the Trail in MariposaThe wonderful little cartoon at left was sent to us

by Mike Wenrich, WCW #949, of Mariposa, CA. It’s from a circa-1960s flyer distributed by the Mariposa County Chamber of Commerce. Thanks, Mike!

Happy Holida

ys!

~See you in 2012!~f

e d

e

fe

Event Recap: Whitewater RanchAugust 20th was the first annual WCW Event at the

Whitewater Ranch, hosted by Jim & Jane Russell. While Jim is well known by WCW members for coordinating the caravan to Willys America and contacting members, and coordinating and doing hospitality for the Dream Machine show, this year he planned something quite unique—a car show, campout and barbecue at his Whitewater Ranch 25 miles east of Eugene, Oregon. Members who missed this year’s event should make plans to be there next year on August 18, 2012.

Five miles long and about 1,800 acres in size with the McKenzie River running along the edge, the ranch is one of the most beautiful and relaxing places one can imagine. Getting to the ranch was also an experience because after leaving the country highway you have to drive through a fish hatchery and down a road that looks like “Sleepy Hollow.” Once you pass through the gate at the end, a herd of 30 elk, swarms of mallards, Canadian geese, and chickens, two miniature burros, a llama, and a pack of Newfoundland dogs greet you, along with Jim in his 1950 CJ-3A. Since acquiring the ranch in 1984 the Russells have been busy as the ranch produces Noble fir Christmas trees, Douglas fir timber, olives for olive oil, and next year blueberries.

The event included a great day of eating and talking, a trail drive to the founder’s cabins in the mountains, and a salmon barbecue overlooking the river. Some members chose to camp at the ranch in the evening instead of driving back into town. The ranch equipment, buildings, and the miles of scenery were all captivating. Jim even owns a 1972 Kaiser M35-AZ multi-fuel 10-wheel-drive that he uses in the winter to get through the mud and snow to harvest the Christmas trees.

The turnout this year brought an interesting mix of Willys and Jeep vehicles, many making the 200+ mile trip from the SF Bay area. With no real breakdowns, except for running out of gas and a few minor problems, the vehicles were put to the test getting there, and the afternoon trail ride into the mountain areas of the property also put the Jeeps through

their paces. Participants included a mix of WCW and

WillysTech members including: Paul Stilwell (1972 Commando); Jan & Bud Groth, #1167 (2004 Cherokee); Mike Conn, #1513 (1953 CJ-3A); Bill Brennan, #850 (1956 Willys Pickup); Jim Vanderway, #276 (1962 Willys Pickup); Dan & Marva Koozer (1960 Willys Pickup); Bob & Thora Haight (1962 CJ-5); Dan Mulholland (1953 Willys Wagon); Walt Mikolajcik, #1; and Anne, Scott & Willem de Ridder, #777.

Thank you, Jim and Jane, for a great week-end! In addition to the photos in the news-letter, see Jim’s website to view some great shots of the event:

http://jimrussell.phanfare.com/willys/5248034

Page 3Page 8

The day it was picked up

A Real Ranch Jeep—continued from page 1

Sanded and ready for paint

Painted

Winter at the ranch

Henry J. Kaiser by Walt Mikolajcik, WCW #1, Fairfield, CA

Henry John Kaiser was the driving force behind the Jeep name from 1953-1970, and he is credited with saving the post-war Willys-Overland Company from disappearing from the auto marketplace.

Kaiser was born in Sprout Brook, New York, on May 9, 1882. He spent his early years as a photographer and as a salesman in the construction industry. He moved to the Pacific Northwest in 1906. When the road construction company he worked for went out of business, Kaiser found

an opportunity to take over the company’s final contract and with the profit started the Henry J. Kaiser Company, known for, among other things, the first use of heavy machinery to complete road construction projects. In 1927 his company won a $20 million contract to build roads in Cuba, and in 1931, the Kaiser Company became a key member of a six-company coalition known as the “Six Companies” that was responsible for building the Hoover Dam on the Colorado River. Six Companies was also responsible for the Bonneville and Grand Coulee Dams and the footings for the Golden Gate and Oakland Bay bridges, among other projects.

Kaiser’s nickname, the “Miracle Man,” was associated with his shipbuilding during World War II. His Kaiser Shipyard, in Richmond, California, was the largest and most famous. By using welding instead of rivets, a Kaiser ship

Jeep Propane Conversion in Germany by Daniel Langkau, WCW #1464, Essen, Germany

Daniel Langkau, WCW #1464, Essen, Germany, saw the article in the last newsletter on the propane Jeepster and sent us an email about the use of propane in Germany on his Jeeps. Daniel has a Jeep business (www.jeepspares.de) and is a Willys and Jeep enthusiast. He does conversions and fabrication and all types of modifications on American and European four-wheel drives. “There are a lot of J-Series ve-hicles in Germany but they are very rusted.” He told us that propane costs 65 to 75 cents per liter so propane is a good, economic fuel choice. One big difference in the propane conversions in Germany is that they use the gas carburetor so vehicles can run on gas or propane. Here are some photos of a propane installation on Daniel’s Cherokee Chief and flatfender with comments from Daniel on the setup.

“Propane installation is easier on old Jeeps. There is a switch under the dash that allows you to change to fuel and a gauge that shows you how full the tnaks are. I have two 60-liter tanks under the bed where the spare usually sits, and there is another switch that allows me to change from one tank to the other (photo 2).

“If you look at the installation parts I used on my Chevy-powered flatfender and Chief you can see the heart of the propane installation. Basically there is a shut-off valve that sits at the tank, a big round converter in the engine com-partment (photo 3) that reduces the pressure of the propane (works like the breathing valve you see for diving), and last the venture ring that goes directly on top of the carburetor.

“(Photo 4) in the foreground of the photo you can see the hole in the middle that slips over the bolt that holds the air cleaner, and in the background you can see the dismounted converter. The air cleaner assembly has to be modified to make the ring fit (like the snorkel on the Chief that I made—(photo 1).

“The round converter has to be warmed by engine coolant to prevent freezing. Due to expanding of the gas (pressure loss) it cools down extremely when hitting the throttle hard. Usually you start the engine on fuel, run it for some meters and switch to propane after warming the engine a little. The tanks look pretty much the same as you have in the US.”

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3

2

1

Page 9Page 2

Member News: My 1947 Willys Wagon by John Caponetto, WCW #1514, Fort Mohave, aZ

My 1947 Willys Wagon is my first car. I have had it since I was 15 years old (now I’m 64). My father received the car as payment in full on a bad debt of $175 in 1961. It origi-nally had a 4-cylinder flat engine with a 3-speed standard transmission with a column shift. I used the vehicle to take my first driver’s license test. Three times is a charm.

My dad owned a carburetor rebuilding facility with a full auto parts department and a tune-up shop in an adjacent ga-rage—a “would-be” mechanic’s paradise. I started working there on Saturdays when I was 8 years old, disassembling carburetors 15 at a time, all lined up in a row. I got paid five cents a carburetor and sometimes I could turn $4 in a day.

When I reached 17, the Jeep transformation started taking place. My cousin approached me one day and said that what I needed was a small-block Chevy engine. I said, “What!” The next thing I knew we were dragging a 1956 small-block 265 Chevy out of the wrecking yard over to my Dad’s shop in Los Angeles. With my cousin’s help, I rebuilt the Chevy engine, slapped a 2-speed powerglide on it, and I was on my way.

Well, the old Willys rear end couldn’t take that V8 power and the axles started breaking. I got tired of changing axles. My cousin said that I should put in a ’56 Chevy rear end so we did. But now I had to carry two spare tires, one for the front and one for the rear. To solve this problem, my cousin told me to put in a ’54 Chevy front end. “It bolts right up!” he said. Yeah, sure! So I did. That was great except now the front end was higher than the rear end. So I had the rear leaf springs reworked by Warren Spring Co., and—outstanding!—a level car.

It was a great car to have in high school, but the pres-sure was mounting by my friends to have more horsepower. So in 1967, I saved up my dough and bought a brand new Corvette 327, 350 HP engine, backed it up with a Muncie close ratio 4-speed transmission, and I was back in action. The only problem now was that the spider gears would blow out in the ’56 rear end. I got tired of changing rear ends. So my cousin told me to put in a 1967 Chevy 12-bolt rear end. So I did and happily drove the Jeep that way for many years. It was always a head turner (unfortunately also for the cops) and a blast.

However, as time goes by, one’s aspirations and activi-ties change. Sadly, the Jeep was out of commission for the next 25 years. Weather and time took their toll and many a varmint made a home in that thing.

In November 2007 I started the body-off restoration proj-ect (never did that before!) and completed it in November 2010. (However, it wasn’t running until May 2011—the usual problems.)

Original 4 cylinder engine (1964)

With 1967 327 engine (1967)

after sitting for 25 years (2007) (Sometimes there just isn’t

enough Liquid Wrench!) Finished, Lake tahoe (2011)

was built in only four days and 15½ hours. It was in California that he also first started his Kaiser hospitals and health care programs for workers.

Kaiser’s interest in providing economical services for the post-war population took him into the auto business. In 1947 Kaiser teamed up with Joseph W. Frazer (who had worked his way up in Packard) to beat Ford and GM into the post-war era with a new car line.

From 1947–1955 the innovative Kaiser-Frazer cars were on the market and included the Custom, Deluxe, Virginian, Carolina, Traveler, Dragon and Manhattan sedans, the Henry J (1951; used the Willys 4-cylinder 134 motor), the Allstate, small economy cars including Corsair and Vagabond, and the Darrin, the first production fiberglass sports car in the US, beating Corvette to market by one month. Unfortunately, Kaiser-Frazer could not compete with other volume automak-ers at the time (GM, Ford, and Chrysler) and this became one primary factor behind the end of the car line.

In 1953 Kaiser purchased Willys-Overland for $63 million, changing the name to Willys Motors. At the time of purchase Willys-Overland had no real competitors for its Jeep line and had a thriving export and international business.

When a fire destroyed the GM automatic transmission plant, and GM offered to buy Kaiser’s Willow Run plant in 1954 for $26 million, Kaiser jumped at the offer, selling the plant and moving all production to the Toledo, OH, Jeep plant. Production of the Henry J ended before the move, and the remaining lines were produced in Toledo until early 1955 when production moved to Argentina. Kaiser did try to keep his inexpensive auto line going with the innovative Willys Aero, which unfortunately ended production in the US in 1955. Production of both Kaiser and Willys passenger cars did continue, however, in South America; Kaiser ve-hicles continued to be built in Argentina through 1962, and Aeros were built in Brazil until the 1970s.

Production of the Jeep line, however, continued to be a success. The company name was changed again in 1963 to Kaiser-Jeep, and in 1967 at the time Kaiser died his Kaiser-Jeep company was selling cars in 32 foreign countries and had introduced a whole new line of utility vehicles: the full size Wagoneers, the J-Series (1963), the Commando (1966; recognized as the first modern SUV), and the mod-ern updated CJ line, as well as the Kaiser military vehicles. Kaiser-Jeep was eventually sold to AMC in 1970 at which time the Kaiser name left the auto business.

Kaiser died at age 85 in Hawaii where he lived at the time. He is buried in Oakland, CA, at Mountain View Cemetery overlooking his Richmond Shipyards.

Photos above from the Kaiser Frazer Owners Club annual Convention in Portland in July 2008.

For more information on Kaiser-Frazer vehicles, con-tact the Kaiser Frazer Owners Club, International, online at www.kfclub.com or by mail at P.O. Box 424, Thomasville, AL 36784.

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WCW is an organization open to anyone who owns or has an interest in Willys or Jeep automobiles. Membership options:

u $25 per year (three Newsletters, WCW Decal, and Parts Distributors List) u $30 (all of the above PLUS the yearly Membership Roster)

u $18 ONLINE option (all of the above delivered ELECtRONICaLLy ONLy via email or Web)

Direct all correspondence to: West Coast Willys

10831 NW Laurinda Ct.Portland, OR 97229

Phone: (503) 646-8182 Email: info@westcoastwillys.comWebsite: www.westcoastwillys.com

H Drivetrain PartsH Suspension PartsH Sheet Metal PanelsH Wiring HarnessesH Rubber PartsH Service ManualsH MemorabiliaH Technical SupportH Conversion PartsH 166 Page Catalog / $14

QUALITY PARTS & RESTORATIONFOR COLLECTORS

OF 1946-1964

WILLYS-OVERLANDUTILITY WAGON, TRUCK, SEDAN

DELIVERY & JEEPSTER

WWW.WILLYSAMERICA.COM(707) 632-5258

December 2011

(more photos on p. 8)

A Real Ranch Jeep

Jim Russell, WCW #677, contacted WCW in 2006 looking for a flatfender to rebuild and use as a dependable Jeep on his ranch in Oregon. Walt, WCW#1, found him a 1950 CJ-3A on a ranch in Fairfield, CA, where it had been stored for years for another rancher out of Colusa, CA. The Jeep had been painted John Deere green and, because it had been stored inside, was not rusted out. In June 2006, after convincing the original owner in Colusa to sell the Jeep, Jim and his son John (who was 10 years old at the time) picked up the Jeep and restoration began. In April 2008 the completed 3A made an appearance at the WCW gathering at the Pacific Coast Dream Machines show before it was flat towed to Oregon.

A little more on the restoration from Jim: “The objective of the restoration was to build a CJ-3A that could be used as a dependable ranch Jeep in the Pacific Northwest. The Jeep would have to start after being left for a few weeks, carry heavy loads on our working ranch, pull farm equipment when needed, climb and descend steep muddy hills and look presentable at special ranch events. Due to the envi-ronment of the ranch the Jeep had to have fully functioning four-wheel drive and dependable brakes and be somewhat weather resistant.”

All restoration work except the engine rebuilding and painting was completed by Jim. He took apart and cleaned all systems on the Jeep and replaced any parts that were worn out. All of the metal brake lines were replaced with stainless steel lines that Jim bent himself. He then sanded the CJ-3A down to the metal and made the neces-sary body work repairs. The engine was rebuilt to spec by International Engine Rebuilders, Inc in Anderson, CA.

Several areas of the CJ-3A were upgraded to meet the demands of the ranch. The electrical system was changed to 12 volts with an alternator to match the other vehicles on the ranch. Brakes were upgraded from 9" to 11" to cope with the steep hills. The foot starter was replaced with a key start and a hi-torque gear reduction starter purchased from Ryan “The Jeep Guy.” The points distributor was replaced with a solid state distributor. The Carter carb was switched to a Stromberg because the Carter leaked air and wouldn’t

set a steady idle. And Jim used 15" station wagon wheels with Corsair Traction Tires for the Oregon mud.

As you can see in the photos Jim’s restoration was a high-quality job, and the Jeep was brought back to red with yellow wheels, making it look like it just came from the factory.

How has the Jeep fared? Here’s what Jim had to say. “The CJ has become part of the ranch and visitors ask about it when they arrive. People always have their own Jeep story to tell and look at the CJ with fond memories. The CJ is willing to teach all children how to drive a manual shifting vehicle, act as tour guide for visitors and greeting vehicle to bring big rigs through the fish hatchery during Christmas tree harvest, pull a harrow when we are dressing new fields, transport me around the ranch, and act as recovery vehicle to rescue other vehicles. Although it is very utilitarian and it is used in the manner it was intended, there is still some-thing about driving a vintage Willys around the ranch and through the woods on a regular basis. The CJ just seems to feel at home and in its element, and sixty-one years after it rolled off the assembly line, it is still working on a ranch.

“Every time I start the Willys and drive through the ranch a smile comes on my face. Driving this little Jeep is like putting on a pair of my favorite slippers; it just feels right.”