See also Building a Dream Jeep, Part 1.
There was considerable discussion on whether to update the engine to a V-6 or a V-8. The stock four-cylinder in the 3B was never a powerhouse and was manufactured to produce a whopping 72 h.p. at 4,000 RPM (who drives one of these engines at 4,000 RPM?) and 114 ft. lbs. of torque at 2000 RPM. On the other hand, the guys were seeking some level of authenticity. Further, there was some concern that adding a beefier engine would put additional strain on drive line components (120K JPEG). The guys eventually concluded that if the stock rebuilt four cylinder f-head engine would not pull the 3B in the Colorado mountains, then a more powerful engine could always be added later.
Rebuilding the 3B's engine was a challenge. The engine the 3B came with in 1974, when Ted purchased the 3B, was a remanufactured engine. When the engine was disassembled it was discovered that the block had been sleeved and there remained evidence of a crack near the back cylinder. Further, the crankshaft had also been welded on. Though the engine could be rebuilt there was some concern about reliability, and a search began for a new block and crank.
Easier said than done! It was difficult to find the old engine since production had stopped in the sixties. In total four engines were found and taken apart. During the process of searching for an engine a customer of Agland's was walking through the shop and noticed the 3B under construction. He commented to Chris exclaiming "Wow, a 3B! I used to have one but rolled it. All I have left is the engine!" That engine was quickly added to the 3B's pile of available engine parts.
Only one block and crank were in good enough condition to be used. The crank was turned and the block was bored .30 over, and new pistons and a cam added, all with new bearings. The head was gone through and the head and block milled a bit in an attempt to raise engine compression to compensate for the high altitude of Colorado. Valves were replaced and changes made to update the engine to allow for the use of unleaded fuel. New fuel, oil, and water pumps were also installed.
In an effort to allow the engine to breathe in the high altitude of the Colorado mountains, a header was purchased from Clifford Inline Performance. A larger exhaust was desired but would not easily fit. The stock exhaust pipe was increased from 1-1/2 inches to 1-3/4 inches, and a chrome end was added. Prior to installing the exhaust system the engine was started. The guys quickly noticed that the engine at idle ran smoother with the exhaust system installed and some back pressure added. Some consideration was given to replacing the stock single barrel carburetor with a two barrel carburetor. It was decided to wait on the carburetor upgrade until it was determined that additional performance at altitude would be needed. The stock carburetor was cleaned and rebuilt. A Pertronix electronic ignition system was installed.
It was noticed that the PCV (positive crankcase ventilation) assembly on the engine that Ted originally purchased in 1974 was different from that of the PCV assembly on the new engine. The primary difference on the original engine was the vent in the top of the valve cover, connected to the intake manifold where the crankcase vapors were sucked into the engine and burned. On the new engine, which is presumed to be a later production engine from the '60's, the PCV system vents out the driver's side of the side of the block into a vacuum line leading from the fuel pump to the intake manifold. Both systems are closed and obtain clean air from the oil bath air cleaner, through a rubber tube and into the oil dipstick tube.
The mice had eaten the inside of the original air cleaner but the outside remained intact. After some fitting, Chris was able to mount inside the filter housing a newer paper filter and keep the stock look of the air cleaner.
The 1953 3B had a 6-volt electrical system. Ted had a desire to convert the system to 12 volts so modern radios and a 12-volt winch could be installed. The guys thought that adding an alternator might be too much of a hassle and not look very authentic. One of the engines that was dissembled included a 12-volt starter and generator. Both were sent out and rebuilt. A new wiring harness was purchased and added to the 3B and all lights and electrical accessories, what few there are, were converted to 12 volts. Ted has been a ham radio operator for many years and a Kenwood VHF radio and antenna were added. A trickle charging system, to maintain the 3B's battery when not in use, and an engine heater, were added for cold winter starts.
The original speedometer did not work and was replaced, along with oil pressure, temperature and ammeter gauges. A turn signal switch was also installed. The original heater was nowhere to be found, and a small 12-volt electric heater was added to take the chill off. The vacuum-powered windshield wiper on the driver's side and the manual wiper on the passenger side were replaced with two 12-volt wiper systems.
The seat frames from the Willys were salvaged and recovered, and an aftermarket folding back seat was added. A roll bar and black Bestop were also added, along with a bikini top. A charcoal grey carpet was customized to cover the 3B's floor boards. Snaps were used on the carpet to hold the carpet in place, to allow for easy removal for cleaning.
A spare tire carrier for the back of the 3B, instead of the rear outside passenger side mount that was original, was searched for. No units that would fit the 3B were found. Agland has a feed mill and the millwrights that work there are skilled fabricators. It turned out that one of the millwrights, Mike Stratford, was also a Jeep enthusiast, had previously owned a Willys flatfender, and at the time owned a CJ-7. Mike was enlisted to build the rear tire carrier and in a couple of days the 3B had a rear spare tire mount. A High Lift jack was also mounted on the tire carrier. The carrier is a unique design with most of the weight of the carrier and tire sitting on the rear bumper of the 3B.
Different winches were looked at and an 8000i Warn winch was purchased. Mike also customized the mounting assembly for the winch on the front of the 3B. An Optima battery, with the winch power cables mounted to the terminals on the side of the battery, provides power to the winch.
After eyeing the 3B and looking at how it sat. the front and rear leaf springs were replaced using Rancho springs with a resulting 1-inch lift over stock. Rancho shocks and a Rancho steering stabilizer were also added. The 1-inch lift was welcome due to the fatter 31-inch tires and the need for additional tire clearance.
The 3B was completely reassembled using stainless steel hardware and 1-inch rubber bushings between the frame and body. During the assembly process it was noted that the rear drive shaft angle was excessive, and actually bound at the front u-joint, so the cross member holding the transmission, transfer case, and drive shaft was lowered approximately an inch.
As the 3B was being rolled out for its maiden voyage, Dick Butkus, the famous linebacker for the Chicago Bears, arrived on the scene and was having some work done on his recreational vehicle. Noticing the 3B he commented, "That Willys sure would look fantastic behind my RV! After hearing the story about restoring the 3B, Dick told the guys, "Now that's a real Jeep. There is nothing like a great-looking flatfender!" The guys agreed it would look great with Dick driving the 3B and grabbed a photo of the Willys with Dick at the controls before he left.
Ted mentioned that "In the process of surfing the World Wide Web a fantastic site involving CJ-3Bs was found. The only way to accurately describe the material and references available on CJ3B.info is awesome! Quite a few ideas were borrowed and implemented in the construction of the 3B. This site is definitely the ultimate resource for CJ-3Bs."
Ted also commented, "Frankly, I would not have been able to rebuild the Jeep myself. The thoughtfulness and craftsmanship in the restoration of the Jeep by Chris and the guys was fantastic. Chris tolerated my daily inquiries, status requests, and suggested mechanical changes. That alone was a task few could have endured! It's obvious to me that without Chris, Chad, Lonnie, and Mike the Jeep would have never been restored to the extent that it is. Job extraordinarily well done! Thanks again to all the guys and especially Chris!"
And thanks to Ted Svitavsky for the story and photos. -- Derek Redmond
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