1949 Willys Pickup built on a stretched 1997 Jeep Wrangler frame with a three-link front, 4-link rear, one-ton axles, manual transmission, 505 cubic inch Dodge/Chrysler RB Big Block engine. There are many many details that went into this build and I will try to list them here, but may miss some or forget some. Any really interested parties need to come see this truck first hand and ask questions. I reserve the right to cancel the auction any time in case of local sale, or if I decide to keep the truck. The truck drives great on-road and is extremely capable off-road. It has plenty of power, and turns heads everywhere it goes. Everyone loves it from Rednecks, to Hippies, and everyone in between. Built as a Jp Magazine project Vehicle there are 8 or 9 3-4 page articles on the build. To see them Google: “Jp Magazine Wicked Willys” You can also Google “Wicked Willys Ultimate Adventure” for more info on the truck and the UA trip.
The Engine is a stroked and bored (.030 over) ’67 Dodge/Chrysler RB with an Eagle Rotating Assembly, Edelbrock Heads, Edelbrock intake, Edelbrock Fuel injection, Headers, an MSD ignition, Crane Solid Lifter Roller cam, and so on, etc, everything but the block is new as of about a year ago. The engine was built by a local guy named Joe Ali who knows his stuff. Its loud, makes plenty of power and drinks fuel like a fish. I run it on 93 octane, but I think it would prefer race gas and advanced timing.
Transmission is a dodge NP435 that shifts great. Clutch and flywheel are from Centerforce. The transmission is the only part of the truck that hasnt been re-built as of a year ago. as said it shifts well.
Cooling comes from a great big custom Flex-a-Lite radiator and electric fan. A Premier Power Welder high amp alternator keeps the fan spinning even on the hottest days.
Transfer cases are a Dodge NP203 Range box rebuilt with parts and an adapter from Offroad Designs. The NP203 range box is bolted (via an Offroad Designs (ORD)) adapter to a Chevy NP205 that was rebuilt and has front and rear 32-spline outputs. The boxes are controlled with a triple stick shifter from ORD. They all shift exactly as intended.
Driveshafts are from Tom Woods with
The front axle is a GM King-pin Dana 60 with 35-spline G2 chromoly axles, a Detroit Locker, 35-spline Warn Hubs, 4.88:1 G2 ring and pinion, and all new (as of a year ago) Timken bearings throughout.
The rear axle is a pre-1987 GM 14-bolt with G2 4.88:1 Gears,a Detroit Locker, and an ORD disc brake conversion. the carrier and wheel bearings are brand new as of roughly one year ago.
The frame is a 1997 Jeep Wrangler that was a theft recovery. Its straight and shows no evidence of any damage. I lengthened it just over the rear axle hump to accommodate the Willys’ factory wheelbase. The frame was lengthened using 2×4 Steel tubing that is fish-plated to the factory frame.
The front suspension uses a three link kit from Synergy Manufacturing. The front axle has a truss/bridge that is MIG welded to the axle tubes and bolted/TIG welded to the differential casting to give the upper third link a solid mount. This work was done by Rob Bonney at Rob Bonney Fabrication and was done using high-nickle rod and pre/post heating processes.
The rear suspension is a 4-link from Synergy Manufacturing that uses a Synergy axle truss/bridge for the upper, triangulated links. This truss is also tied to the differential using some strategically placed gussets and a RuffStuff pinion guard.
The bumps are absorbed using Old Man Emu shocks and Old Man Emu springs for a ZJ Grand Cherokee front and a LJ wrangler rear.
Wheels are 20-inch Trail Ready Bead locks (there are 5, one has never had a tire mounted or been bolted to an axle).
Tires are 42-inch BFGoodrick KX Krawlers (there are 5 one has never been mounted to a wheel and thus has never been driven on).
Wiring on the rig is care of a Painless Performance wiring harness that was installed and modified Trent McGee.
The truck has a full interior roll cage mainly composed of 1.75x .120-wall DOM tubing. This cage is also tied to the frame, rock sliders, and the functional headache rack.
Information comes from Autometer gauges including a GPS driven speedometer.
Fuel comes from a 13gallon primary tank and a removable keg for auxiliary fuel for those longer drives.
Up front a Warn 8274-50 can be used for recovery. This is one of the best winches in the world.
Steering comes from a Redneck Ram ram assist and a modified stock replacement pump that easily steers the 42s in the rocks…but… In the long run it may benefit from a Saginaw pump as the pump cant seem to keep up with the ram if you’re rallying the truck.
Wilwood brake and clutch master cylinders on a Wilwood pedal assembly
Lokar gas pedal and throttle linkage
Crowe seat belts
Flowmaster 40 series mufflers with a true dual exhaust
Peoria, Arizona, United States