December 2011 a Real Ranch Jeep

Home , Henry J, Kaiser Jeep, Willys, Willys Aero

WCW is an organization open to anyone who owns or has an December 2011 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: QUALITY PARTS & RESTORATION West Coast Willys FOR COLLECTORS 10831 NW Laurinda Ct. OF Portland, OR 97229 1946-1964 Phone: (503) 646-8182 Email: [email protected] WILLYS-OVERLAND Website: www.westcoastwillys.com UTILITY WAGON, TRUCK, SEDAN A Real Ranch Jeep DELIVERY & JEEPSTER Jim Russell, WCW #677, contacted WCW in 2006 WWW.WILLYSAMERICA.COM (707) 632-5258 looking for a flatfender to rebuild and use as a dependable Jeep on his ranch in Oregon. Walt, WCW#1, found him a H Drivetrain Parts 1950 CJ-3A on a ranch in Fairfield, CA, where it had been H Suspension Parts stored for years for another rancher out of Colusa, CA. The H Sheet Metal Panels Jeep had been painted John Deere green and, because it had H Wiring Harnesses been stored inside, was not rusted out. In June 2006, after H Rubber Parts convincing the original owner in Colusa to sell the Jeep, H Service Manuals Jim and his son John (who was 10 years old at the time) H Memorabilia picked up the Jeep and restoration began. In April 2008 the H Technical Support completed 3A made an appearance at the WCW gathering H Conversion Parts at the Pacific Coast Dream Machines show before it was flat H 166 Page Catalog / $14 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 set a steady idle. And Jim used 15" station wagon wheels a dependable ranch Jeep in the Pacific Northwest. The Jeep with Corsair Traction Tires for the Oregon mud. would have to start after being left for a few weeks, carry As you can see in the photos Jim’s restoration was a heavy loads on our working ranch, pull farm equipment high-quality job, and the Jeep was brought back to red with when needed, climb and descend steep muddy hills and yellow wheels, making it look like it just came from the look presentable at special ranch events. Due to the envi- factory. ronment of the ranch the Jeep had to have fully functioning four-wheel drive and dependable brakes and be somewhat How has the Jeep fared? Here’s what Jim had to say. “The weather resistant.” CJ has become part of the ranch and visitors ask about it when they arrive. People always have their own Jeep story All restoration work except the engine rebuilding and to tell and look at the CJ with fond memories. The CJ is painting was completed by Jim. He took apart and cleaned willing to teach all children how to drive a manual shifting all systems on the Jeep and replaced any parts that were vehicle, act as tour guide for visitors and greeting vehicle worn out. All of the metal brake lines were replaced to bring big rigs through the fish hatchery during Christmas with stainless steel lines that Jim bent himself. He then tree harvest, pull a harrow when we are dressing new fields, sanded the CJ-3A down to the metal and made the neces- transport me around the ranch, and act as recovery vehicle sary body work repairs. The engine was rebuilt to spec by to rescue other vehicles. Although it is very utilitarian and International Engine Rebuilders, Inc in Anderson, CA. it is used in the manner it was intended, there is still some- Several areas of the CJ-3A were upgraded to meet the thing about driving a vintage Willys around the ranch and demands of the ranch. The electrical system was changed through the woods on a regular basis. The CJ just seems to to 12 volts with an alternator to match the other vehicles feel at home and in its element, and sixty-one years after it on the ranch. Brakes were upgraded from 9" to 11" to cope rolled off the assembly line, it is still working on a ranch. with the steep hills. The foot starter was replaced with a key “Every time I start the Willys and drive through the ranch start and a hi-torque gear reduction starter purchased from a smile comes on my face. Driving this little Jeep is like Ryan “The Jeep Guy.” The points distributor was replaced putting on a pair of my favorite slippers; it just feels right.” with a solid state distributor. The Carter carb was switched to a Stromberg because the Carter leaked air and wouldn’t (more photos on p. 8) Page 10 Page 1 Member News: My 1947 Willys Wagon was built in only four days and 15½ hours. It was in by John Caponetto, WCW #1514, Fort Mohave, AZ California that he also first started his Kaiser hospitals and health care programs for workers. My 1947 Willys Wagon is my first car. I have had it since Original 4 cylinder Kaiser’s interest in providing economical services for I was 15 years old (now I’m 64). My father received the car engine (1964) the post-war population took him into the auto business. as payment in full on a bad debt of $175 in 1961. It origi- In 1947 Kaiser teamed up with Joseph W. Frazer (who had nally had a 4-cylinder flat engine with a 3-speed standard worked his way up in Packard) to beat Ford and GM into transmission with a column shift. I used the vehicle to take the post-war era with a new car line. my first driver’s license test. Three times is a charm. From 1947–1955 the innovative Kaiser-Frazer cars were My dad owned a carburetor rebuilding facility with a full on the market and included the Custom, Deluxe, Virginian, auto parts department and a tune-up shop in an adjacent ga- Carolina, Traveler, Dragon and Manhattan sedans, the Henry rage—a “would-be” mechanic’s paradise. I started working J (1951; used the Willys 4-cylinder 134 motor), the Allstate, there on Saturdays when I was 8 years old, disassembling small economy cars including Corsair and Vagabond, and carburetors 15 at a time, all lined up in a row. I got paid five the Darrin, the first production fiberglass sports car in the cents a carburetor and sometimes I could turn $4 in a day. US, beating Corvette to market by one month. Unfortunately, Kaiser-Frazer could not compete with other volume automak- When I reached 17, the Jeep transformation started taking With 1967 327 ers at the time (GM, Ford, and Chrysler) and this became one place. My cousin approached me one day and said that what engine (1967) primary factor behind the end of the car line. I needed was a small-block Chevy engine. I said, “What!” In 1953 Kaiser purchased Willys-Overland for $63 million, The next thing I knew we were dragging a 1956 small-block changing the name to Willys Motors. At the time of purchase 265 Chevy out of the wrecking yard over to my Dad’s shop Willys-Overland had no real competitors for its Jeep line and in Los Angeles. With my cousin’s help, I rebuilt the Chevy had a thriving export and international business. engine, slapped a 2-speed powerglide on it, and I was on my way. When a fire destroyed the GM automatic transmission plant, and GM offered to buy Kaiser’s Willow Run plant Well, the old Willys rear end couldn’t take that V8 power in 1954 for $26 million, Kaiser jumped at the offer, selling and the axles started breaking. I got tired of changing the plant and moving all production to the Toledo, OH, Jeep axles. My cousin said that I should put in a ’56 Chevy rear plant. Production of the Henry J ended before the move, end so we did. But now I had to carry two spare tires, one and the remaining lines were produced in Toledo until early for the front and one for the rear. To solve this problem, 1955 when production moved to Argentina. Kaiser did try my cousin told me to put in a ’54 Chevy front end. “It bolts to keep his inexpensive auto line going with the innovative right up!” he said. Yeah, sure! So I did. That was great Willys Aero, which unfortunately ended production in the except now the front end was higher than the rear end. So US in 1955. Production of both Kaiser and Willys passenger I had the rear leaf springs reworked by Warren Spring Co., cars did continue, however, in South America; Kaiser ve- and—outstanding!—a level car. hicles continued to be built in Argentina through 1962, and It was a great car to have in high school, but the pres- Aeros were built in Brazil until the 1970s. sure was mounting by my friends to have more horsepower. After sitting for 25 years (2007) Production of the Jeep line, however, continued to be a So in 1967, I saved up my dough and bought a brand new (Sometimes there just isn’t success. The company name was changed again in 1963 to Finished, Lake Tahoe (2011) Corvette 327, 350 HP engine, backed it up with a Muncie enough Liquid Wrench!) Kaiser-Jeep, and in 1967 at the time Kaiser died his Kaiser- close ratio 4-speed transmission, and I was back in action. Jeep company was selling cars in 32 foreign countries and The only problem now was that the spider gears would blow had introduced a whole new line of utility vehicles: the out in the ’56 rear end. I got tired of changing rear ends. full size Wagoneers, the J-Series (1963), the Commando So my cousin told me to put in a 1967 Chevy 12-bolt rear (1966; recognized as the first modern SUV), and the mod- end. So I did and happily drove the Jeep that way for many ern updated CJ line, as well as the Kaiser military vehicles. years. It was always a head turner (unfortunately also for Kaiser-Jeep was eventually sold to AMC in 1970 at which the cops) and a blast. time the Kaiser name left the auto business. However, as time goes by, one’s aspirations and activi- Kaiser died at age 85 in Hawaii where he lived at the ties change. Sadly, the Jeep was out of commission for the time. He is buried in Oakland, CA, at Mountain View next 25 years. Weather and time took their toll and many a Cemetery overlooking his Richmond Shipyards. varmint made a home in that thing. In November 2007 I started the body-off restoration proj- For more information on Kaiser-Frazer vehicles, con- ect (never did that before!) and completed it in November tact the Kaiser Frazer Owners Club, International, online at 2010. (However, it wasn’t running until May 2011—the www.kfclub.com or by mail at P.O. Box 424, Thomasville, AL 36784. Photos above from the Kaiser Frazer Owners Club Annual Convention usual problems.) in Portland in July 2008. Page 2 Page 9 A Real Ranch Jeep—continued from page 1 Henry J. Kaiser Jeep Propane Conversion in Germany by Walt Mikolajcik, WCW #1, Fairfield, CA by Daniel Langkau, WCW #1464, Essen, Germany The day it was Daniel Langkau, WCW #1464, Essen, Germany, saw picked up the article in the last newsletter on the propane Jeepster and 1 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- Sanded and hicles in Germany but they are very rusted.” He told us that ready for paint 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 Painted 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 2 there is another switch that allows me to change from one tank to the other (photo 2). Henry John Kaiser was the driving force behind the Jeep “If you look at the installation parts I used on my Chevy- name from 1953-1970, and he is credited with saving the powered flatfender and Chief you can see the heart of the post-war Willys-Overland Company from disappearing propane installation. Basically there is a shut-off valve that Winter at from the auto marketplace. sits at the tank, a big round converter in the engine com- the ranch Kaiser was born in Sprout Brook, New York, on May partment (photo 3) that reduces the pressure of the propane 9, 1882. He spent his early years as a photographer and as (works like the breathing valve you see for diving), and last a salesman in the construction industry. He moved to the the venture ring that goes directly on top of the carburetor. Pacific Northwest in 1906. When the road construction “(Photo 4) in the foreground of the photo you can see the company he worked for went out of business, Kaiser found hole in the middle that slips over the bolt that holds the air an opportunity to take over the company’s final cleaner, and in the background you can see the dismounted contract and with the profit started the Henry J. converter. The air cleaner assembly has to be modified Kaiser Company, known for, among other things, to make the ring fit (like the snorkel on the Chief that I the first use of heavy machinery to complete road made—(photo 1). 3 construction projects. In 1927 his company won “The round converter has to be warmed by engine coolant a $20 million contract to build roads in Cuba, to prevent freezing. Due to expanding of the gas (pressure and in 1931, the Kaiser Company became a loss) it cools down extremely when hitting the throttle hard. key member of a six-company coalition known Usually you start the engine on fuel, run it for some meters as the “Six Companies” that was responsible and switch to for building the Hoover Dam on the Colorado propane after 4 River. Six Companies was also responsible for warming the the Bonneville and Grand Coulee Dams and the engine a footings for the Golden Gate and Oakland Bay little. The bridges, among other projects. tanks look Kaiser’s nickname, the “Miracle Man,” was pretty much associated with his shipbuilding during World the same as War II. His Kaiser Shipyard, in Richmond, you have in California, was the largest and most famous. By the US.” using welding instead of rivets, a Kaiser ship Page 8 Page 3 Event Recap: Whitewater Ranch August 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 e a salmon barbecue overlooking the river. Some members d chose to camp at the ranch in the evening instead of driving f back into town. The ranch equipment, buildings, and the The turnout this year brought an interesting mix of Willys miles of scenery were all captivating. Jim even owns a 1972 and Jeep vehicles, many making the 200+ mile trip from the e Kaiser M35-AZ multi-fuel 10-wheel-drive that he uses in SF Bay area. With no real breakdowns, except for running Happy Holidays!2012!~e the winter to get through the mud and snow to harvest the out of gas and a few minor problems, the vehicles were put Christmas trees. to the test getting there, and the afternoon trail ride into the f mountain areas of the property also put the Jeeps through ~See you in 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 On the Trail in Mariposa Pickup); Bob & Thora Haight (1962 CJ-5); The wonderful little cartoon at left was sent to us Dan Mulholland (1953 Willys Wagon); Walt by Mike Wenrich, WCW #949, of Mariposa, CA. It’s Mikolajcik, #1; and Anne, Scott & Willem from a circa-1960s flyer distributed by the Mariposa de Ridder, #777. County Chamber of Commerce. Thanks, Mike! Thank you, Jim and Jane, for a great week- end! In addition to the photos in the newsletter, see Jim’s website to view some great shots of the event: http://jimrussell.phanfare.com/willys/5248034

Page 4 Page 7 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 of our members, new and long-time, in one place. From Greeran (#1436), Marshall Riley (#1317), Russell #1 to #1547 we were all there, driving in from all over Yuschak (#1518), and John Saathoff (#1420) are also from California as well as Arizona and the Pacific Northwest. Wrightwood. The morning was filled with walking the main street to This year there were over 70 vehicles and 200 partici- look at vehicles and talk to each of the participants. Then pants in attendance. It was nice to see such a large number 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 6 Page 5 8th Annual Wrightwood Willys and Jeep Day

Page 6 Page 5 Event Recap: Whitewater Ranch August 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 e a salmon barbecue overlooking the river. Some members d chose to camp at the ranch in the evening instead of driving f back into town. The ranch equipment, buildings, and the The turnout this year brought an interesting mix of Willys miles of scenery were all captivating. Jim even owns a 1972 and Jeep vehicles, many making the 200+ mile trip from the e Kaiser M35-AZ multi-fuel 10-wheel-drive that he uses in SF Bay area. With no real breakdowns, except for running Happy Holidays!2012!~e the winter to get through the mud and snow to harvest the out of gas and a few minor problems, the vehicles were put Christmas trees. to the test getting there, and the afternoon trail ride into the f mountain areas of the property also put the Jeeps through ~See you in 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 On the Trail in Mariposa Pickup); Bob & Thora Haight (1962 CJ-5); The wonderful little cartoon at left was sent to us Dan Mulholland (1953 Willys Wagon); Walt by Mike Wenrich, WCW #949, of Mariposa, CA. It’s Mikolajcik, #1; and Anne, Scott & Willem from a circa-1960s flyer distributed by the Mariposa de Ridder, #777. County Chamber of Commerce. Thanks, Mike! Thank you, Jim and Jane, for a great week- end! In addition to the photos in the newsletter, see Jim’s website to view some great shots of the event: http://jimrussell.phanfare.com/willys/5248034

Page 4 Page 7 A Real Ranch Jeep—continued from page 1 Henry J. Kaiser Jeep Propane Conversion in Germany by Walt Mikolajcik, WCW #1, Fairfield, CA by Daniel Langkau, WCW #1464, Essen, Germany The day it was Daniel Langkau, WCW #1464, Essen, Germany, saw picked up the article in the last newsletter on the propane Jeepster and 1 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- Sanded and hicles in Germany but they are very rusted.” He told us that ready for paint 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 Painted 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 2 there is another switch that allows me to change from one tank to the other (photo 2). Henry John Kaiser was the driving force behind the Jeep “If you look at the installation parts I used on my Chevy- name from 1953-1970, and he is credited with saving the powered flatfender and Chief you can see the heart of the post-war Willys-Overland Company from disappearing propane installation. Basically there is a shut-off valve that Winter at from the auto marketplace. sits at the tank, a big round converter in the engine com- the ranch Kaiser was born in Sprout Brook, New York, on May partment (photo 3) that reduces the pressure of the propane 9, 1882. He spent his early years as a photographer and as (works like the breathing valve you see for diving), and last a salesman in the construction industry. He moved to the the venture ring that goes directly on top of the carburetor. Pacific Northwest in 1906. When the road construction “(Photo 4) in the foreground of the photo you can see the company he worked for went out of business, Kaiser found hole in the middle that slips over the bolt that holds the air an opportunity to take over the company’s final cleaner, and in the background you can see the dismounted contract and with the profit started the Henry J. converter. The air cleaner assembly has to be modified Kaiser Company, known for, among other things, to make the ring fit (like the snorkel on the Chief that I the first use of heavy machinery to complete road made—(photo 1). 3 construction projects. In 1927 his company won “The round converter has to be warmed by engine coolant a $20 million contract to build roads in Cuba, to prevent freezing. Due to expanding of the gas (pressure and in 1931, the Kaiser Company became a loss) it cools down extremely when hitting the throttle hard. key member of a six-company coalition known Usually you start the engine on fuel, run it for some meters as the “Six Companies” that was responsible and switch to for building the Hoover Dam on the Colorado propane after 4 River. Six Companies was also responsible for warming the the Bonneville and Grand Coulee Dams and the engine a footings for the Golden Gate and Oakland Bay little. The bridges, among other projects. tanks look Kaiser’s nickname, the “Miracle Man,” was pretty much associated with his shipbuilding during World the same as War II. His Kaiser Shipyard, in Richmond, you have in California, was the largest and most famous. By the US.” using welding instead of rivets, a Kaiser ship Page 8 Page 3 Member News: My 1947 Willys Wagon was built in only four days and 15½ hours. It was in by John Caponetto, WCW #1514, Fort Mohave, AZ California that he also first started his Kaiser hospitals and health care programs for workers. My 1947 Willys Wagon is my first car. I have had it since Original 4 cylinder Kaiser’s interest in providing economical services for I was 15 years old (now I’m 64). My father received the car engine (1964) the post-war population took him into the auto business. as payment in full on a bad debt of $175 in 1961. It origi- In 1947 Kaiser teamed up with Joseph W. Frazer (who had nally had a 4-cylinder flat engine with a 3-speed standard worked his way up in Packard) to beat Ford and GM into transmission with a column shift. I used the vehicle to take the post-war era with a new car line. my first driver’s license test. Three times is a charm. From 1947–1955 the innovative Kaiser-Frazer cars were My dad owned a carburetor rebuilding facility with a full on the market and included the Custom, Deluxe, Virginian, auto parts department and a tune-up shop in an adjacent ga- Carolina, Traveler, Dragon and Manhattan sedans, the Henry rage—a “would-be” mechanic’s paradise. I started working J (1951; used the Willys 4-cylinder 134 motor), the Allstate, there on Saturdays when I was 8 years old, disassembling small economy cars including Corsair and Vagabond, and carburetors 15 at a time, all lined up in a row. I got paid five the Darrin, the first production fiberglass sports car in the cents a carburetor and sometimes I could turn $4 in a day. US, beating Corvette to market by one month. Unfortunately, Kaiser-Frazer could not compete with other volume automak- When I reached 17, the Jeep transformation started taking With 1967 327 ers at the time (GM, Ford, and Chrysler) and this became one place. My cousin approached me one day and said that what engine (1967) primary factor behind the end of the car line. I needed was a small-block Chevy engine. I said, “What!” In 1953 Kaiser purchased Willys-Overland for $63 million, The next thing I knew we were dragging a 1956 small-block changing the name to Willys Motors. At the time of purchase 265 Chevy out of the wrecking yard over to my Dad’s shop Willys-Overland had no real competitors for its Jeep line and in Los Angeles. With my cousin’s help, I rebuilt the Chevy had a thriving export and international business. engine, slapped a 2-speed powerglide on it, and I was on my way. When a fire destroyed the GM automatic transmission plant, and GM offered to buy Kaiser’s Willow Run plant Well, the old Willys rear end couldn’t take that V8 power in 1954 for $26 million, Kaiser jumped at the offer, selling and the axles started breaking. I got tired of changing the plant and moving all production to the Toledo, OH, Jeep axles. My cousin said that I should put in a ’56 Chevy rear plant. Production of the Henry J ended before the move, end so we did. But now I had to carry two spare tires, one and the remaining lines were produced in Toledo until early for the front and one for the rear. To solve this problem, 1955 when production moved to Argentina. Kaiser did try my cousin told me to put in a ’54 Chevy front end. “It bolts to keep his inexpensive auto line going with the innovative right up!” he said. Yeah, sure! So I did. That was great Willys Aero, which unfortunately ended production in the except now the front end was higher than the rear end. So US in 1955. Production of both Kaiser and Willys passenger I had the rear leaf springs reworked by Warren Spring Co., cars did continue, however, in South America; Kaiser ve- and—outstanding!—a level car. hicles continued to be built in Argentina through 1962, and It was a great car to have in high school, but the pres- Aeros were built in Brazil until the 1970s. sure was mounting by my friends to have more horsepower. After sitting for 25 years (2007) Production of the Jeep line, however, continued to be a So in 1967, I saved up my dough and bought a brand new (Sometimes there just isn’t success. The company name was changed again in 1963 to Finished, Lake Tahoe (2011) Corvette 327, 350 HP engine, backed it up with a Muncie enough Liquid Wrench!) Kaiser-Jeep, and in 1967 at the time Kaiser died his Kaiser- close ratio 4-speed transmission, and I was back in action. Jeep company was selling cars in 32 foreign countries and The only problem now was that the spider gears would blow had introduced a whole new line of utility vehicles: the out in the ’56 rear end. I got tired of changing rear ends. full size Wagoneers, the J-Series (1963), the Commando So my cousin told me to put in a 1967 Chevy 12-bolt rear (1966; recognized as the first modern SUV), and the mod- end. So I did and happily drove the Jeep that way for many ern updated CJ line, as well as the Kaiser military vehicles. years. It was always a head turner (unfortunately also for Kaiser-Jeep was eventually sold to AMC in 1970 at which the cops) and a blast. time the Kaiser name left the auto business. However, as time goes by, one’s aspirations and activi- Kaiser died at age 85 in Hawaii where he lived at the ties change. Sadly, the Jeep was out of commission for the time. He is buried in Oakland, CA, at Mountain View next 25 years. Weather and time took their toll and many a Cemetery overlooking his Richmond Shipyards. varmint made a home in that thing. In November 2007 I started the body-off restoration proj- For more information on Kaiser-Frazer vehicles, con- ect (never did that before!) and completed it in November tact the Kaiser Frazer Owners Club, International, online at 2010. (However, it wasn’t running until May 2011—the www.kfclub.com or by mail at P.O. Box 424, Thomasville, AL 36784. Photos above from the Kaiser Frazer Owners Club Annual Convention usual problems.) in Portland in July 2008. Page 2 Page 9 WCW is an organization open to anyone who owns or has an December 2011 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)