1953 Off Road Rescue/recovery Jeep

When we make the trip between here and Fulton MO for the Fall reunion we get off of interstate 24 at Paducah KY and make the trip over to MO via state highways which goes through the Mark Twain National Forest. We stop over at Waynesville to visit with our daughter and her family. There are two very narrow and long bridges over a couple of those "Big" rivers where it feels like you are going to swap some paint. Last year there was a truck hauling to very large tractors with dual wheels coming across on the opposite side and the tractor tires hanging off came within inches of my truck mirrors.

We also use a route between Waynesville and Fulton that avoids the interstate, via Hwy 17 and US 54 which is a pleasant drive through the country. All I would have to do is plot a course from here to Paducah.

 

Out here in the West, the interstates have 80mph speed limits and the two lane back roads are 65 or 70. Not super conducive to long distance travel by old Jeep without being a rolling road block.

 

I've not had a problem going 55-60 on interstates. Sure a lot of people pass you (almost everyone), but you'd be surprised the number of cars that are still going even slower than you are as well.

 

on the note of being one of the slower vehicles on the road, I have been using slightly convex side mirrors on almost all of my vehicles, they give you a real good view of what's coming up behind you.

 

Interstates aren't so bad, it's the 70mph two lane roads without many passing areas where you end up being in the way of others.

 

i drove my c20 at 55 from NY to NE on the interstate, it was honestly pretty manageable.

 

Yep and a lot of those roads have really limited real estate available for passing. The "Jeep wave" you receive may be modified significantly.

 

That issue is entirely a maintenance issue, period. If in good condition and properly adjusted, the 9" brakes will lock all four wheels up on dry pavement and still leave you on your vector heading in your lane. BTDT Whether you could do that twice in a row is a different question.

I made quite a few trips in my stock 3B from Bozeman to the Denver area without any problems, about 700 miles. At least no problems until I tried hauling the smallest U-haul behind it. That did in the F head.

 

Looks like R+R will be getting a trailer ride out to the upcoming Colorado Fall Color Tour.
Never had a trailer queen before. Ha ha !

I have others interested in this Jeeps story so I want to get back to it whenever I can manage.
Still driving it as my sole means of transport and I have had zero mechanical issues with it to date.
In fact I have never done anything to readjust the engine ever since it was initially started. Remember Dependability is job #1.

Let’s see we are now ready to discuss
Group 19) Propellor Shafts

When I robbed the 1956 CJ-5 of its special T98-A modifications, I took everything that is associated with the optional 4speed installation.
However the 3B and CJ-5 have their distinct wheelbase difference.
So I was forced to custom fit my propellor shafts concerning lengths.
I simply cut the rear tube off at the yoke and shortened it to the required length.

After installation I tested the shaft for fit.
I found that the rear shaft was at maximum operable angle with the axle hanging at full droop using the standard suspension.
That was acceptable to me. But to achieve such steep propeller shaft angle of operation I had to use the late (longer) transfer case output companion flange.
See the difference here:

Sorry I lost a lots of other set up and test pictures such as showing the propeller shaft angle at full droop.
Apparently I no longer remember my user name let alone the password for my former Imgur and photobucket accounts. What to do ?

If I recall correctly I had to cut the front propeller tube from its yokes and install a new longer front tube.
After tacking them up I did install and test them for runout using a dial indicator. And just like the originals they have not been balanced. In operation at speed I sense no abnormal driveline vibrations.

 

Hi Ken!
I don’t want to suggest that I speak for the group, but would you please include a pic of your completed R&R with every installment?
Personally, I can’t get enough of it but I am a bit lazy, don’t want to scroll through previous pages. I would guess that most of the membership feels the same…
Just a PSA
Seriously now, love it! Thanks!

 

Yeah I have a few more pics of the complete Jeep if that’s what you like to see. I’ll try and upload a few recent pics as I go along.
Like these pics which attempts to show the telescopic boom fully extended and angled upward as high as it can reach.

 

Man, I didn't realize that boom was telescopic. What a cool Jeep, and I can't wait to meet it.

 

That’s what I meant Ken, I don’t think I can see enough photos of your Jeep!

 

Yes the boom is telescopic. I’ll provide detail of that when I get to Willys Group Index
35 Special Equipment and Accessories.

 

Willys Group Index 20) Front Axle

Here I install a D25 front axle assembly.
I like to start with one that has the hemispheres in good condition.
I polish them.
I am unable or at least not wanting to repair gouged out hemisphere’s.
The hemispheres received a double knuckle conversion. That conversion alone proves to be a great advantage when using a standard Ross steering system.
Then just to make it extra tough the knuckles got a button head conversion.

This assembly also got a fully rebuilt series IV Powr Lok along with original Dana 5.38 ring/pinion.
The axle shafts are good condition Rzeppa full floating shafts.
I much prefer Rzeppa’s for a couple important reasons. They are true constant velocity design. Instead of messing round with lube concoctions the joints can be packed with a high grade grease such as Mobil One. And they provide the greatest range of articulation at 29* turning angle.
This pic shows max steer angle clearance at 29* with STA 6.50 x 16 tires.
All parts used are original OEM including the old stock, deep stamped, made in USA Timken roller bearings.



Front seals are genuine nos Trostel.


It’s all topped off with a thick steel cover and the sandblasted housing was primed with Nason 2K epoxy.


Willys Group Index 21) Rear Axle

And just like the front assembly 100% of parts are OEM NOS that was acquired through very many years of searching.


Powr Lok clutches


Remember the old leather seals ?
I do and yes they are excellent for use on tapered rear axle shafts. In my many years of real world use they way outlast modern neoprene for that application.
So Who put the rawhide in Chicago Rawhide ?
Or more importantly who took it out ?