Desert Patina - 1959 Willys Pickup - Four Wheeler Magazine

Desert Patina 1959 Willys Pickup Front Three Quarter

The owner describes the exterior of the truck as “tan, with desert patina,” and metal work by “Mother Nature.” The front bumper/winch mount is homemade and it’s donned with a pair of shackles and a Mile Marker 8,000-pound electric winch. The truck rolls on a set of 34x10.50-16 Interco Super Swamper LTB bias-ply tires inflated around a set of 8-inch-wide steel wheels. The black metal box you see mounted to the driver-side bedside is a homemade on-board air system. “I cobbled this together using an old 3½ horsepower Warn winch motor I had laying around my garage. I coupled this to a York-style air conditioning compressor from an early ’80s-vintage Toyota utilizing a high-torque coupling purchased from McMaster-Carr. The system is protected with a 100-amp relay and feeds a five-gallon tank mounted in the bed,” Regner says. A pressure switch turns on the electric motor when pressure drops to 80 psi and it shuts off at 110 psi. There is an air chuck on each side of the framerail just behind the truck’s cab. “The

The owner describes the exterior of the truck as “tan, with desert patina,” and metal work

Paul Regner gets to wrench on some cool stuff. His vocation is an M1A1 Abrams battle tank mechanic and his personal rig is this awesome 1959 Willys pickup. Some guys get all the luck.

The cool Willys pickup has been modified to suit Regner’s needs. “There are numerous areas of the vehicle that I upgraded or repaired in a hurry; it is after all my daily driver (in fact, my only driver) and I’ve got to be able to get to work every Monday morning,” Regner says. Modifications include an injected 327ci small-block V-8 engine, a pair of Ford 9-inch axles, and a variety of creative, useful items like the custom-made on-board air system.

Up front, a Ford 9-inch axle sits in the space formerly occupied by the factory Dana/Spicer 25 axle. The Currie-built 9-inch sports modified GM Dana 44 knuckles, a Truetrac differential, 4.86 gears, Currie 31-spline chromoly axleshafts, early ’70s GM ½-ton disc brakes, and Warn lockout hubs. The 34-inch tires are aimed via a power steering system that includes a Chevy El Camino-sourced pump and pitman arm; custom drag link made from 1.125-inch-diameter, 0.188-inch-wall chromoly DOM tubing with Mountain Off-Road Enterprises (M.O.R.E.) rod ends; a custom steering arm; and a custom tie rod made from 1.250-inch-diameter, 0.188-inch-wall tubing with M.O.R.E. rod ends. The rigs suspension still uses the stock leaves but Regner removed four leaves in an attempt to smooth the ride and improve articulation (as you’ll read in a moment, he says it didn’t really help). Shocks are Rancho RS5000 units. In regards to the front suspension, Regner says, “I’ve toyed with the idea of doing away with the front leaf-spring suspension and replacing it with an early Ford Bronco coil spring setup. I’m a little reluctant to attack this project, as I currently have absolutely no bad steering mannerisms. It tracks well and there is zero bumpsteer. I’ve only mused over this as a result of the pathetic articulation and Conestoga wagon-like ride quality.”

Up front, a Ford 9-inch axle sits in the space formerly occupied by the factory Dana/Spice

Regner says that he has taken heat because of the modifications, but it doesn’t bother him. “While my truck and I are frequently the focus of intense scorn and derision from the Willys purists (restorers), I feel that I’m operating and maintaining the truck in the spirit that the engineers at Willys designed it. They knew that those that purchased these trucks would be taking them to their ranches, farms, and other places of business and working them to pieces. When these trucks weren’t being worked hard they were being played in hard. When they broke through hard work or play, they were repaired with whatever could be found on hand and made to work,” Regner says.

Underneath the rig is a custom crossmember/skidplate made from 1/2-inch plate, 1 1/2-inch square tube, and 1/4-inch plate. It helps protect the school bus-sourced SM420 four-speed transmission that was bolted to the engine via an Advance Adapters adapter, as well as the Dana 20 transfer case. The Dana 20 has been fitted with Dana 18 gears. The benefits of these gears include a low range ratio of 2.46:1 instead of the stock 2.0:1 ratio.
Underneath the rig is a custom crossmember/skidplate made from 1/2-inch plate, 1 1/2-inch
Out back, the stock Timken axle has been replaced with a Ford 9-inch. This Currie-built axle has a Detroit Locker, 4.86 gears, 31-spline chromoly axleshafts, and Ford Torino drum brakes. Like the front, the rear suspension is still using the factory leaf springs, but Regner removed four of the nine leaves in the pack in an attempt to smooth the ride and improve articulation. Also like the front, a Rancho RS5000 shock resides at each wheel. Both the front and rear axles are fed by Tom Wood’s Custom Driveshafts ’shafts with 1310 U-joints. Regner says he opted for 1310 U-joints because they act as a fuse in the driveline and they’re readily available. He also notes that he hasn’t broken one yet.
Out back, the stock Timken axle has been replaced with a Ford 9-inch. This Currie-built ax

What you see here is the result of 12 years of ownership, but Regner says he isn’t done with the truck yet. “I’m slowly (as time and finances permit) going through and improving on various aspects,” he notes.

We think he’s off to a great start and we can’t wait to see the truck 12 years from now.

Engine
The pickup is motivated by a Corvette-sourced 327ci V-8 that produces 225hp @ 4,400 rpm and 265 lb-ft of torque at 3,200 rpm at the wheels according to Regner’s tuning software. It sports GM “fuelie” heads, an Edelbrock Performer TPI intake, GM Tuned Port Injection, ceramic-coated shorty block-hugger headers, and 2.5-inch-diameter dual exhaust with Summit Racing mufflers. The ’plant is cooled by a mechanical fan and a Griffin dual-core aluminum radiator. Regner made the rig’s tuned port wiring harness from a ’91 Chevy Camaro harness and he crafted the complete wiring harness for the truck. Getting the engine to run well with the TPI was a challenge. “I wouldn’t have been able to do it without the software from TunerPro RT (it provides an easy-to-use and understand graphic interface for modifying the GM binary file that runs the fuel injection). Additionally, it wouldn’t have been possible without first removing the EPROM chip from the MEMCAL unit in the ECM and replacing it with a socket to accept a 256kb flash memory chip (requires some skill with a soldering iron—not for the faint of heart). Cables plug my laptop into the ALDL port in the harness (for data logging and tuning information) and a mountain of useful information was obtained from www.moates.net. Dialing in the ETC (electronic timing curve) was the biggest challenge. Had I access to a dyno I could have accomplished the task in just a few passes. Without a dyno it took about three months of daily driving and data logging to get the curve nailed down,” Regner says. And speaking of electrical stuff, the rig has dual batteries with Painless Performance Products dual battery controller and a Premier Power Welder 160-amp alternator.

The factory tailgate has been replaced by a Regner-fabbed swing-open rack made from 1-inch-diameter, 0.188-inch-wall tubing and 1/2-inch-thick steel. This rack is designed to securely hold a pair of NATO-style five-gallon fuel cans.
The factory tailgate has been replaced by a Regner-fabbed swing-open rack made from 1-inch
The inside of the truck is a no-frills workspace where old and new conjoin. There’s a bench seat pirated from an ’88 Nissan Hardbody pickup; a modified school bus transmission shifter; the original Willys speedometer and steering wheel; Auto Meter Auto gage fuel level, water temperature, oil pressure, and volt gauges; a Radio Shack audio system; and a control for the front line-lock.
The inside of the truck is a no-frills workspace where old and new conjoin. There’s a benc
In this close-up photo you can see the underdash-mounted Auto Meter Auto gage fuel gauge and the lever for the line-lock.
In this close-up photo you can see the underdash-mounted Auto Meter Auto gage fuel gauge a

Even more trail-friendly items are found on the passenger-side bedside including a Hi-Lift jack and five-gallon fuel can. With four five-gallon fuel cans mounted in various places on the truck and the 22-gallon fuel cell, Regner has 42 gallons of fuel at the ready for off-the-beaten-path explorations.
Even more trail-friendly items are found on the passenger-side bedside including a Hi-Lift
Inside the cargo bed there’s a five-gallon air tank that’s fed by the home-fabbed air compressor system; a 22-gallon aluminum gallon fuel cell; small cooler; five-gallon fuel can; and spare wheel and tire. Recessed in the bed (visible in the foreground of this photo) is a toolbox. “When the truck came to me this was originally a homemade fuel tank of approximately 30-gallon capacity. I was never happy with it, but due to the fact that it was solidly welded between the framerails and probably contributing to overall rigidity of the frame, I opted to leave it in and convert it to a toolbox,” Regner says.
Inside the cargo bed there’s a five-gallon air tank that’s fed by the home-fabbed air comp
Regner purchased the 8,000-pound Mile Marker electric winch brand new and it has been a companion on many off-road forays.
Regner purchased the 8,000-pound Mile Marker electric winch brand new and it has been a co

At A Glance
General
Vehicle: 1959 Willys pickup
Owner: Paul Regner
Stomping grounds: Twentynine Palms, California
Build time: 12 years

Drivetrain
Engine: GM 327ci V-8, Tuned Port Injection
Transmission: SM420
Transfer case(s): Dana 20 w/ Dana 18 gears
Low range ratio(s): 2.46:1
Crawl ratio(s): 84.3:1
Front axle/Differential: Ford 9-in, Chevy ½-ton disc brakes, Currie 31-spline chromoly axleshafts, Warn lockout hubs/Truetrac, 4.86 gears
Rear axle/Differential: Ford 9-in, Currie 31-spline chromoly axleshafts/Detroit Locker, 4.86 gears

Suspension
Front suspension: Factory leaf springs reduced to three leaves, Rancho RS5000 shocks
Rear suspension: Factory leaf springs reduced to five leaves, Rancho RS5000 shocks
Steering: El Camino power steering and pitman arm, custom drag link and tie rod

Wheels/Tires
Tires: 34x10.50-16 Interco Super Swamper LTB
Wheels: 16x8 steel

Miscellaneous
Armor: Custom front bumper/winch mount, transfer case skidplate
Cool stuff: Custom compressed air system, 22-gal fuel cell, custom recessed cargo bed toolbox, 8,000-lb Mile Marker electric winch, 20 gal of additional fuel, swing-out fuel can rack.