131 9803 Flatfender Spotters Guide - jeep Dj3a Front Shot - Photo 35127054

Back to Article

Most DJ-3As have been converted to four-wheel drive, such as this prime example found out in the rocks. Running gear usually features four-lug or small-pattern five-lug wheels, and they sometimes have the steering wheel on the right side of the vehicle.

131 9803 02 o+131 9803 flatfender spotters guide+yellow jeep with cj3a grille and cj2a windshield

131 9803 03 o+131 9803 flatfender spotters guide+red jeep with m38 windshield

131 9803 04 o+131 9803 flatfender spotters guide+prewar flatfender driver side

This relic of a prewar flattie awaits restoration to its former glory. The slatted grille, fender braces, and unusual side-body cutout are but a few items that signify this is a Ford GP.

Rear storage compartments in an MB or a GPW also mean the wheelwells are wider than in later Jeeps. Hence, the rear seat is narrower. Since this provides for more tire area within the wheelwells, wider tires can be run without sacrificing articulation. The small box on the floor encloses the shock tower on the frame. Later Jeeps had a flat floorpan with lower shock brackets on the frame.

Underneath the CJ-2A, -3A, and -3B passenger seat is a storage compartment built into the floor. This is a handy place for tools, but it collects water, which causes rust and the loss of said tools. The word Jeep was embossed on the floor riser.

Identifying a semirestored WWII flattie like this one is a snap. The grille is the most prominent feature, with small headlights widely spaced behind the grille and nine slots in between. The split-glass windshield folds out and has an overall height of 22 1/2 inches. Side body depressions below the driver's doorway are for an ax and a shovel. The seat cushion lifts up to reveal the gas filler, and the tank extends below the floorboards as shown.

The basic dash for flatties contains the speedo in the center, surrounded by the ammeter, oil pressure, water temperature, and gas gauges. The two holes above the gauges on this early MB are for instrument lights, while the civvy style had only a single light. The hole to the right is for the E-brake handle, while the later M38 had the E-brake on the left side of the column. The dash has a shallow depression that the steering column is bolted into, while later models have a taller depression. Notice that this very early MB lacks a glovebox, while all Fords and later-WWII Willys have a glovebox on the passenger side.

The same gauge arrangement and E-brake handle is used on 2As and 3As, but dashboards differ from earlier military models in that the glove box is gone and a single center-mounted dash light is used. The steering column is also mounted higher in the dash, and the space above the column was originally used for the column shifter of early CJ-2s (arrow). The transmission cover was raised and set back farther than on the MB, due to the use of a slightly larger T-90 transmission. Early CJ-3Bs used the standard dash design, but later ones used the large speedometer cluster of the CJ-5.

Data plates abound on the M38 dash, and a small glovebox is on the passenger side. The instrument cluster is attached to a removable plate, and the emergency brake handle is located to the left of the steering wheel. The steering column is at the top of the recess, which is lower than on a civilian flattie but higher than on the WWII model. The entire center floorboard section is bolted in place, while all other flatties have integral floorboards.

Two data plates are affixed to the passenger-side firewall on both the CJ-2A and -3A (arrow), while the CJ-3B has only one, usually on the driver side. A common engine conversion was the F-head four-cylinder from the later CJ-3B and CJ-5 Jeeps, as it was nearly a bolt-in and provided a few extra horses, even though they were both 134ci displacement. The stock F-head carb sat higher on the engine and required a hole to be cut in the hood. But a small Holley carb could be fitted (as shown) with a different air cleaner arrangement that left the classic lines of the flat hood intact.

This well-used CJ-2A (with the hood cut out to clear the later F-head carburetor) motors up a hill. The small oval holes near the floorboards are side drains, which WWII models didn't have. These side drains were on all the later flatfenders. The embossed Willys name is clearly visible on the well-worn hood.

A one-piece windshield formed from rectangular tubing was a hallmark of the CJ-3A. The earlier round tubing frame and split windshield of the MB and CJ-2A were interchangeable, but the CJ-2A windshield was taller and provided better visibility.

With the introduction of the tailgate on the CJ-2A, the spare tire was moved to the passenger side and a bracket was added behind the body to strengthen the side panel. Lots of factory options were available, including this aluminum hard top and these nifty little side steps. For agricultural work, plows and other implements were offered to increase the vehicle's operational value.

On the rear corners of CJ-2A tubs are small tubes; these are used for the factory soft top bows when the top is up. When the bows are stored, they fit into two sheetmetal pockets welded to the passenger side, one near the rear and one close to the driver's elbow on the outside of the body. On the CJ-2A, -3A, -3B, and DJ-3A, the tailgate has slotted hinges so it can be removed. Chains hold the gate closed and support it in the open position. Notice the externally mounted taillight on the driver side only, as only one was required.

As with the WWII design, the gas can carrier and spare tire on the M38 are mounted on the rear. A tailgate is used, although it is always bolted shut instead of chained, since chains would rattle and make noise. The tailgate does not have Willys stamped in the center, and it also has extra reinforcement ribs for the spare tire mounting rack. This nonstock rear crossmember is similar to the original, as it features lifting hooks and a pintle hook in the center.

A standard-size gas filler was fitted on the CJ-2A with an exterior fill, eliminating the need to lift the seat cushion as in the MB. This location and fill design lasted in the CJ series until 1972, when the government banned passenger-compartment fuel tanks. Although gas would leak past a worn-out gas cap on side hills, the location was handy for visual verification of the fuel level and a short stick could be inserted if the gas gauge was broken.

The side fill on an M38 is similar to the civilian flatties, but the opening is large enough to stick your hand into. The extension shown pulls out of the tank to facilitate refueling from a jerrycan without a spout. Unlike the lifting handles on the sides and corners of the MB, the large grab handle around the filler is more for protecting the cap than for lifting.

The introduction of the CJ-2A brought a grille design that carried through to the last CJ-7 in 1986. The larger, 6-inch round headlights were closer together than on the MB and the grille only had seven slots. The parking lights shown here are a typical aftermarket addition that replaces the small original style, and the headlight bezels were originally stainless steel, not painted. The CJ-3A had a similar grille, with slightly different parking lights and smaller, rounder headlight bezels. The CJ-3B grille was taller and embossed with Willys.

Brushguards over the headlights typify an M38 grille, and the headlight bezel is more square than the civilian style. The grille is hinged onto the frame and can pivot forward and be removed. The parking lights are actually blackout marker lights and are recessed behind the grille. The early Warn 8074 winch fits nicely between the stock grille and bumper with minimal modifications.

Other than the grille, the CJ2-A's other significant feature was the 2 1/2-inch taller windshield frame, which was due to the increased width of steel between the cowl and the bottom of the glass as compared to the MB. This area also allowed the Willys name (shown here on the backside) to be embossed on the frame, as it was on both sides of the hood and in the center of the tailgate. The lever shown here is part of the mechanism used to keep the fold-out part of the windshield closed and is a rare item.

Military M38 models feature a CJ-3A-style one-piece windshield; however, the center vent is bolted shut and not movable as it is on the 3A. The cowl has a lid for the battery box, and the hood has a cutout for a snorkle option. Like the MB, the hood is devoid of the Willys name.

Chassis frames of MBs and CJ-2As have the front bumper attached by upper and lower gussets. This allows the bumper to take a beating while the frame remains intact. Very little, if any, boxing is evident on the front of the frame, except for the Ford variety, so cracks and bends often appear after years of service. The front crossmember is a round tube on all civilian and military Willys, while the Ford models used an inverted U-channel. The center tab in front of the crossmember is for the extra grille mounting point of the WWII model. On Willys, the frame number is on an aluminum tag riveted to the left side inner frame rail near the gussets, while Fords had the number stamped on top of the frame rail behind the left motor mount bracket. Body data plates are affixed to the glovebox door on the passenger side.

CJ-3A and -3B frames eliminated the earlier gussetted bumper design and had the frame horns enlarged to fit the standard bumper. The round crossmember was retained, but the grille of the 2A and 3A doesn't bolt to it in the center. Boxing of the frame is limited to areas behind the crossmember, but savvy owners usually add some reinforcement up front to prevent damage. The later M38 frame was gusseted in this area and proved much more substantial.

Another tip on frame ID is how the transmission crossmember is mounted. Two tabs drop down to enclose the U-channel ends of the crossmember on WWII models and the CJ-2A. This photo shows a drop-down extension fitted to relieve driveline angles, but the basic two-side-bolt, one-center-bolt design is retained. The CJ-3A and later models use a similar crossmember, but it is bolted flush and flat at the frame with two bolts per side pointing straight up. As with almost any Jeep, the later crossmember can be retrofitted to earlier versions by drilling some holes in the frame.

This M38 has the identifiable gas filler, grille, and battery lid on the cowl. The windshield is close to original, but the hinged center vent makes it a CJ-3A.

Only the high-hood CJ-3B has the Willys name embossed on its grille, hood, and tailgate. The overall height of a 3B is the same as a 3A, but the windshield has a shorter bottom section that makes up for the extra height of the hood.

Most DJ-3As have been converted to four-wheel drive, such as this prime example found out in the rocks. Running gear usually features four-lug or small-pattern five-lug wheels, and they sometimes have the steering wheel on the right side of the vehicle.

Answer: 1942 Willys MB

Swapping sheetmetal can cause all sorts of confusion in determining a Jeep's vintage. We swapped this MB grille into a CJ-2A one day and people still can't figure out what year it is.

Stock rear axles of MBs and GPWs consist of a full-floating Dana 25 rear with 4.88 gears. The full-floating axle was a great idea; the differential interchanged with the Dana 25 front axle, which all the flatties used. But snapped rear axleshafts were common because the diameter was too small for rough service. The two bolts (arrows) are used to take out the axle once the retaining bolts are removed. The hub was flat under these bolts, so screwing them in would force the axleshaft out for removal.

A lemon-shaped cover identifies the Dana model 41 rear axle found in CJ-2As. This axle uses the same spider gears and axleshafts as the Dana 44 found in the CJ-3A and later CJs, but has different ring-and-pinion gears and carrier. While the Dana 41 was strong enough for most uses, the popular Dana 44 found its way into many a CJ-2A as the original 41 axles became shredded. Notice how severely the housing is offset to the right to match up with the output of the stock Dana 18 transfer case found in all 4x4 flatfenders.