This M38A1 Has Great Bones For An Early Jeep Project

Whether you call it a hobby or just a bad habit, one of our favorite pastimes is perusing online ads for old iron. Whether it’s a cool British sports car, a big ‘ol American muscle car, or a Jeep or 4×4 of some kind, finding killer deals whether we actually buy them or not is hugely rewarding. But finding these cool ads is only Step 1. Step 2 is going through the theoretical buildup. For some finds it’s a full-gonzo, no-holds-barred buildup; for others it’s a complete numbers-correct restoration; and for the majority it’s somewhere in the middle. And it’s that happy middle-ground we think we’d land on if we had pulled the trigger on this No-Reserve 1953 Willys M38A1 that was recently offered on Hemmings. We’ve always loved and appreciated these early round-fender Willys vehicles, whether the 1952-1955 military M38A1 or 1955-1971 CJ-5 and this one has some solid bones on which to make something enjoyable.

Body

For starters, the military M38A1s are adorned with unique features throughout the body tub like a huge opening in the top of the passenger-side cowl in which the batteries resided. There should normally be a sheet metal covering for this compartment, which this vehicle is either missing or for which it’s maybe laying in the tub. On the passenger side of the tub is what’s commonly referred to as the “dog dish”. It’s an indent into which the communications radio antenna was mounted on radio-equipped Jeeps. The indentation prevented the bulbous antenna from getting ripped off by brush or trail hazards. This Jeep seems to have a sheet metal covering fashioned for a flush, CJ-esque appearance, which is sort of a bummer but not a deal breaker. Finally, early M38A1 grilles are mounted to the frame with hinges, allowing the whole thing to pivot downward for field maintenance, which this Jeep is also missing. Not a huge bummer since nobody we know of has ever utilized that feature. Finally, unlike the civilian CJs, these military Jeep tubs did not come with a tailgate, so that all fits with this being a genuine M38A1.

Top And Interior

The first thing we’d do if we bought this Jeep is ditch the weird fastback top that’s been installed. Head clearance aside, it’s a strange design that we can only assume was the result of a previous owner slapping something they had laying around in there just to keep the sun off their heads. We’d fabricate a nice six-point roll cage out of some 1-¾-inch tubing that we could stretch a Bestop bikini top over. Then, we’d ditch the later-model mystery high-back bucket seats for a nice pair of low-back vinyl Bestop buckets and fold-and-tumble rear bench seat. They’re comfy and quite affordable. Also, the dash is obviously home-fabricated, with cutouts for individual gauges. The original M38A1 dash panel would have extended about three inches lower than the aluminum replacement, as you can tell by the original green paint showing in the door openings.

Drivetrain

The original F-head four-cylinder engine is long gone, but we’re completely on board with the Buick 225 that’s in its place. Jeep used a heavy 50-pound flywheel on these engines that makes for some mind-numbing low-rpm inertia. They’re enjoyable engines to drive off-road because you can briefly lug them down to 300 rpm without stalling. The distributor looks like an old points-type unit, judging by the window on the side of the cap, which is fine. They’re totally workable distributors, but if you do get tired of setting dwell a Pertronix Electronic Ignition Conversion will drop right in, or Performance Distributors makes a super high quality HEI distributor for these engines. We’ve used both with excellent results. We spy some aftermarket Holley aluminum valve covers, an aluminum four-barrel intake manifold, and a 500 cfm Carter AFB carburetor. Truth be told we’ve run Carter carbs off-road and they don’t like angles and rough operating conditions. A 470 cfm Holley Truck Avenger would be a much better four-barrel for this engine, but the budget option would be adapting a Motorcraft 2100 two-barrel with a 1.08 venturi size. The Motorcraft 2100 does exceptionally well off-road at angles and has enough fuel flow to happily feed the 225.

The ad only references a three-speed transmission, which if stock would be a T90 three-speed backed by a Spicer 18 T-case. However, the transmission we spy in the photos appears for all the world to be a T150 from a 1976-1979 CJ. The T150 is a very good medium-duty transmission that’s stronger than the T90. It also appears to be backed by a Dana 20 transfer case, which is similar in size to the factory Spicer 18, but has a stronger intermediate shaft, a centered rear output shaft, and a taller 2.03:1 Low Range. It appears the shift linkage is missing for the T-case, but that’s easily sourced.

Axles

It’s hard to spot, but it appears the factory closed-knuckle, drum-brake Dana 25 has been ditched in favor of a disc-brake Dana 30 with open knuckles out of a later CJ-5. The disc brake upgrade would necessitate a few changes, but more on that in the BRAKES section of this story. Like the front, the rear axle is an AMC Model 20 out of a later-model CJ. If we had to guess (and we do) we’re betting the rear axle came from the same Jeep that donated the transmission and T-case. Straight up and honestly, we’re not big fans of the CJ version of the Model 20 rear axle. The tubes are weak, and the shafts are a two-piece design that is known to loosen and split the Woodruff key, allowing the hub to spin on the shaft. A better option would be a centered Dana 44 rear axle out of a 1972-1973 C-104 Jeepster or 1972-1975 CJ. These would bolt right in place while offering larger 30-spline, one-piece axleshafts. Considering there’s only a three-speed transmission without an overdrive, we’d gear the axles to 3.55:1 so cruise rpm at 65 mph with a nice set of 31×10.50R15 tires would hit right around 2,600 rpm.

Steering

The steering wheel and column are not original. They appear to be out of an early YJ Wrangler, as indicated by the steering wheel design and the turn/wiper multi-switch. The column connects to a manual Saginaw steering box. Again, if we’re guessing it looks like it’s out of the same YJ Wrangler that donated the steering column. It’s a good design if you’re not running huge tires or lockers, but if the need ever arises, providing the steering box mount on the frame was done competently, you could bolt a power steering box on the frame and all you’d need to do is find some power steering pump brackets for the engine. Almost any Buick V-6 or V-8 from the 1970s or early 1980s should work on the Buick 225.

Brakes, Pedals And Suspension

The front disc brakes normally wouldn’t play nicely with the factory single-pot drum-brake master cylinder because the residual pressure valve would cause the discs to drag. However, the factory through-the-floor pedal assembly, master cylinder, and clutch pedal/linkage have been ditched for a more modern hanging pedal setup. Looking at the power booster and master cylinder, brake lines, and hydraulic clutch master on the firewall it’s obvious these parts, along with the brake and clutch pedal assembly, came out of the YJ Wrangler that donated the steering column. 

The early M38A1 spring packs remain, which is a good thing. These spring packs were composed of many thinner individual leaves, which provide good flex and a nice ride compared with fewer, thicker leaves. Furthermore, unlike flatfenders and civilian CJs and Wranglers up through 1995, the early M38A1 front suspension placed the shackles at the rear of the spring pack rather than at the front, mounted right under the bumper. This factory “shackle reversal” setup makes for a smoother ride both on- and off-road because as the suspension encounters bumps the axle travels back and upward in a natural arc as opposed to forward and up as with a shackle-forward setup.

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