Rust, Power, and Grit: Building a Willys for the Ultimate Adventure

Pat Soffe’s Rock Crawling 1956 Willys is a Blast from the Past

Building something that screams “different” and “unique” was on the forefront of Pat Soffe’s mind when he conceived of this rig. His 2001 Jeep XJ had seen better days, and the decision of building a newer Jeep—and expensive proposal—became out of the question. Pat says: “The first deterrent of building a new JL was the price of a new JL. Purchasing a brand-new stock-condition vehicle that would need so much additional money invested to match the capabilities of our old Jeep was just too cost prohibitive.” Instead, he thought out of the box and the Willys project was born.

Hailing from St. George, Utah, Soffe is no stranger to the offroad scene. “As a kid, I learned how to drive at the age of 14 in sand rails in the desert of Southern California. Once I had a license, I was into road cars but always had a love for the offroad.” He spent most of his recreational time behind the wheel of a variety of vehicles. He explains, “I’ve raced and ridden dirt bikes, I have experienced the thrill of off-road racing trucks in the desert, as well as short-course racing, and have owned several Jeeps throughout the years.”

Inspiration comes in many forms and from many places, but Soffe’s impetus for building such a wonderful beast was spurred on by his interest in the Ultimate Adventure, a six-day event of hardcore wheeling sponsored by Four Wheeler magazine. The pub doesn’t just accept anyone or any Jeep but only those that are unique. Step 1: build something unique.

The “but what?” question that leads to Step 2 came from another magazine. Soffe picks it up from here: “I was going through hours of [Ultimate Adventure] coverage to get some bit of inspiration, and then there it was. I was instantly hooked.” The vehicle he saw was a 1949 Willys truck that belonged to JP magazine’s now-former tech editor Verne Simons. “I soon found myself literally taking screenshots of as many photos as possible of Verne’s truck.” After a chance meeting with Simons at the Lucas Oils Off Road Expo in Pomona, California, Soffe knew he needed to build the 1956 Jeep Willys truck you see here.

The Build Begins

Since Soffe is no stranger to a wrench, having completed several prior builds, work began immediately and by himself. It took about 18 months to complete, and all of the work was done in your standard three-car garage in the middle of suburbia. What parts he couldn’t source from a shop (sometimes because they didn’t exist), he custom build them to his specific specifications.

The first step was finding a suitable platform on which to mount the Willys cab. Soffe sourced a 1997 Jeep TJ Wrangler frame and lengthened it to obtain a 118-inch wheelbase. The rest of the build consists of mechanic’s magic mixed with madcap Frankenstein-esque mashing of disparate parts to result in a truly unique vehicle that gets noticed no matter where he drives it.

Engine and Tranny

The F4-134 Hurricane engines found in an original 1956 Willys truck wheezed out an anemic 72 ponies, which just wouldn’t do for Soffe. Instead, a 2001 Gen III 5.3L GM V-8 was shoehorned between the antique body and the aforementioned TJ frame. Mated to it was a reverse-manual valve body TH400 tranny from TCI Automotive backed by an Offroad Design NP203/205 Doubler T-case system. All shifting is done through a triple stick setup, one of Soffe’s favorite elements of the build.

Axles, Suspension and Steering

To keep the rock crawling bumps to a minimum and to allow for the most travel possible under the Willys body, the front suspension is a Skyjacker 2.5-inch, dual-rate coils, and its ADX reservoir shock system, while the rears are a custom four-link. Skyjacker’s BlackMax shocks absorb the bumps.

Underneath, a pair of GM one-ton axles in the form of a Dana 60 front and GM 14-bolt rear provide a reliable means of keeping the truck rolling. The axles were built with 5.13 gears and a Yukon Grizzly “Detroit” locker in the front and a spool in the back.

The steering box was sourced, of all places, from a Chevy Chevelle, as the Saginaw gets some assist from a Redneck Rams hydraulic system.

Tires and Wheels

When rock crawling, the most important rule is to keep the shiny side—well, in this case the arrested rusty side — up, and that is helped by the Milestar Patagonia Black Label tires, sized in 40×13.5x17s on all corners. They are held to the rig by a quad of TR Beadlock HD17x9 wheels with a backspacing of 4 inches. The spare was mounted to match.

Body and Armor

We can sum up the armor protection on Soffe’s Willys with just one word: none. The scrapes, dings, and dents from life scrambling on the trails are just as God intended. However, the body underwent some changes to allow for the best performance. The bed was bobbed 20 inches to give a near-zero departure angle and to help maintain the proportions of the 118-inch wheelbase. The rear fenders were also sectioned and massaged to match the fronts.

The grille and hood are original to the truck, but the headlights were swapped out for Rigid Industry’s Trucklites in the 7-inch size. Out back, NOS HumVee taillights were converted to LED and mounted on the bed. On the windshield, 6-inch spotlights from Rigid’s 360 series are mounted, while the front grill received 4-inch floods. In between a Warn 8274 winch is housed with a synthetic line. A 25-gallon custom-built gas tank was installed in the open bed.

Interior

The cab was kept spartan with a few upgrades for communication and navigation. A Magellan TRX7 and the OnX Offroad nav app is used, and an Autometer analog speedometer clocks the miles. Communications are done through Rugged Radios’ RM 60 race radio. Driver and passenger comfort comes in a pair of Corbeau Baja XP suspension seats.

One thing Soffe wishes he had included was air conditioning. “It’s very hot in that cab in the summertime.”

Summary

Everything about this build was specific to its function and task, as there are no parts included for aesthetics or form. The only thing Willys is the body, as everything else is either Jeep, off the shelf, or completely custom built. Soffe says, “The goal was to build on a budget (no race car stuff here), using proven parts not just store-bought. The truck has so many different components that part of the challenge was to make parts work with other parts and be reliable.”

Though the Willys isn’t a daily driver at all and is really only driven to local spots, like Soffe’s local favorite, Sand Hollow State Park, only about 20 minutes from his home, the speedometer has clicked off its share of miles.

Though Soffe and his Willys didn’t get selected for the first Ultimate Adventure he applied for, persistence paid off, and he was able to come onboard on the next one, being selected for one of the only 12 spots. A great accomplishment and a nod of respect to a talented man and a awesomely unique rig.

UPGRADES

1956 Jeep Willys Truck

 Engine: 2002 GM 5.3L V-8 from a truck with headers and a PSI wiring harness. Factory computer has a mild tune with VATS and emissions delete

Suspension: Custom 3-link with a track bar front, Custom 4-link rear. Skyjacker 2-inch dual rate coils for a TJ and Skyjacker BlackMax Shock absorbers

Wheels & Tires: 40×13.50R17LT Milestar Patagonia M/Ts; 17×10 TR Beadlock wheels.

Additional Modifications: Saginaw steering box with West Texas Offroad Redneck Ram Assist; Front axle: late ‘70s Dodge kingpin Dana 60 with TEN Factory 35 spline axle shafts, 5.13:1 gears, Detroit locker, Warn Premium locking hubs from Motive Gear; Rear axle: 2006 GM full-float 14-bolt, 5.13:1 gears and spool from Motive Gear; Transfer case: GM NP205 with NP203 reduction box (doubler); Offroad Designs Triple Stick Shifter and Adapters; Tom Woods Driveshafts; Transmission: Monster TH400, TCI 1600 stall convertor and reverse manual valve body

FREQUENTLY ASKED QUESTIONS

What choices were made regarding the braking system in the Willys Pickup?

When revamping the braking system in the Willys Pickup, several strategic choices were made to enhance its functionality and performance.

Firstly, a brake booster originally designed for a TJ model was selected. This component was paired with a master cylinder typically found in a Dodge 2500, chosen for its compatibility with the Jeep booster despite requiring a few modifications. Specifically, a longer pushrod was needed to ensure optimal performance, a detail discovered through a couple of days dedicated to bleeding the brake system.

To allow for precise control and adjustment, a Wilwood adjustable proportioning valve was integrated into the setup. This addition enables fine-tuning of the brake system to suit specific driving conditions and preferences, providing the driver with a customizable stopping power.

Together, these elements create a robust and adaptable braking system tailored to the Willys Pickup.

What advice from the original project did Pat Soffe choose to ignore, and why?

Pat Soffe decided not to follow a particular piece of advice from the original project recommendations. The suggestion was to extend the cab for added comfort, as the original design had very compact cabs. Pat chose to bypass this advice, likely because he found the existing cab size suitable for his needs or didn’t see it as a priority.

Who are some individuals or entities that Pat Soffe acknowledged for their contributions to his project?

TEN/Motive Gear Eric Filar Larry Trimm TR Beadlocks

How is the 1956 Willys cab mounted, and what modifications were made to fit it?

Since Soffe is no stranger to a wrench, having completed several prior builds, work began immediately and by himself. It took about 18 months to complete, and all of the work was done in your standard three-car garage in the middle of suburbia. What parts he couldn’t source from a shop (sometimes because they didn’t exist), he custom built them to his specific specifications.

The first step was finding a suitable platform on which to mount the Willys cab. Soffe sourced a 1997 Jeep TJ Wrangler frame and modified it to mount the 1956 Willys cab seamlessly. This included lengthening the frame to obtain a 118-inch wheelbase. The modification of the frame was crucial, ensuring that the Willys cab fit perfectly and was securely mounted, blending the character of the classic with the reliability of the modern frame.

The rest of the build consists of mechanic’s magic mixed with madcap Frankenstein-esque mashing of disparate parts to result in a truly unique vehicle that gets noticed no matter where he drives it.

Is the frame modified?

Yes, the frame has been altered to accommodate the cab.

What frame is used for mounting the Willys cab?

The cab is mounted on a frame from a 1997 Jeep Wrangler.

How did Pat Soffe approach using aftermarket and OEM factory parts for his Willys Pickup?

“Everything about this build was specific to its function and task, as there are no parts included for aesthetics or form. The only thing Willys is the body, as everything else is either Jeep, off the shelf, or completely custom built. Soffe says, ‘The goal was to build on a budget (no race car stuff here), using proven parts not just store-bought. The truck has so many different components that part of the challenge was to make parts work with other parts and be reliable.’”

Pat Soffe approached the build by deliberately choosing established and available aftermarket builder parts. He meticulously paired these with proven off-the-shelf OEM factory parts to ensure that the vehicle could be repaired almost anywhere. This strategic selection meant that with the help of any parts store, the Willys Pickup could be maintained without hassle.

By blending readily available components with custom solutions, Soffe ensured adaptability and reliability, making his project not only practical but also sustainable in the long run. This methodical approach allows for seamless repairs and replacements, reinforcing his commitment to functionality and efficiency.

What is the availability of the parts used?

The parts are chosen to be widely obtainable, allowing for repairs to be made at virtually any parts store, ensuring ease of maintenance and accessibility.

What was the strategy behind the selection of parts?

The strategy involved combining aftermarket builder parts with proven OEM options to enhance compatibility and ensure that repairs can be conducted using commonly available resources.

How did Pat ensure the vehicle’s repairability?

Pat selected parts that are both established in the aftermarket and available off-the-shelf from OEM factories, making it easier for repairs to be carried out using widely accessible components.