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| Classic Jeep Adventures; Tell your story | |
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| Tweet Topic Started: Mar 18 2009, 12:57 AM (1,234 Views) | |
| RamblinCJ3B | Mar 18 2009, 12:57 AM Post #1 |
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I thought this might be fun to hear some of the stories of an adventure or two we have all had in our old Jeeps.I am sure some of you have had many great adventures over the years,some fun and some not so fun.But now we can look back on them and realize,good bad or indifferent,it was fun. I kind of got my story from something Larry mentioned in another post.About driving the old military Jeeps across country and how uncomfortable of a trip that would be. I have been making a trip across the Rubicon trail now for 12 years or so.I have missed a few.I used to flat tow my 48 CJ2A.And I now trailer my 72 Commando.For several reasons.Safety being the main reason. Any who,the last trip I made in my flatfender was very memorable.We made a 4 day trip on the Rubicon,staying at Buck Island lake the first night.Leaving camp set up we headed out of the trail and into Lake Tahoe for the day.After visiting Tahoe we headed back into the trail and to camp.Well I lost all 5 lug bolts on one hub.So we went back into Tahoe and found someone to do some welding and got it repaired.Really nice guy and he went out of his way to help us.Most Jeepers are eager to help out.Needless to say I was nervous about driving the Rubicon with welded lug bolts.After getting back to camp at 3am I was felling a little better.We stayed the next day and fished and did some swimming up at Rockbound lake.The next morning we headed out to our tow vehicles.About 100 yards from the end of the trail,I ran out of gas.I just had the stock 10 gallon tank.But luckily I had a 5 gal can in the back of my truck.So after a short hike,I was rolling again.We got the rigs loaded up and headed for home.After passing through Sacramento we were coming up on Galt.Time to put some gas in the truck.While filling it up,my friend riding with me noticed one of the grade 8 bolts in the tow bar had broken in two.Being a Sunday and no where to find a bolt,it was time to drive the Jeep the rest of the 200 mile trip home.Now this Jeep had a 327 V8,SM420,Dana 18 and 5:38 gears with Detroit lockers.Not really a highway cruiser.And I had welded on lug bolts on the driver side front tire.This was not a drive I was looking forward to.Top speed was about 55,wind noise from hell and whining gears to boot.And the Jeep did not get very good gas mileage,so 2 gas stops on the way home were in order.We finally made it home.My back hurt,my butt was numb and I could not hear anything except a whining noise in my ears.But the tire stayed on,so that was a plus!!!.The next morning I went out to unload the truck and the Jeep.When I jumped up into the Jeep to start getting stuff out,guess what happened.The Jeep tilted to one side with a loud clunk.All 5 of the lug bolts were sheared off.I think someone up above was helping me out on that drive home.There are many more great times in that Jeep,and some with others but that one has always stuck in my mind. Lets hear some more great Jeep adventures!!! |
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Eddie Clovis,Ca 1956 Willys PU 1962 USN CJ3B Stock 1971 Hurst Jeepster 350 1972 Commando 4.0 HO 1972 Commando I6 258 1975 J20 401 | |
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| elawson | Mar 18 2009, 09:08 AM Post #2 |
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My 1st date with my wife was driving down the Senator Highway in Arizona. This was in a 4WD small pickup and the road wasn't too bad. My 2nd date with her was driving my 1950 CJ3A from Phoenix to about 40 miles east of Payson, AZ. In the Jeep, the trip was probably 3-1/2 hours each way. It was hot, then it rained, then it was cold, then it poured, it was loud, the ride "wasn't that comfortable" and the Jeep's exhaust was pretty bad (used 3 quarts of oil on the trip, and there were no leaks...) This was in the summer of 1988. We got married in mid 1989 and we're still married. Eric |
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| yjcanibul | Apr 11 2009, 02:01 PM Post #3 |
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thought this was a great topic ... am sure there are some other great stories out there anyone ? |
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57 3B : big speedo / Hurricane / YF 938 SD / IAY-4012 / T90 / D18 / 5.375 final drive / open diffs / Firestone 6ply Military NDCC / 12v Delco SI alt / Kayline Top / venting windshield / tub patched / "still fixing leaks one at a time" 89 wrangler : h/duty axles + 5spd / 200+hp 4.2L / arb locked / multiport fuel inj / warn hubs+winch / 1/4 mil km / fishing+trail riding / gets me to work | |
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| Lawrence | Apr 13 2009, 09:05 AM Post #4 |
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Quite a few stories already exist on the 3-B Page. http://www.film.queensu.ca/CJ3B/Owners/WadeStuck.html http://www.film.queensu.ca/CJ3B/Owners/Mylar/Northwest.html http://www.film.queensu.ca/CJ3B/Finds/FindsTracks.html http://www.film.queensu.ca/CJ3B/Finds/FindsTracks.html A lot more will be found under. http://www.film.queensu.ca/CJ3B/Finds/Finds.html Lawrence |
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1955 CJ3B Family Tradition Decatur, AL ~~"Seen it all, done it all, can't remember most of it"~~ ~~"We cannot direct the winds but we can adjust our sails"~~ http://cj3b.info/Owners/Wade.html http://cj3b.info/Events/SEWillys2017.html http://cj3b.info/Owners/WadeRiver.html | |
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| John C | Apr 14 2009, 04:30 PM Post #5 |
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Have you seen the movie A Bridge Too Far? It’s about the ill-fated parachute drops on strategic river bridges in Holland towards the end of WWII. The British 1st Airborne were cut off and surrounded in Arnhem, the US 82nd Airborne captured the Grave bridge completely intact but the Germans managed to destroy the Son river swing bridge before the US 101st Airborne could capture it. This was crucial because the British XXX Corps was driving along the single road over the bridges to relieve the Paras at Arnhem. To keep things moving the British had to supply bridging materials to the Americans and in the movie there’s a scene where Lt. Colonel J.O.E. Vandeleur (Michael Caine) and American Colonel Robert Stout (Elliott Gould) are discussing how to get the portable bridging equipment to the bank of the Son river. Stout, ‘Hey that Bailey crap, you got it amongst this stuff?’ Vandeleur, ‘When you refer to Bailey crap I take it you mean that glorious, precision-made, British-built bridge which is the envy of the civilized world?’ Bailey Bridging was developed during World War II by Sir Donald Bailey and adopted in early 1941 as the standard Military Bridge. To enable bridges of varying spans and carrying capacities to be speedily erected, manually by unskilled labour the basic components were standardised and fully interchangeable, each individual component was capable of being carried by a six-man party and the component parts were transportable in a three-ton truck. Seeing as we knew where there was some ‘bailey crap’ crossing a Scottish mountain stream we thought we’d go and see it in something else that was also ‘the envy of the civilised world’ namely the Willys Jeep. It was so envied in France that French automaker Hotchkiss produced licence-built copies of the Willys MB referred to as the M201. One weekend, in late July, a few summers ago found us preparing and loading up the Jeeps – a 1943 Willys MB ‘Elusive Elaine’ and a 1961 Hotchkiss M201 ‘Hot Rod’ - for an overnight trip. As we swapped the split ‘combat rims’ and bargrip tyres of the Hotchkiss in favour of a set of Firestone SATs on Hotchkiss steel rims, photographer Wayne and I were reminded of our earliest days in Land Rover clubs when the, then expensive, SAT – Super All Traction – tyre was the king of off-road tyres but didn’t last long at all on the road. We’d drive to wherever the tarmac ended on compromise tyres and swap them for the set of SATs. More than that though the whole low key start to the trip was like it used to be; a few mates, tents, stoves, the all-important OS map and a last minute stop at a Spar for the makings of a couple of meals and a few tinnies to drink around the campfire were all the necessaries for great weekends in the great outdoors. ‘Things are already more complicated than they used to be even ten years ago,’ I thought at the filing station as I added octane booster to the unleaded fuel I’d just filled my Jeep’s underseat tank with. The flathead engines warmed up as we headed for the 7-11 shop and then, under a cloudy sky, we headed for the hills and a military road. Military roads are nothing new; the Romans were among the first road builders in Britain and, although our Jeeps belong to the era of General ‘Vinegar’ Joe Stilwell’s Ledo Road, (from Ledo, Assam, India to Kunming, China built during World War II by African-American Engineer Units), our route would take us along a road built two centuries earlier. It was one of the many roads built by General Wade and his successor Major Caulfield to suppress the Jacobite Scots and their armed risings against the English and their supporters, the Corrieyairack Pass. It is a 770m (2526 ft) high pass in the Scottish Highlands and would be relatively obscure were it not for Wade's military road built over it in 1731, between Fort Augustus in the west and Laggan to the south east. It is the highest motorable road in the UK and has been being driven by 4x4 owners ever since recreational 4x4 use in Britain was just beginning and referred to as ‘boggling’, forty years or more ago when Willys Jeeps were just £25 each. For once though, where we were going was of less importance than what we were doing which was driving the most classic Jeeps off the tarmac in the type of terrain they were designed for. Most restored Willys Jeeps nowadays, it seems, do little more than park in static rows at military vehicle rallies. This always seems a shame to me as the Willys Jeep is one of the most capable off-roaders ever built and while they fetch big money now they can still be used and, with a degree of care, come away unscathed. The Willys and Hotchkiss Jeeps are remarkable similar although the Hotchkiss chassis is of a heavier gauge steel and has 24 volt electrics unlike the 6v system of the original. Both have flathead, or sidevalve, in-line, four-cylinder engines with a three-speed gearbox and two-speed transfer box. Four-wheel drive is engaged by means of one lever and low box by another, both of which are alongside the normal gearstick. Both four-wheel drive and low box are required to attempt the boulder-strewn track where the red coats once marched. The torquey engines and pliable leaf springs meant that the Jeeps eased themselves over the rocks at speeds low enough to preclude damage. The degree of flex in the suspension was surprising and allowed the wheels to stay in contact with the ground even on a couple of stretches of road where rainfall and snowmelt run off had taken its toll on the track’s surface. As we drove towards the corrie’s headwall the track began to climb and passes under the line of electricity pylons, the maintenance of which are probably the reason that this track survives as a road. The track then climbs up the corrie on a series of hairpins and, on this particular afternoon, saw us climb into the rain. This restored pair of Jeeps are both painted as US Army models and both carry the markings of Jeeps used on D-Day in the opening phase of the liberation of Europe – Willys Elusive Elaine carries the markings of the 82nd Airborne while Hotchkiss Hot Rod wears the colours of the 29th Infantry Division. Painting post-war Hotchkiss Jeeps as WWII models is a common practice frowned on by some and carried out with varying degrees of success depending on how many of the obviously French parts including hoods, blackout lights, wheels, tyres and wipers are supplemented with American components. Almost as much as possible has been changed on this particular Hotchkiss although, as noted above, the Hotchkiss wheels were reinstalled for this trip. As we rolled down the hill to the Bailey Bridge built here in a quiet glen by 278 Field Squadron Royal Engineers (TA) in November 1961 as an exercise. Forty five years later, rusting gently it still spans a stream where a granite stone bears the logo of the famous Highland Division. Battle honours and casualty lists made this division into a household name during World War I. More of the same came in World War II when the 51st embarked for Egypt and the North African campaign and fought at El Alamein, Mareth, Medenine and Wadi Akarit. After North Africa the Division landed in Sicily and were then moved back to the United Kingdom to prepare for the landings in Europe. In the hedges and narrow lanes of Normandy’s Bocage they had a difficult time and fought on however through France, Belgium, Holland and across the Rhine into Germany. In August 1945 the 51st Highland Division ceased to exist as a separate formation and became part of the 51st/52nd (Scottish) Division. Their wartime battle casualties in killed wounded and missing from D-Day to 5th May 1945 totalled 9051. The 51st was revived as a Territorial Division in 1948 and survived as such until 1967 when it was redesignated as a Brigade of the Scottish Division. In keeping with the nostalgic nature of the vehicles we opted to keep our night’s camp almost as nostalgic to somewhere in the postwar years. This meant, for some of us, eschewing the comforts of modern dome tents and thermarests for equipment much more basic; small cotton ridge tents and camp beds. Tilley lamps, paraffin Primus stoves and aluminium mess tins were the majority of the other kit. On a flat bit of grass below the bridge a circle of blackened stones indicated that others had previously camped here. We felt that the spot was as good as anywhere and opted to reuse the fire circle. Camping the fifties way was fine although my cotton tent – new around the time of the Suez Crisis - and a jumble sale purchase wasn’t as waterproof as I’d have liked. It also wasn’t as midge proof! The early morning midges were out in clouds and drove us from the stream bank early. The upside was that it was a beautiful day and we drove part of the way back the way we’d come before getting the pans and stoves out for tea and a fry up. Back in the fifties, Prime Minister Harold Macmillan said to the British people ‘You’ve never had it so good’. As we soaked in the sunshine and the view from the top of the Pass, I thought that thanks to our time machines and old tents we’d had a glimpse of that much vaunted decade and he was right; we’d never had it so good and still had a whole day ahead of us dawdling back down the Pass in the sunshine in one of the greatest places in the great outdoors JC |
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| RamblinCJ3B | Apr 14 2009, 10:25 PM Post #6 |
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Now that is what I am talking about.Great story John!!! |
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Eddie Clovis,Ca 1956 Willys PU 1962 USN CJ3B Stock 1971 Hurst Jeepster 350 1972 Commando 4.0 HO 1972 Commando I6 258 1975 J20 401 | |
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| John C | Apr 15 2009, 08:28 AM Post #7 |
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Mahindra and Hotchkiss in Normandy Sitting with a pint watching the flames of a real fire in a West Yorkshire, England, pub one winter afternoon, it all seemed straightforward: We'd take the Hotchkiss M201, a licence-built Willys MB, to Normandy for the 60th anniversary of D-Day. We'd not bother with any of the big military vehicle club campsites or tours but just do our own thing. We'd seen the cynical T-shirt slogans at the US Sturgis and Daytona bike events – "I rode mine to trailer week" – so knew what we had to do. We'd drive it to the ferry port and through Normandy. Another pint as some friends joined us. They said they'd be interested in coming as well and before I knew it we were taking the Mahindra CJ340, a licence-built Willys CJ-3B too. At least if we had a problem with one, we could tow it with the other! We went home and booked a ferry and campsite. The months passed by at an alarming rate and suddenly there was only a month to go although both vehicles, stored hundreds of miles apart, were insured, taxed and MoT'd so I just had to check the oil, water, tyres and batteries. Despite having a fully charged battery the Hotchkiss wouldn't start. The problem appeared to be the starter motor so I unbolted and tested it, putting it on the floor under my boot and putting two wires to it from the battery. The charge threw the starter dog out with enough force to start anything. Examination of the starter dog's teeth revealed they were badly worn as were those on the flywheel and there wasn't enough metal left for the two to engage sufficiently to turn the engine over. My Hotchkiss was one of two built for a stunt scene in Saving Private Ryan that never made it into the actual movie. It had been fitted with a V6 Ford engine and a T90 Jeep gearbox (stronger than the Willys and Hotchkiss T84). I had to face the truth about the engine conversion: it was poorly crafted rubbish. The problem arose in the bellhousing comprised of half the Hotchkiss one and half a Ford V6 one. Where they touched they’d been welded! While nowhere near as famous as Milner's "piss yella" coupé from American Graffiti, its movie past and hot rod engine had endeared the Jeep to me. Until this particular morning. I'd be able to get another starter but pictured myself spending the trip fiddling with the Jeep to keep it going, which wasn't what I wanted at all. Everything paid for and no (expletive) Jeep. What to do? I knew of another SWB Mahindra for sale cheap and figured I could brush it NATO green in an afternoon but thought the reliability of an unknown Mahindra could be a hiding to nothing. I called a couple of contacts who would be able to help. First, Tony Sinclair at Alldrive: "Er, Tony, if I can find a flathead-four Jeep engine, is there any chance you can fit it in the next three weeks?" "Call me back when you've got the engine," he said, "And remember you'll need a bellhousing too." Second was Steve Rivers at Dallas Autoparts: "Have you got a complete Willys Jeep engine in stock by any chance?" "No but I've got some reconditioned Hotchkiss ones. When do you need it?" "Tomorrow!" It was game on, time to smash the piggybank and get busy. Dallas Autoparts are wartime Jeep specialists based near Newbury in Berkshire so I went down to collect the engine. It had been reconditioned by the French army and came bolted to a special pallet with a bellhousing. I also bought all the genuine Jeep bits that I could think of that were missing from my Hotchkiss including the exhaust, engine mounts, radiator, clutch plate and cover, hoses, air filter and so on. This lot was delivered to Alldrive's premises in Woodville, Derbyshire just off the M42, by lunchtime. I borrowed their trailer and went to get the Jeep. To save unhitching my Land Rover, photographer Wayne Mitchelson towed the Jeep on to the trailer with his Land Rover 110. We strapped it down and returned to Alldrive. In the space of 48 hours everything was in the workshop. There were 19 days before it had to be ready. To compound the problem, for 10 of those 19 days I wasn't available other than by mobile phone because of work commitments. I went on the BMW X3 press launch in Scotland and stopped more than once (where there was a signal), to get messages from the workshop and order extra bits from Dallas Autoparts. I managed to sneak into Alldrive on my way to press day at the motorshow and I have to admit that old Hotchkisses were more on my mind than new Hyundais that day. I wanted to see the Jeep in the workshop because Tony and Andrew Sinclair were pulling out all the stops to get it ready. At this stage there were only five days to go and I was already in the Mahindra as part of the move towards the ferry terminal. The Hotchkiss was up and running, it ticked over like a sewing machine and the cylinder head, with Willys cast into it, looked right at home. What had complicated the job was the replacement of the parts, gas-axed out by whoever fitted the V6. An engine mount and the battery trays needed refabricating and welding. Originally the Hotchkiss had been a 24-volt model fitted with two 12-volt batteries wired in series, but the Ford car engine had necessitated a conversion to 12 volts. the reconditioned Hotchkiss engine was fitted with 24-volt ancillaries so it made sense to convert the Jeep back to a 24-volt system. It now takes more than a glance under the bonnet to spot that so much chopping and changing has gone on. On Saturday I was due to leave, I headed west in the Mahindra while my three friends rolled south in the unproven Hotchkiss towing a trailer. The two Jeeps and four people finally met up at Chieveley Services on the M4/A34 intersection. Seeing the two flatfenders together was a novelty. Things were going well and a couple of hours later we arrived at the Portsmouth Overlord military vehicle show before dark. This was a staging post for the ferry departures. We camped here and looked around the show, which would have provided a buffer of time had there been a problem with either of the 4x4s. As is the way of these shows, beers and barbecue followed, although I wouldn't relax until both Jeeps were in France. At the show I noticed something that struck me as odd. Hotchkiss M201s are generally acceptable to military vehicle enthusiasts even when, like mine, they are painted as US vehicles. This is no doubt a result of their being Willys MB lookalikes. On the other hand, Mahindras are much less acceptable despite there having been military ones made. Yet both are simply flatfender Jeeps licence-built in foreign factories; Hotchkiss in France and Mahindra in India. Having said that, one guy at the Portsmouth show recognised my Mahindra from 4x4 magazine and enthused about it and his own that he had at home. It rained as we drove onto the overnight ferry and was still raining when we disembarked in Caen the next morning. On the way to the campsite the Mahindra's exhaust suddenly sounded louder and I realised it had cracked somewhere. We put the tents up in the rain and then sun came out (which meant I didn't have to lie on my back in the wet while making a temporary repair to the exhaust). Luckily the crack was accessible and two jubilee clips and a bean tin made a repair that would easily last more than a fortnight. This incident was fortuitous: not only was it to be the only mechanical trouble we had from either of the Jeeps for the trip’s duration but it was the beginning of 10 glorious days of uninterrupted sunshine. Mostly, we piled into the Hotchkiss, driving around with the roof off and the ’screen folded down. When photographer Garry Stuart joined us, we used both Jeeps and went about compiling the D-Day magazine feature. The countryside here was the scene of fierce fighting in what became known as the Battle of the Falaise Gap but the town's fame stretches back another nine centuries to 1207, when it was the birthplace of William the Conqueror. A statue of him astride a galloping horse is found within the old town's medieval fortifications. The warmth of the afternoon sun seeped from the stone and the town had such a sleepy feel that it was hard to imagine the bloody events of August 1944 that are commemorated in the town's museum. Driving through Normandy is like driving through a history book – every place name has some connection with D-Day, the landings and the fighting that followed. Heading back to the campsite west of Bayeux took us through Thury-Harcourt and Villers Bocage on the Orne and Odon rivers respectively. In ‘44 these were formidable obstacles to cross. The British 50th Northumbrian Division was in action in this area for six weeks trying to capture Villers Bocage. After the crossroads at Tilly sur Seulles we pulled up at one of the British cemeteries where the peaceful stillness was a sharp reminder of the violent deaths of those interred here. Quite by chance I found myself in front of plot I.H.3 and was shocked to see my own name on a headstone. Of course, it wasn’t my name but that of 14669914 Private John Carroll of the 10th Battalion Durham Light Infantry, killed in action on 12th July 1944 aged only 20. The cemetery register records he was the son of John and Edith Carroll of Sunderland, Co Durham and that's all I know about him. His age and hometown mean there's an outside chance he was a distant relative. His youth means he probably wasn't married and his parents will be long dead so perhaps no one had stood before this particular headstone in 30 years. As we motored back to the campsite I couldn't bring myself to say anything at all and just listened to the gentle hum of the Jeep’s bar grip tyres. |
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| Dougie | Apr 18 2009, 08:12 AM Post #8 |
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Here's a short story on the other end of the spectrum of adventure sizes. Yesterday it was snowing/raining in Colorado Springs. It was also the day that the city was handing out new free trees for planting in street medians. So my wife and I drove over in the Heep in the snow/rain/slush, maybe five miles altogether, and picked up a couple of trees. No top, so it was a bit wet and cold. The people at the city forestry place were suitably impressed by how "hard core" we are. ![]() The adventure was that the vacuum wiper actually worked! Slowly... |
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| Doug | Apr 18 2009, 09:51 AM Post #9 |
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I guess I'll chime in with a story that, looking back, always makes me chuckle. It happened last summer, soon after I got my 3B on the road. At that time, there were a lot of little things that still needed to be worked on. However, I had run it around town quite a bit and it was running great so one Saturday in the middle of summer, my buddy Rick and I decided to throw the .22s in the 3B and head out into the desert to do some shooting. It was a typical southern Idaho summer day - mid-to-high 90s if we were lucky and low 100s if it really wanted to ruin your day, without a cloud in the sky. Heading out into the desert, the sun beat down mercilessly. I'm thinking maybe this wasn't the best idea as we sat baking in the Jeep, bouncing along the rocky, rutted dirt road. Well, we're about 20 minutes into our trip - about 3/4 of the way to our destination tooling along a slight upgrade when the Jeep suddenly sputters and then just shut off. I steered it off the road and we got out to investigate. After opening the hood, I immediately saw that the battery had come loose and that the positive terminal was now welded securely to the fan shroud. Securing the battery down properly was one of the small projects on the to do list. Worst part about that was that parts were already in the garage, just waiting on me to install them! Now, this battery was the type with the terminal posts on the side of the battery instead of on top. While we stood there wondering what to do next, this truck comes rumbling along the road. It stops and it was an older gentleman - a tough as nails rancher who probably would not relish being called a "gentleman." He rolls down his window and asks if we broke down. Yeah, I said and explained what had happened. He told me that he has an old flatfender Jeep - from what he said, I pictured either a MB/GPW or perhaps a 2A. After that, apparently he was done talking and said good luck, rolled up his window and continued on his way. I scratched my head in wonderment then checked my cell phone - I had a strong signal since we weren't too far out of town. Well, might as well bust out the tool bag and see what our options are before disturbing my wife's afternoon. I used a pair of vice grips to remove the battery terminal - totally free of the battery - from the fan shroud. That done, we found that the terminal would fit right back into the gaping hole in the battery, but obviously wouldn't stay there by itself. A roll of duct tape solved that problem. After securing the battery best we could, we threw the tools into the Jeep, lowered the hood and jumped in to see if it would fire up. It did and after a 3-point turn, we headed back to my garage, driving very carefully this time. We breathed a sigh of relief when we finally hit blacktop and started laughing when we pulled in in front of my house. By that evening, the Jeep had a new battery that was properly secured down. The next day, we repeated our trip and made it successfully. It always cracks us up when we think back on the welded battery terminal, the old rancher who never offered any help and the patched up battery that got us back home again. We could have called for help at any time, but who needs help when you have two red-necks with with a pair of vice-grips and a roll of duct tape in an old Jeep :lol: |
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1963 CJ3B - F134 Hurricane, T-90C, D-18, 5.38s, Overdrive, 938YF, 12V alternator 1969 CJ5 - Dauntless V6, T-14, D-18 2004 TW 200 | |
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| John C | Apr 18 2009, 10:17 AM Post #10 |
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'If it moves and it shouldn't, use duct tape. If it doesn't move and it should, use WD40' It's the only tool kit you need and Doug's tale bears this out. Flat Fenders Forever JC |
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| bob in NC | Apr 22 2009, 08:36 AM Post #11 |
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getting drunk in high school, sawing walnut logs in the dark with a 2 man hand saw, running through the woods from the cops with the lights off, getting stuck, coming back the next day only to see the jeep was inches from rolling down the embankment a couple hundred feet. |
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