Although in running condition and in a
reasonable state, Derek was keen to get the GP
looking and operating even better, so he took it
to Barry Ring at Whitedell Engineering. The two
have been friends for many years and Barry
has a reputation for getting the best from any
make of wartime Jeep. A few years earlier, he’d
restored two of Derek’s other Jeeps.
Barry’s engineering expertise provides a
unique insight into what makes the GP so
different under the skin. He begins from the
chassis up: “One of the most obvious things
is the chassis, which is completely different to
a GPW. It’s much narrower, smaller and made
from a heavier gauge steel. Attached to this is
the differential, which is fi tted on the opposite
side compared to a regular GPW. Also, the
transfer case is on the opposite side in a mirror
of a Willys and goes in the opposite direction.”
The gearbox is from a Ford Model A, although
the bearings are far heavier to cope with the
added stresses. Derek’s GP is equipped with
a Ford 9N tractor engine - one of a number of
slightly differing models that were used, but
Ford fi tted a lighter fl y wheel and a down-draft
carburettor, rather than an up-draft as used
on a tractor. While the engineering differences
between this Series Two GP and later Willys
GPW are numerous and mainly under the
bonnet, visually the body shows many uniqueFord features.
He added: “The body is completely different to
a GPW; it has nothing in common. It’s a much
simpler body, sitting much lower and is smaller
overall. Its construction is far more basic and
there’s no tank rail, so the fl oor is completely fl at,
but this comes at the price of a smaller fuel tank.
“The windscreen is similar to a later Jeep,
but the seats are more bucket-style and farThe bracket mount for the steering column is unique
to the GP. The steering wheel was positioned higher
on the GP, allowing the driver to get in and out of the
vehicle easilySeated lower and in bucket-style seats, the GP
is far more comfortable to drive than the later
production JeepsThe adjustable driver’s mirror bracket on the GP was
not carried over to the later designThe all-important vehicle data plate which is highly
prized by any Jeep owner. It indicates that this GP
was delivered to the army on September 17, 1941‘It’s the little things
that can prove the
most diffi cult to
fi nd, like shock
absorber links’
The fi rst examples of the GP rolled off Ford’s
production line in late 1940 and were evaluated at
Camp Holabird, Maryland, that DecemberIt’s the subtle differences on the GP that make
it different, such as the curved brackets of the
windscreen mountThe elegant looking speedo borrowed from a Ford truck looks out of place among the olive drab paintwork.
The GP offered far more room for the driver and provided extra leg room for people seated in the front