20 Years, One Jeep - Lessons From a Lifetime With a CJ2A

We’ve all seen build videos, but what about build regrets? 4x4 builds come with making hard choices sometimes and here we get a refreshing look at a Jeep that’s been with its owner for 20 years! Let’s get on with it.

Samuel Sievert has been wheeling his 1947 Willys CJ2A since he was 14 years old, and after nearly two decades of building, rebuilding, and modifying this flat fender, he’s got some thoughts on what he’d do differently. This isn’t just another build story - it’s a brutally honest look at the lessons learned from a lifetime spent wrenching on one of the most iconic rigs in the off-road world.

Getting your hands on a CJ2A as your first vehicle at 14 is pretty much every wheeling enthusiast’s dream, but Samuel’s journey with this particular Jeep goes way beyond just another restoration project. He’s married his wife because of this Jeep, made lifelong friends through the build process, and learned more about fabrication and life than most people do in a garage full of projects. The rig has been through multiple iterations, from restoration to heavy modification, and it’s clear this flat fender will never leave his stable.

The first thing Samuel would tackle differently involves the aesthetics. Those PRP seats with blue and red might have worked on another build, but he admits the blue is just too blue for this particular Jeep. Black and red would have been the way to go. When you’re spending serious money on quality seats, getting the color combo right matters more than you might think.

The cage work, done with help from Phil Hoffman, taught Samuel how to bend tube, but he’d make one key change - ditching the stock windshield for an MB unit that sits an inch and a half shorter, or even a 3B windshield for an even more aggressive look. The current setup works with manual wipers, but that lower profile would have given the whole build a more purposeful stance.

Body work is where Samuel really wishes he’d taken more time. The Jeep went through a restoration phase before getting beat up during the heavy modification process, and rushing through certain aspects left him with imperfections he still notices like holes in the bed that needed more attention.

The axle setup is solid but not perfect. Those offset flange Dana 44s work, but Samuel wants to go wider - an inch or two per side would really fill out the wheel wells. The plan is to step up to Q78-15 TSLs, moving from the current 34s that actually measure out to a sad 31". The front will clear the 36s no problem, but the rear needs work.

Ground clearance could be better. The current setup only gives about 2.5-3" of belly clearance, and Samuel wishes he’d been braver about cutting the floor to raise everything up. Sometimes you’ve got to commit to the modifications instead of playing it safe.

The brake lines could use cleaner routing, but those sliders work exactly as intended. They’re simple tube construction tied into both the frame and cage, which means when you come down hard on rocks, you’ll feel it in your teeth. The direct connection between the sliders, cage, and frame transfers every impact straight to the driver, but that’s the trade-off for bombproof protection.

Samuel’s honest about the heater situation - he probably wouldn’t install one again, or at least would hunt down a smaller unit. Heated seats would have been the smarter choice for a rig that sees real use.

The V8 swap is where things get interesting. Despite being a “giant pain in the butt,” Samuel would absolutely do the V8 again in a heartbeat. That 283 makes all the right noises and delivers more power than he’ll ever need. A six-cylinder would have been easier, but where’s the fun in easy? If he were doing it over, he might consider an LS-series motor like a 5.3 or 4.8 for better reliability and parts availability.

The Dana 18 transfer case stays - it’s bulletproof and perfect for this application. The SM420 transmission works great with those truck gears, but Samuel admits that third pedal gets old when everything else in his fleet is also a manual. An automatic would let his wife drive it more, since she’s not a fan of the clutch setup.

Those Advanced Adapter swing pedals seemed like a good idea, but the clutch is insanely stiff despite using all their components, fittings, and hardware. The brakes are mediocre at best, which is concerning on a rig this capable.

The differential setup tells a story of compromise. The lunchbox locker up front works great, but that TrueTrac in the rear becomes useless once you lift a tire. Samuel’s finally getting ARBs installed after having the rig plumbed and wired for them for nearly a decade.

One thing Samuel won’t do is stretch the wheelbase. Flat fenders are supposed to be compact, and stretching one to CJ5 or CJ7 dimensions just looks wrong. If you want more legroom, buy a different Jeep.

That rear bumper and fuel tank setup would get a complete redesign. The 15 gallon tank hangs too low and puts the pickup right in harm’s way. Moving it up and over the differential would protect it better while maintaining capacity.

The frame question comes up constantly - why not build a custom chassis? Samuel’s answer is simple: the factory frame works fine. Sure, it’s cracking at some factory welds, but with all the tube work tying everything together, the structure is solid. At 2,900 lb with a full cage, winch, big tires, and V8, the weight is reasonable for what it is.

Samuel’s CJ2A represents something special in the wheeling world - a build that’s evolved over decades, shaped by real experience rather than internet theories. His willingness to admit mistakes and share what he’d do differently makes this more valuable than any pristine trailer queen. This is what happens when you actually use your rig instead of just polishing it.