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The T-98 manual transmission was standard with the automatic as an option. It featured a 150 in (380 cm) wheelbase, a 202 in (510 cm) flat bed and tandem dually axles. The FC-190 was also shown in concept form in 1957. This model had a gross weight of 10,000 lb (4,500 kg). Features included a 150 in flatbed, the 226 cu in (3.7 L) "Super Hurricane" inline-6 or the 272 cu in (4.5 L) V8 as available engines, and the T-98 4-speed manual or 3-speed automatic as available transmissions. It was essentially a lengthened FC-170 DRW (wheelbase increased from 103 in to 123.5 in).
The FC-180 was shown in concept form on paper in a 1957 Willys company brochure titled "1958 Projects - Product Engineering".
FC-170 DRW Ī 1 short ton (0.91 t) dual-wheeled rear axle (dually) model with a 120 in (300 cm) load bed. This model had a gross weight of 7,000 lb (3,200 kg). A T-98 4-speed manual was available with both engines. A new 3-speed automatic transmission (based on the Ford Cruise-O-Matic) was only available with the inline-6 due to possible driveshaft angle issues. This was required to accommodate a new 272 cu in (4.5 L) V8 engine (based on the Ford Y-block) with a new transfer case. A 1958 concept version of the FC-170 featured a 108 in (270 cm) wheelbase. This was achieved by the forward-control layout. Brooks Stevens was also involved in the transformation of this truck platform into a passenger vehicle. Three operational concept cars were built by Reutter in Stuttgart, West Germany. Proposals included a "Forward Control Commuter" design that may have been among the earliest minivan-type vehicles. The FC layout offered advantages including a short turning radius and large cargo bed size given the compact overall length. According to the Society of Automotive Engineers (SAE), this was regarded as the lowest ratio offered by domestic manufacturers at that time within the standard light-duty commercial vehicle segment.
The updates in 1958 on both the FC-150 and 170 versions had attained a goal established by Willys engineers to design a versatile commercial vehicle in which the ratio of the vehicle's curb weight to its payload was 1 to 1. Power came from the Hurricane F-head and L-head 4-cylinder engines.
Numerous versions of the Forward Control Jeeps were manufactured for general and specialized applications with 1957 being the top production with almost 10,000 vehicles built that year. The unconventional forward control layout and "helicopter look" of the cab was too unusual for mainstream buyers during that era, but they were successful in specialty markets that included airport service vehicles, tow trucks, and railroad crew trucks that could ride the rails. Independent designer that was contracted by Willys since the 1940s, Brooks Stevens, used styling cues from full-size cab-over-engine trucks for this new futuristic-looking space-efficient vehicle with the center grille panel made to imitate the classic seven-slot Jeep design. As the marketplace grew more competitive in the 1950s, management developed a new range of modern cab and body trucks. Willys produced utility vehicles that remained almost unchanged since 1947.
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