Civilian

Early CJs

CJ1, CJ2, AgriJeep

Early after production of the MB started Willys thought they should start development of a civilian model so sales after the war could be taken advantage of. After all with so many GIs running around in MBs they would be sure to be a sellable item after the war.
They developed all of the PYO tools for both farming and industry during the war years, brought the prototypes around to farms and demonstrated them and made plans for post war production. you can read in several books about these programs, Jeep CJ 1941 to 1986 has a large section with a lot of photos from the authors private collection he publishes in the book.
They must have been a lot of discussion about naming the vehicle. Seems they demonstrated quite a few Agrijeeps, but decided that name could pigeon hole the sales so they dropped that. CJ1 and CJ2 Models were seen being demonstrated, however when the first civilian jeep was produced it was the CJ2a.
The Press was very impressed with the early prototypes, and when they showed up a stir was always around.
Surviving pictures are hard to find, and many were doctored to be in press releases.

CJ2a

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The Willys-Overland CJ2A was built from 1945 to 1949. It was the first Jeep that was easily owned by the civilian public. The CJ2a was heavily based on the MB Military Jeep. The MB has a 9 slot grill whereas the CJ2a has 7 slots.





Engine
The CJ2a came with the L134 Go Devil four cylinder flat head engine.


Axles
The MB came with 4.88 gearing in the axles but the CJ2a came with an even lower gear ratio of 5.38. Until about 1946 the CJ2a came with the Dana 23 full floating rear axle. This was the only full floating rear axle ever offered in a CJ. Click here for more info on the

Later the Dana 41 was used in the rear.

Originally the Dana 25 was used as the front axle for the CJ2a.

The low gears in the CJ2a axles were not good for the highway. They were meant for low off-road use. A large percentage of the CJ2a's were used for farm use. They were often fitted with plows to be used as a tractor. There was three optional PTO options for the CJ2a. One PTO could be fitted to the front of the engine. Another on the transmission and a third option was to have the PTO drive on the rear bumper. This PTO was powered off the rear of the Dana 18 transfer case.

The CJ2a had a vacuum motor activate the windshield wiper on the drivers side. To wipe the passenger window there was a hand lever you would move back and forth to wipe the passenger side.

Willys Overland CJ-3A

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The Willys Overland CJ-3A was produced from 1949 to 1953. It was to replace the CJ-2B. The most noticeable difference is the windshield of the 3A has the wipers on the bottom. Willys Overland made other changes to give the driver more room. The driver seat was moved back but it still had a 80 inch wheelbase. It had a taller windshield gave more headroom. All CJ-3B's came with a 6 volt electrical system that included a generator. It is a common mod to upgrade to a 12 volt system with an alternator.





Engine
The Willys L134 engine was used in the CJ-3A. It was a 4 cylinder that produced 60 horsepower and was nicknamed the “Go Devil”. While the majority of automotive Engines have the valves in the head, this engine was an L-Head design. That meant the valves were in the engine block.







Drive-train
The CJ-3A came with the T90 three speed transmission.
The transfer case was the Dana 18. This TCase came from the factory with twin shift levers. The rear output is on the passenger side. It is a strong transfer case. Warn made an overdrive for the Dana 18.
The front axle is a Dana 25 with an enclosed steering knuckle.
Originally Willys Overland used the Dana 41 rear axle in the CJ-3A. Starting in 1951 the Dana 44 was used.

Accessories
The CJ-3A was often used on farms. The CJ-3A could be used to plow.
There was a lot of accessories that could be attached to the PTO.

CJ3b

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One of the funniest things about flat fenders, is the one we consider the ugliest, was the one that ran the longest.
The CJ3b was also the one with the least amount of development. It seems the old Flat head engine was long in tooth and Willys had developed a new head for it. With this new head, the F Head Engine there was a significant percentage of both horsepower and torque. 9 pounds of HP in the regular engine and 12 in the higher compression version. This was more than 10 percent so Jeep decided to change the hood, cowl and grill of the CJ3a and release the CJ3b.

Production

15 years of production made it the longest flat fender produced, 1953 to 1968, although the sales are to 1965 to civilian the market. It is an interesting note that the CJ3b is still made under contract by Mihandra and Mihandra in India and in Columbia by Wilco today. Mitsubishi made it in Japan till 1998 and Spain, Viasa produced this Jeep from 1953 to 1985.
The Farm Jeep was a side model produced in 1953, 65 units, and 1954, 12 units.

Options and changes

It was offered with both hard top or soft top. Development was really slow so not many changes were offered, most development went into the CJ5. Major changes include switching to a 12 volt electrical system in 1957, however you could still order it with a 6 volt system till 1960.
Options included all the PTO and farm tools of the past, this was basically a CJ3a with a more powerful engine.

1953 the cost was $1377 and 27,551 units produced
by 1954 the cost was $2117 with 5,271 units produced
by the end of the run over 150,000 units were made and sold in America.

CJ4 the forgotten CJ

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The Cj4 was a development tool for the Military.
from this came several Military Models and the CJ line got the CJ5 and CJ6
here are a flow chart and another chart with the CJ4 identified


Notice the 4 jeeps in the middle of this chart, they are all CJ4 development Jeeps.

There have been rumors for years that only one was made but there is paper work found from Jeep where the CJ4 is mentioned along with regular production Models. Something a one off model would not have plus engineering papers for spring rates.







A new example has been found, debunking the idea there was only 1, here are some pictures of the 2 we know of to still exist.







The new find.



And now for pictures of Military Models.





Is this a Military, or a third Civilian?









Production Numbers seem to be lost, and the Army has a habit of destroying Models after they test them. For those reasons we may never know how many of the CJ4s were produced, however it looks to be from the number of Models in these pictures that they tested quite a few, Personally I feel if several hundred were made it would be a low number.
Lost in history, the CJ4.

Modern CJs

The CJ5 was produced from 1955 until 1983 with three major changes.

• 1955 - 1971
• 1972 - 1975
• 1976 - 1983

CJ5 1955 to 1971

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Early Stock CJ5, notice the cutout area for a snorkel on the hood

This next picture also has the snorkel cutout on the hood but is missing the metal plug that should cover it.



Another easy way to spot these early CJ5s is the access plate in front of the windshield in the above picture. In the Military M38A1 this gained access to the battery compartment. In the civilian CJ5 this is welded in place and the battery is under the hood.




The CJ5 is the only CJ built under 3 Jeep owners, Willys introduced it in 1955 and a month later merged with Kaiser. They continued to use the Willys name for some time but eventually took the Willys stampings off the Jeep, replacing them with Jeep stampings. Jeep was sold to AMC in the early months of 1970.
The CJ5 was the longest running of the CJ family, it was produced in 3 generations, the First was this, the "short nosed CJ5, so named because the next generation they added close too 4 inches to the Jeep, all in the engine department.
The CJ5 was developed from the Military model, the M38a1, following the Military model by 2 years to go into production. It seems it took this long to convince the Military to allow Willy's to use the platform the Military had paid to develop. It is very closely related to the M38a1, with very few changes. Features like fuel tank size, low range ratio are a few of the changes. Willys even took a few years to delete some items like the cut out for a snorkel in the hood die. However they did use a one piece window for this Jeep ( a 2 piece window was an option at first).
The frame size and pattern of tabs are extremely close to all earlier jeeps.
Being the first of the non flat fender Jeeps of the CL line it broke ground in the "Streamline" range, if a Jeep could actually be so.
It was introduced with a Dana 25 closed knuckle front axle, a Dana 44 tapered 2 piece semi floating rear axle, the D18 transfer case was geared at 2.43 to 1. the original transmission was the T 90 3 speed, they used this transmission behind the 4 cylinder engine through 1971. The original engine was the 75 hp F head 134 from the CJ3b.
Softer seat, and softer springs were things Jeep told the public made this a better jeep than other Models

• The CJ5 specs are as follows:
• Wheelbase, 81 inches
• Length 135.56 inches
• Height 67 inches
• Width 71,75 inches
• Tread 48.44 inches
• Front overhang 22.56 inches
• Rear overhang 32 inches
• Front/rear axle clearance 8.62/8 inches
• Approach angle 45 degrees
• Departure angle 30 degrees
• Break over angle 30 degrees
• Tires were 6.00x16
• Curb weight of 2274 pounds (in the F134/T90 form with no options)
• GVW of 3750 pounds
• Axle ratio, 538. to 1 (Base model)
• D 18 transfer case with a 1 to 1 high range and a 2.43 to 1 low range
• T 90 a gear ratios (1953 to 1962) 1st 2.79, 2nd 1.55, 3rd 1, reverse 3.79
• T 90 c gear ratios (1963 to 1971) 1st 3.34, 2nd 1.84, 3rd 1, reverse 4.53
• T 86 aa gear ratios (1965 to 1967) 1st 2.79, 2nd 1.68, 3rd 1, reverse 3. 79
• T 14 gear ratios (1967 to 1971) 1st 3.10, 2nd 1.61, third 1, revers 3.10
• T 98 gear ratios (option behind the F134) 1st 6.40, 2nd 3.09, 3rd 1.69, 4th 1, reverse 7.82
• T 18 gear ratios (option behind the V6) 1st 6.32 2nd 3.09 3rd 1.69 4th 1. reverse 7.44
• 134 F head (1955 to 1971) 75 hp at 4000 rpm, 114 pounds of torque at 2000 rpm
• 2 heads were offered with this engine, a yellow painted one with 7.8 to 1 compression ratio for high altitude use and the standard engine had a black painted 7.4 to 1 compression head.
• 225 V6 (1965 to 1971) 155 hp at 4200 rpm, 235 pounds of torque at 2400 rpm

It is interesting to note that at the beginning of the production of the CJ5 it was mainly a work vehicle. Sales were strong to agriculture and industry. By the time 1971 came around this vehicle had a strong sporting reputation and was a favorite among the off road and sportsman crowd. More and more units were being sold as secondary vehicles to be used in the back country while exploring or while fishing and hunting. The utility vehicle was morphing into the Sports Utility vehicle and more Brands were entering the market for their share.
The CJ5 was a nice competition to it's contemporaries.
The Warn overdrive was an option giving you 25% more gear ratio in any gear, and a PTO was offered that came directly off the transfer case and operate a winch or a large selection of farm implements. Several fire fighting implements could be bought to match the PTO as well as construction tools, this was a very versatile vehicle.

Notable changes to the CJ5 over the years were as listed below.
In 1961 to 1965 a Perkins 62 hp, 192 CI engine was available. I am having trouble finding out what transmission this used, sorry.
From 1965 to 1971 a Dauntless 225 CI 155 Hp v6 was available with a T 86 or T14 transmission standard.
In 1966 they dropped the fake battery box cover on the side cowl.
The snorkel cut out on the passenger side of the hood was dropped in 1965.
In 1970 the side gas fill and under seat gas tank was moved to the rear of the vehicle under the tub with the fill on the passenger rear panel. Tank size was increased to 15 gallon.
In 1965 they offered a single stick transfer case sifter.
The rear axle was upgraded to a flanged D44 in 1970 and the front one was upgraded to the D27 during the 1960 model year.
Side markers were on the hood in 1969 and on the front fenders starting in 1970.
Transmissions were the T90 with the 4 cylinder, with a 4 speed T 98 sometimes found, the V6 got the T 86 till 1967 when they switched it to the T 14 a stronger transmission. A few were produced with the T 18.
The windshield and frame were changed in 68 with the wipers going to the bottom, the motor is also outside under a cover.
Somewhere in the 1968 to 1969 time frame the started using a dual cylinder Master cylinder instead of the single cylinder one they had used before that.
In 1971 they replaced the old linkage style clutch mechanism with a cable pull system.
In 1957 they went from a 6 volt to 12 volt system.
In 1956 the shackles on the front springs were moved from the rear to the front mounting point.

As seems to be a Willys tradition, many of these changes took place mid year with no announcement. They would do some the new way and others the old way till parts of the old way would be used up.

With the CJ5 there came the first of the "Editions" for the Jeep with the Tuxedo Park, 462, Renegade, and Renegade 2 being notable Editions.
The hard top was redesigned for the CJ5.

In 1955 one of the main markets for the CJ line was agriculture and industry and the options for the CJ5 reflects this.
A PTO was a popular option as it allowed a multitude of tools to be used with the Jeep. Willys offered them from the factory and many dealers also offered them from the dealership. Koeing and Ramsey were just 2 of the brands offered. A winch was a popular add on as was the belt pulley drive and the hydraulic lift. This lift allowed a multitude of farm implements to be used behind the Jeep. A engine governor was available for ease of use. Front bumper weights were an option when using the Jeep for heavy work.
Other Options for the jeep were a passenger seat, a 2/3-1/3 bench seat for the front, rear bench seat and rear wheel cover pads. Both a hard half top and a hard full top were offered as was a soft top. A hood catch, passenger safety rail, glove box door and access steps were options for creature comfort, a pintle hook was offered for towing convenience.
For hot weather use a high pressure radiator cap was on the option list and for high altitudes they offered a high compression head. Directional signals, a rear reflector, under hood light and fog lights could be ordered. If you loved your engine, get the optional gas filter. Dual horns were offered so you could be heard. High output alternator and a heavy duty battery set you up for high output accessories.
Options were added during the early years and it can be hard to find what year an option was first offered.
By 1966 they were offering 4 speed Transmissions, a T98 behind the F134 and a T18 behind the V6, also listed that year were Warn Hubs. 4 Axle ratios were offered, 4.27 and 5.38 with the F head and 3.73 and 4.88 with the V6. The Trac lock Differentials were offered.
By 1971, the last year of the Early CJ5 the option list was well filled out with ways to beef up the suspension, cooling , and engine, creature comforts and safety all being addressed.

• Base Price
• 1955 $1,496
• 1956 $1,577
• 1957 $1,886
• 1958 $1,979
• 1959 $1,976
• 1960 $1,979
• 1961 $1,980
• 1962 $2,055
• 1963 $2,109
• 1964 $2,211
• 1965 $2,211
• 1966 $2,284
• 1967 $2,681
• 1968 $2,683
• 1969 $2,823
• 1970 $2,930
• 1971 $2,886

CJ5 1972-1975

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American Motors Corporation - AMC
Early in February 1970 (2/5/1970) American Motors Corporation (AMC) officially acquired Kaiser Jeep corporation. The changes began immediately as AMC was hungry for more of the market in vehicle sales. This acquisition made AMC the 75th largest industrial corporation in the US totaling their worth to $1.2 billion. AMC was marketing very aggressively towards the growing sports utility and 4x4 market.
General Information:
1972
In 1972 the changes AMC had been making to CJ's, reliability, durability, increased passenger / driver comfort and splitting Models to CJ-5 / CJ-6 increased to now include:
Discontinuing the previously available 134cid 4 cyl and 225cid V-6 Engines and instead offered the new standard 232 I-6, and optional 258 I-6 and 304 V-8. Fitting these newly offered Engines required AMC to stretch the nose of the CJ-5 jeep (hood and fender areas) 3.3" and also stretching the wheel base to 84".
Click here for more on the 232 I-6 Engine
Click here for more on the 258 I-6 Engine
Click here for more on the 304 V-8 Engine
With the new power available, AMC decided to upgrade the brakes as well. The old standard 10" x 2" brakes were replaced by 11" x 2" brakes offering a total of 180.8 sq. in. of braking surface.

This change was a result of the replacement of the Dana 27 front axle with the full floating open knuckle Dana 30 front axle. This new axle was used in marketing to claim the open knuckle design was easier to maintain and decreased the tendency to "wheel shimmy". The curb to curb diameter shrunk from 1971's 38.6ft - 1972's 32.9ft.

The clutch was addressed as well, now using a 10.5" diameter clutch handling 290ft/lbs for all 3 engine options.

The rear axle capacity increased from 2500lbs to 3000lbs with the semi-floating Dana 44.
Click here for more on the Dana 30 front axle
Click here for more on the Dana 44 rear axle
Gear (axle) ratios from factory were the standard 3.73:1 and optional 4.27:1 for all three Engines and transmission option combos.

The transfer case changed from the previously used parking brake equipped Dana 18 model to the Dana 20 that had previously only been used in the Jeepster and J-Series Models. This decreased the low range in the transfer case from 2.46:1 to 2.03:1 but increased the ease of shifting by using the longer shifting lever.

Click here for more on the Dana 20 transfer case
Click here for more on the Dana 300 Transfer case

Steering system changes from the old cam and lever system to the Saginsaw recirculating ball setup reduced steering effort and provided improved recovery according the claims by AMC. It was also easier to service, and reduced the possibility of steering play. Power steering was optional for all Engines for the first time. AMC received koodo's for this change from "Off-Road Vehicles" in Jan/Feb 1972 saying "the addition of power steering is certainly the most marked improvement so far!"

Though the side mounted spare tire and movable tailgate were still standard, AMC offered the rear mounted spare and fixed solid tailgate claiming it provided a "better appearance and more convenient spare location"

1973
The changes from 1972 - 1973 CJ-5 Models were less apparent. Most of AMC focus was concentrated on the new Quadra-Trac full-time 4WD system.
Click here for more on the Quadra-Trac system
Other small changes that were made included the reference numbers from 5 digit to 2 digit, soft-feel control knobs and new gauges for oil pressure and ammeter. The needle colors changed from white to fire orange and now included bright trim rings. Parking brake release and heater controls locations were also some minor changes recorded. In addition the wiper motor now included a plug that would disconnect to easily allow the folding and removal of the windshield. One additional change in 1973 was the addition of the now standard rear fuel tank skid plate.

The drive train options remained the same, but for small changes within individual components.

1974
In 1974, CJ's were upgraded with a new braking system yet again, including proportioning valves, new drums, linings and master cylinder. Stronger body to chassis mounts, higher output heater and a new optional federal 5mph bumper standard bumpers were also some small changes this year.

Additional internal engine changes were done resulting in the newly introduced EVAP and exhaust standards for utility vehicles starting in 1974.

1975
1975 included a lot of changes, the new frames being one of the largest. All Models now included the new frame with increased gauge side rails. New ignition systems were implemented as well, decreasing the chance for long cranking times and undependable starting. The result was quicker more reliable starting in most any weather. The dash included a new disconnect plug allowing the owner to easily remove the dash for diagnosis and repair of wiring issues behind it.

The gauges changed once again with the replacement of the ammeter with the voltmeter showing battery condition and alternator status.

AMC now offered for the first time a factory installed AM radio. It was mounted below the instrument panel with a weather proof console and connected to a whip style antenna.

Also offered was a column mounted tachometer and HR-78x15 radial tires.

There was a newly offered "Cold Climate Package" which would provide the owner with a engine block heater, 70amp battery, and higher out-put 62amp alternator. This was a valuable package deal for cold weather locations.

Dealers could install a newer version of a soft top boasting it's larger door opening size and increased visibility.

Up until 75 all options of the Engines were operable on regular, low, and no lead gasoline. 1975 brought the warning labels "UNLEADED FUEL ONLY" located on the instrument cluster and refueling area.

Pricing

1972
In 1972 you could expect to pay $2955.00 USD for a base model CJ-5. The following are optional upgrades you could have chosen, and their added cost in USD.

Free-Wheeling Hubs: $98.00
Power Steering: $148.00
Power Brakes: $46.00
Limited Slpi Rear Differential: $62.00
Oil and Ammeter Gauges: $17.00
Heavy-Duty Frame: $20.00
Heavy-Duty Springs and Shock Absorbers: $39.00
Front Passenger Bucket Seat: $74.00
Split Front Bench Seat: $89.00
Rear Bench Seat: $92.00
55amp Alternator: $38.00
70amp Battery: $12.00
Cigarette Lighter: $28.00
Padded Instrument Panel: $38.00

1973
In 1973 you could expect to pay $3086.00 USD for a base model CJ-5. The following are optional upgrades you could have chosen, and their added cost in USD.

Rear Track-Lok Diff (3.73:1): $59.40
H78 x 15 Polyglas Suburban Tires: $81.10
4-Speed Manual Transmission: $107.30
Cigar Lighter: $8.65
Front Passenger Bucket Seat: $72.10
Dual Sun Visors: $13.55
Heavy-Cuty Cooling: $25.60
Draw Bar: $26.80
Rear Bucket Seats: $72.10
Power Steering: $143.25
Passenger Saftey Bar: $6.85
Padded Instrument Panel: $31.90
Semi-Automatic Hubs: $59.80
Heavy-Duty Frame: $18.90
Heavy-Duty Front and Rear Shocks: $37.60
Heavy-Duty 70amp Battery: $11.30
51amp Alternator: 26.75
258cid I-6 Engine: $53.85
Oil and Amp Gauges: $16.65
Roll Bar: $54.65
1974 to 1975

In 1974 to 1975 you could expect to pay $4099.00 USD for a base model CJ-5. The following are optional upgrades you could have chosen, and their added cost in USD.
Hardtop: $399.00
Rear Passenger Seat: $89.00
Padded Dash: $39.00
70amp Battery: $18.00
Outside Passenger Mirror: $7.50
Free-Wheeling Front Hubs: $85.40
Rear Trac-Lok Diff: $69.40
H78 x 15 Tires: $84.74
AMC 304 V-8 Engine: $125.65
Heavy-Duty Shocks and Springs: $39.60
AM Radio: $69.00
Lighter & Ashtray: $9.95
Rear Spare Tire Mount: $9.60

CJ5 1976-1983

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Some of the best news to come from AMC in 1976 was that the Cj-5 would still be available along side the Cj-7. The 84 inch wheelbase version didnt change much over its last 7 years of production. A new windshield was introduced along with a slightly wider frame. Subtle body tub changes also occured requiring new top dimensions for the 1976-1983 Models. Photo credits: Ebay.com , Collins Bros.com and member Bill92250c Golden Eagle.

Engines

The 4 cylinder 151 Iron Duke.


The 232 inline 6 cylinder.



More information on your Jeeps engine can be found here:

Drivetrain
Cj-5s received a nice variety of Transmissions from 1976 to 1983. Earlier Models enjoyed the T-150 3 spd along with the T-18 4 speed. Later 4 spd options were the T-176 (medium duty) along with T-4 , and the SR-4 . The T-5 was also available. For more information on these Transmissions follow this link:

http://www.jeep-cj.com/forums/f105/manual-cj-transmissions-12112/

There were only two different Transfer Cases offered for the 1976-1983 Cj-5. Both were gear driven Dana units in the form of the Dana20 and the Dana 300. More information on both Transfer Cases can be found here:
Click here for more info on the Dana 20
Click here for more info on the Dana 300 TCase

All 1976-1983 CJ5s came from the factory with a front Dana 30 axle and a rear AMC Corperate 20. More information on both can be found here:
Click here for more info on the Dana 30 Axle
Click here for more info on the AMC 20 Axle

Topping the last CJ5

While no hardtop was available from the factory aftermarket tops were produced. First you see an Acme hardtop on member trujillio 351s Cj5. Next is a factory soft top off an ebay.com ad followed by another hardtop by an unknown manufacturer off supermotors.net.

General Information
Beginning with the 1976 model year there were some subtle but important changes made to the Cj-5. The windshield was angled backward slightly along with a more "rounded" version of the earlier body tub. The front and rear portions of the frame being boxedand while the Dana 30 remained up front , the dana 44 was replaced by the Amc Corprate 20 rear axle.

Enthusiasts
Which CJ-5 catches your eye?

The CJ-6, A Longer CJ-5

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The Cj-6 model was offered to civilians from 1955 (sold as a 1966 model) up until 1981. Basically a longer version of the Cj-5, the Cj-6 had its wheelbase stretched to 101 inches. In 1972 3 more inches of wheelbase were added bringing the total to 104 , the longest for a Cj model. Here you see an early half cab edition along with Lloyd Allisons modified full soft top version.









The CJ-6 was based off the M-170 which was already at work in the Military in 1953. The M-170 had some very noticeable differences. It was often used as a field ambulance and had a larger "U" shaped passenger door opening making it easier to transport up to 4 wounded seviceman. They also had the Military style headlights that could be turned around in the grill to illuminate the engine compartment.

The CJ-6 never enjoyed the fanfare of it smaller wheelbased counterpart the CJ-5. However its Jeep capability along with its increased capacity made it a favorite of fire companys along with border patrol. Photo credits: Jp magazine , vintagemilitarytrucks.com ,caftulsa.org, and The 3bpage.com

Engines
With the CJ-6 being produced from 1955 all the way through to 1981 it ran the gamut of Jeep Engines.



151 4cylinder.


Buick Dauntless V-6





AMC 258


AMC 304

Drivetrain

As with the Engines there were a number of different Transmissions used in the Cj-6. The three speeds offered were the T-90 , T-14 , T-15 and the T-150. 4 speeds were the the T-98 , T-18 and T-176. In 1976 the Th-400 automatic was introduced. More information on these and other Jeep Transmissions can be found here:

Drive-train Section: Transmissions:
Manuals
Automatics
With all the different engine and transmission combinations an 4 different Transfer Cases as well. The Dana 18 , Dana 20 and Dana 300 found their way behind manual transmission Models. The Borg Warner Quadra Trac unit backed up the Th-400 automatic. More information on these Transfer Cases can be found here:

Transfer Cases

With an almost 30 year production run , there were also quite a few axles under the Cj-6. Out front the Cj-6 used the Dana 25, Dana 27 and the Dana 30. The Dana 44 and AMC Corprate 20 were the axles of choice for the rear. More information on these axles can be found by clicking each of their links.

Tops of the time







Pictured above are a few of the top options offered over the 31 year production run. First is a Myers 1/2 cab , a Whitco full soft top , a Myers full hard top and the last is a Koenig full hardtop. Many other soft tops were offered by the aftermarket throughout the production run.

The last CJ , the CJ-7

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In 1976 a new model was added to the Cj line , the CJ-7. The CJ-7 would be produced from 1976 to 1986 when the last CJ rolled off the assembly line. The CJ-7 was born out of ever increasing government regulations and AMC wanting the Jeep to appeal to a broader base of customers. It would be the only short wheelbase Jeep offered when the CJ-5 was phased out in 1983. Two of the most noticeable characteristics that set the CJ-7 aside from the CJ-5 are a slightly longer wheelbase at 93.5 inches along with the larger "U" shaped door openings.

Engines







There were quite a few factory engine options tucked under the hood of the classic Cj-7 model. Pictured in order are the R D crate motors version of the later 151, the 232 6 cylinder from jpmagazine.com and its successor possibly the most popular CJ engine the 258 from member marcaurell. The 304 8 cylinder from the CJ3b page was also a popular option.

Drivetrain

Since the CJ-7 was born in the 1976 model year transmission options stretching to the 1986 version were abundant. The 3 speed version was the Tremec T-150. From 1976 to 1979 possibly the most prized 4 spd version was offered in the Warner T-18. The Borg warner T-4 and Sr-4 along with the Tremec T-176 round out the rest of the 4 spd. manuals. Also available was the Borg warner T-5.

All those manual Transmissions weren't the biggest news drivetrain wise for this new CJ-7 model. For the first time ever a CJ was offered with an automatic transmission. A GM TH-400 with an AMC bellhousing was mated to your CJs engine along with a full time 4wheel drive transfer case from Borg warner known as the Quadra Trac option. The Quadra Trac option was a full time four wheel drive chain driven Borg Warner unit only used behind this transmission. It had an optional four wheel low that was a bolt on unit.

The Quadra Trac lasted from 1976 - 1979. In 1980 two new automatic Transmissions were available , the Chrysler TF 904 behind the 4cylinder while the Chrysler TF 999 backed the 258 Engines.

From 1976 to 1979 the CJ-7 received a strong gear driven Dana 20 transfer case. From 1980-1986 CJ-7s relied on a more compact but just as strong Dana 300 transfer case.

All CJ-7s used the Dana 30 front axle. All CJ -7s except for a few 1986 Models used the AMC Corporate 20. The few 1986 Models without the AMC Corporate 20 received a Dana 44 rear axle.

Versatile top options







While hardtops were offered for earlier Models the CJ-7 series was the first to receive the fiberglass top we're accustomed to today from the factory. Also new were full steel doors with roll up glass windows. Mixing and matching components gave CJ owners more options than ever before.

General Information

Production numbers by year are as follows: 1976 -21,016 , 1977 -25,414 , 1978- 38,274 1979 - 55624 1980 - 38,183 1981 - 27,767 1982 - 23,820 1983 - 37,673 1984 - 42,644 1985 - 43,315 1986 - 25,929 That puts the total number produced at 379,659

CJ-8 Scrambler

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The Jeep Cj-8 or Scrambler was produced from 1981 -1986. Like many AMC vehicles the Scrambler was ahead of its time. The Scrambler shares many of the same attributes as the Cj-7 on a longer wheelbase that measures 103.5 in.The obvious difference (other than the overall length) comes via the 1/2 cab hardtop and bulkhead turning the CJ into a mini pickup.

Engines

There were only 2 engine options available for the Cj-8 Scrambler. They were the Pontiac 151 4cylinder and the venerable AMC 258. The 6 cylinder pictured is member @Sasquatchs 258 with fuel injection add on. The Pontiac 151 picture came from jeeptech.com. Only 27,792 Scrambler rolled off the assembly line in its relatively short 5 years of production.

Drivetrain

For a run that lasted only 5 years there were quite a few of Transmissions behind the above mentioned 4 and 6 cylinders. Three different 4 speed manuals were offered over the years. They were the Borg Warner T-4, Borg Warner SR-4 and the Tremec T-176. A 5 speed Borg Warner T-5 rounded out the manual transmission options. More information on manual Transmissions can be found by clicking their names / links above.

Two different 3 spd. automatics were also available, the Chrysler TF 904 behind the 4 cyl. and the
Chrysler TF 999 backing the 6 cyl. version. More information on automatic Transmissions can be found by clicking their names / links above.

All Cj-8 Scrambler used the Dana 300 transfer case . More information can be found by clicking it's name / link above.

All Cj-8 Scramblers used the dana 30 front axle and rear AMC Cooperate 20. More information on these axles is available by clicking their names / links above.

Versatile Top Options





Like most Jeeps of the era Cj-8 Scramblers had a nice selection of tops to chose from. Here you see President Reagan showing off his 1/2 soft top and wooden side boards in a picture from jpmagazine.com. You can also see the standard 1/2 hardtop on member Holes Brown Cj-8 Scrambler.





Here in the U.S. the Cj-8 Scrambler was marketed mainly as workman like pickup. Overseas versions received a full hardtop called the World cab. Some of these tops have it made it into the U.S. over the years as seen here on @jeff Scherbs Cj-8 photo from jeepcj8.com. Most of these tops have come here via Alaska. The Alaskan postal service ordered 230 Cj-8s equipped with the world cab , side opening "barn door" and insulating foam sprayed in the entire cargo area to ensure the mail indeed did get delivered.

General Information

The CJ-8 had a $7288 price tag in 1981, $7922 with Hardtop and options. In 1983 it went up to $7563/$8392.
The last 2 years of production saw price drops as each successive year, fewer Scramblers were produced.
Production Totals: 1981; 8355 / 1982; 7759 / 1983; 5405 / 1984; 4130 / 1985; 2015 / 1986; 128

Enthusiasts





Whether your looking for an all out rock climber like member @LongHorn or classic Cj restoration like this Silver Mist edition from Jeepcj 8.com a Scrambler is a great option.