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 Post subject: JEEP VEHICLES PAST & PRESENT
PostPosted: Fri Feb 13, 2009 7:04 pm 
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By no means a direct and total history, just a better way to identify jeeps. :D


1940 Bantam Pilot

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Using the term that has become generic in the English language, this is the undisputed first "jeep." Built by the American Bantam Car Company of Butler, Pennsylvania, it was delivered to Camp Holabird, Maryland, on September 23, 1940. The first vehicle of a 70-vehicle contract, "Old Number One" was tested thoroughly and then spent the rest of its short life as a demo vehicle. It was wrecked in a traffic accident early in 1941, sent back to Butler and disassembled. The mechanical pieces were probably incorporated into the Bantam Mark II's that were then in production. Legend has it that the unusable body sections were buried along with a pile of scrap on the Bantam grounds.

Specifications:
Engine Continental Motor Co. BY4112 4 cyl 112cid 45bhp @ 3,500 rpm
Torque 86 lbs-ft @ 1800 rpm
Transmission 3 speed synchromesh Warner Gear T84
Transfer case Spicer Dana 18 two speed
Gear Shift Floor mounted
Axles Spicer Dana 4.88:1 23-2 rear, Dana 25 front
Wheelbase 80 inches
Weight 1,840 lbs,



1940 Bantam BRC 60

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The Bantam BRC-60 (or Mark II) was the first revision of the Bantam pilot model. These hand-built models were part of the first 1/4-ton contract for 70 vehicles (1 pilot model + 69 additional after acceptance of the pilot model, to be distributed as follows: 40 for the Infantry, 20 for the Cavalry and 10 for the Field Artillery.). The successful tests of the Bantam pilot model revealed some weaknesses, and improvements including the more military looking, squared-off front fenders were incorporated into the additional 69 BRC-60 (Bantam Reconnaisance Car) vehicles. Only one is known to still exist, in the U.S. Army Transportation Museum at Fort Eustis, Virginia

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Specifications:
Engine Continental Motor Co. BY4112 4 cyl 112cid 45bhp @ 3,500 rpm
Torque 86 lbs-ft @ 1800 rpm
Transmission 3 speed synchromesh Warner Gear T84
Transfer case Spicer Dana 18 two speed
Gear Shift Floor mounted
Axles Spicer Dana 4.88:1 23-2 rear, Dana 25 front
Wheelbase 80 inches
Weight 1,940 lbs



1940 Willys Quad

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Willys built five Quads, according to company records, and delivered two (one with four-wheel steering) for the Army's contract competition in 1940. Its 60hp "Go-Devil" engine blew the doors off Bantam and Ford (the other two competitors) and won the contract. The Quad, however, was a heavyweight and had to go on a big-time diet to meet the Army's requirements; when re-weighed, it was ounces inside the 2,160 pound limit. The Quads have all since disappeared, but one lasted long enough to be photographed in the early 1950's. If Bantam Number One marked the beginning of the Jeep era, the Quad marked the beginning of Willys' dominance of the series.

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Specifications:
Engine 134ci 4 cal L-head side valve "Go Devil"
Horsepower 60bhp @ 4000rpm (Other sources say 62-65 bhp)
Torque 105 pound-feet @ 2000 rpm
Transmission 3 speed synchromesh Warner Gear T84
Transfer case Spicer Dana 18 two speed (same as Bantam)
Gear Shift Mounted on steering column
Axles Spicer Dana 4.88:1 23-2 rear, Dana 25 front (same as Bantam)
Wheelbase 80 inches
Weight 2,423 lbs. (Other sources say 2,418 to 2,520 lbs.)



1940 Ford Pygmy


The Pygmy was one of two vehicles built by Ford for the Army contract race in 1940, and it was accepted for testing alongside the Bantam and Willys units. The Pygmy's overall layout, including the squared-off hood, headlights on the grille, and dog-legged windshield pivots, was highly praised and became the pattern for the later Willys MB. But like the Bantam, the Pygmy fell victom to the Quad's more powerful engine. The vehicle shown, owned by the Alabama Center for Military History, is the actual Pygmy that was tested at Holabird in 1940. Of the vehicles involved in the fierce, three-way competition that marked the opening chapter of the Jeep legend, only the Pygmy and the Budd-bodied Ford prototype still survive

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Specifications:
Engine 119.5 CID, 4 cyl, side valve 46 bhp @ 3,600rpm (Fordson Model N tractor engine)
Torque 84 lbs-ft @ 1,500 rpm
Transmission 3 speed Model A
Transfer case Spicer 2 speed (same as Bantam)
Gear Shift Floor mounted
Axles Spicer Dana 4.88:1 23-2 rear, Dana 25 front (same as Bantam)
Wheelbase 80 inches
Weight 2,150 lbs.

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PostPosted: Fri Feb 13, 2009 7:06 pm 
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1940 Budd Ford

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This Ford prototype had a body built by the Budd Corporation, which stayed closer in design to the Bantam pilot model, while the Ford engineers created a new design for the Pygmy. Perhaps Ford wanted this vehicle as a fall-back if the Army rejected its new design. At any rate, the Pygmy was indeed accepted for the tests at Camp Holabird, and the only significant action seen by the Budd-bodied prototype was in parades and war bond rallies. Shortly after the war, it disappeared until found in the California desert by Jeff Polidoro in 1998. It joins the Pygmy as one of the only two surviving 1940 pilot models, and will no doubt emerge from under its coat of yellow paint


1941 Ford GP

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A direct descendant of the Pygmy, the Ford GP was an updated model produced under an initial contract for 1,500 vehicles each from Ford, Willys and Bantam. As Lend-Lease requirements increased and the Willys design was finalized for mass production, more GP's were ordered and Ford ended up building 4,456 units, most of which went to Lend-Lease. Contrary to popular belief, the GP did not stand for "General Purpose." GP was a Ford engineering term, "G" for a government contract vehicle and "P" for 80-inch-wheelbase Reconaissance Car.

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Specifications:
Engine 119.5 CID, 4 cal, side valve 46 bhp @ 3,600rpm (Fordson Model N tractor engine)
Torque 84 lbs-ft @ 1,500 rpm
Transmission 3 speed Model A
Transfer case Spicer 2 speed (same as Bantam)
Gear Shift Floor mounted
Axles Spicer Dana 4.88:1 23-2 rear, Dana 25 front (same as Bantam)
Wheelbase 80 inches
Weight 2,160 lbs.

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PostPosted: Fri Feb 13, 2009 7:14 pm 
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1941 Willys MA

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Willys knew that the Army would want an improved model and started development of the MA even as the Quad was being tested. In the three-way deal, 1,500 MA's were ordered. The MA was definitley an evolutionary vehicle. Very much different than the later MB, the MA featured a column shift and a host of other detail changes that put it between the Quad and the MB. The basic drivetrain was still the Warner Gear and Spicer components of the Quad, Ford and Bantam. The MA is the least common of the pre-production Willys, with only about 30 examples known to exist of the 1,553 originally built; most were sent to Russia under Lend-Lease.

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Specifications:
Engine 134ci 4 cal L-head side valve "Go Devil"
Horsepower 60bhp @ 4000rpm (Other sources say 62-65 bhp)
Torque 105 pound-feet @ 2000 rpm
Transmission 3 speed synchromesh Warner Gear T84
Transfer case Spicer Dana 18 two speed (same as Bantam)
Gear Shift Steering column mount
Axles Spicer Dana 4.88:1 23-2 rear, Dana 25 front (same as Bantam)
Wheelbase 80 inches
Weight 2,450 lbs.



1941 Bantam BRC 40

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The BRC-40 was the final evolution of the Bantam design. The Army initially contracted for 1,500 units, but 2,605 were eventually assembled. Bantam ceased motor vehicle production after the last was built in December of 1941 and carried on building trailers, torpedo motors and landing gear. The BRC-40 had many fine features and was well liked by the Allied forces that used it; its light weight and nimble handling were particularly noteworthy. At least 100 BRC-40's have survived the years, making them the second most common of the pre-production 1/4-tons.

Specifications:
Engine Continental Motor Co. BY4112 4 cal 112cid 45bhp @ 3,500 rpm
Torque 83 pound-feet
Transmission 3 speed synchromesh Warner Gear T84
Transfer case Spicer Dana 18 two speed
Gear Shift Floor mounted
Axles Spicer Dana 4.88:1 23-2 rear, Dana 25 front
Wheelbase 79 inches
Weight 2,070 lbs



1942 Willys MB and Ford GPW

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By July 1941, the War Department desired to standardize and decided to select a single manufacturer to supply them with the next order for another 16,000 vehicles. Willys won the contract mostly due to its more powerful engine (the "Go Devil") which soldiers raved about, and its lower cost and silhouette. Whatever better design features the Bantam and Ford entries had were then incorporated into the Willys car, moving it from an "A" designation to "B", thus the "MB" nomenclature. For example, if the gasoline tank was directly beneath the driver's seat, combining the two main target areas into one, it would lessen the chance of a catastrophic hit.

By October 1941, it became apparent Willys-Overland could not keep up with production demand and Ford was contracted to produce them as well. The Ford car was then designated GPW, with the "W" referring to the "Willys" licensed design. During World War II, Willys produced 363,000 Jeeps and Ford some 280,000. Approximately 51,000 were exported to Russia under the Lend-Lease program.

The first 25,808 Willys MBs used a welded steel grille very similar to the Ford GP design, and there were a host of other differences from the later Willys. These early MBs had "Willys" embossed in the back panel. In production, the slat-grilles were given running changes until they finally evolved into the standard stamped-grille MB we know and love.

At the outset, all engines were produced by Willys but in 1942 Ford began to produce GPW engines to the Willys design. Midland Steel Corp. produced frames to the Willys specification and wre used by both Willys and Ford. Ford contracted with Murray Corp. for frames for the GPW after which Ford no longer used the Midland frames. During 1941 to 1943 Willys and Ford manufactured their own bodies, slightly different from each other. In early 1944, both Willys and Ford subcontracted their jeep bodies to American Central Body of Connersville, IN, who built the so-called "composite body" used by both manufacturers.

After about 25,000 units were produced, in early 1942 the MB/GPW was standardized with changes agreed upon by Ford, Willys and the Army. The 1941 and early 1942 production jeeps have many small differences from the later, full production models. The most visible change was the Ford nine-slot stamped grill which replaced the Willys slat grill (similar to the Ford GP) in March-April 1942.

Ford's River Rouge plant produced the first 77 GPWs with Willys engines and Midland frames in January 1942. Willys jeeps were produced in their Toledo, OH plant, while Ford had assembly operations at six plants around the country. Although small differences remained, the MB and GPW essentially met the Army's goal of being completely interchangeable in all parts. At the factories, there were Ford GPWs produced on Willys Midland frames or with Willys engines, plus other production expedients and subcontractor sharing, creating a mix of jeeps and parts to be sorted out by later generations.

During the course of the war, Ford built 277,896 GPW jeeps, and Willys built 335,531 units. Production contracts were terminated in the summer of 1945 as World War II ended. The last Ford GPW was built on 30 July 1945 and the last Willys MB rolled off the Toledo assembly line on 20 August 1945.

The Willys MB or Ford GPW jeep of World War II were externally visually the same but with many small differences in production details. The main component that distinguished a Willys-Overland MB from the Ford-built GPW is the tubular front frame cross-member on the MB as opposed to the inverted U-shaped cross-member on the GPW. A visible sign is that GPWs with Ford frames, unlike MBs or GPWs with Willys frames, had holes in the front bumper in line with the frame rails and also had holes in the rear cross member just out from the bumperettes.

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Specifications:

Length 132.25 inches
Width 62 inches
Height, top up 69.75 inches
Height, top down 52 inches
Engine Willys or Ford 4 cyl L-head, 134.2 ci, 6.48:1 compression
Horsepower (net) 54 @ 4,000 rpm
Transmission Warner T-84J 3 speed synchromesh
Transfer case Dana Spicer 18 2 speed
Gear Shift Floor mounted
Axles Spicer Dana 4.88:1 23-2 rear, Dana 25 front
Electrical System 6v, neg ground
Wheelbase 80 inches
Ground Clearance 8.75 inches
Approach Angle 45°
Departure Angle 35°
Weight w/o gas and water 2,337 lbs
Fording Depth 21 inches max
Tires 6.00x16 non-directional

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1942-1943 Ford GPA

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As with the contract for the GPW, Ford received a contract to manufacture the amphibious GPA principally in recognition of the company's large production capacity. But development and testing was rushed, there were numerous delays in the production process, and the result was less maneuverable than the services had wanted. Still, 12,778 GPA's were built, with the squarish hull surrounding an interior similar to the GPW, and a power take-off for the propeller. Restored, seaworthy GPA's are still popular, particularly in Australia as well as the U.S


1944 Willys MLW-2

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In late 1943, the U.S. Army contracted with Willys-Overland to build a 1/2-ton jeep providing greater payload and mobility over the swampy jungle terrain of the Southwest Pacific. The prototype MLW-1 (M meaning "government", LW meaning "long wheelbase") was apparently never completed, but photographs of the MLW-2 "Jungle Jeep" pilot model appear in Fred Coldwell's book Preproduction Civilian Jeeps. The wheelbase was 92 inches, and overall length was 142-7/16 inches. It used the same Go-Devil engine and T84J transmission as the production MB. The two MLW-2 pilot models had slightly different transfer cases, both with 2.43 low range. The body incorporated several features which would later appear in the Civilian Jeep program, including a tailgate, closed underseat toolboxes, and a side-mounted spare tire holder similar to the CJ-1. (There was a second spare tire location inside the body, behind the front seats.) The storage compartment behind the rear wheel was not included on any CJ.



1944 CJ1

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The civilian Jeep project began in 1944 when Willys-Overland had some resources to spare beyond war-oriented production. Blueprints had been drawn up by February 1944 and a pilot model, dubbed the CJ-1, was up and running by May. It wore a cast-bronze hood emblem that said "AGRIJEEP." It's clear the CJ-1 was an MB pulled off the line and modified with a tailgate, drawbar, civilian-type top, a spare tire mounted on the passenger side, and lower gearing in the axles and transfer case. According to Fred Coldwell's Preproduction Civilian Jeeps, the factory also tested one or more MB Agrijeeps that kept their standard MB military body but used the 2.43 low range transfer case and had 5.38 gears in their axles. No CJ-1 or MB Agrijeeps are known to survive.


1944-1945 CJ2

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The body, chassis and much of the drivetrain of the CJ-2 were built especially for these units, even though many MB parts were also utilized, including the front grille. The CJ-2's, perhaps 45 in total, were built in two distinct series: pilot models and standardized preproduction models. All had tailgates, 5.38 gears, lower transfer case gearing and drawbars. The first two pilot models had T84 transmissions, but all the rest of the CJ-2's had the new T90 column shift. Many were equipped with PTO's, governors, and other equipment such as air compressors, post hole diggers or mowers. These rigs were used at various agricultural test stations around the country, and the name plates on the dash of the pilot models still carried the "Agrijeep" name coined for the CJ-1. The pilot models also had the spare tire mounted on the passenger side, forward of the rear wheel well, and some had brass "JEEP" plaques on the hood sides, windshield frame and rear panel. The preproduction series had "JEEP" stamped into the sheet metal, and the spare was moved behind the wheelwell.


1945-1949 CJ-2A

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The first of the production CJs (Civilian Jeeps), 214,202 CJ-2As were produced. The earliest versions used a column shift, until early 1946. The earliest units also used the MB's full-floating rear axle and had military tool notches in the body. Unlike the MBs, the CJs used a tailgate and had "Willys" embossed on the hood sides and windshield frame. The beefier T-90 gearbox replaced the old T-84. CJ-2A sales were very brisk, especially considering the almost endless supply of MBs on the war surplus market. A few CJ-2As were built concurrently with the later CJ-3A

Production Information
Year Starting s/n Ending s/n Units built
1945 10001 11824 1824
1946 11825 83379 71554
1947 83380 148458 65078
1948 148459 222581 74122
1949 222582 224764 2182

Specifications:
http://www.thecj2apage.com/specs.html

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PostPosted: Fri Feb 13, 2009 7:25 pm 
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1946-1965 Jeep Wagon



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The Willys Jeep Station Wagon is the first all-steel station wagon and is arguably the world's first sport utility vehicle (SUV). It was designed in 1946 by industrial designer Brooks Stevens and stayed in production until 1963. The steel body was efficient to mass-produce, as easy to maintain and safer than the real wood-bodied station wagon versions at the time. This was one of Willys most successful post-World War II models.

The Willys Jeep Station Wagon was introduced in 1946 as just the 463 model, powered by the L-134 Go-Devil flathead four cylinder. The 663 model, powered by the L-148 Lightning straight six, was brought in for 1948. Four-wheel drive became an option in 1949.

1950 saw a number of changes. The flat grille was replaced by a pointed v-shape design with five horizontal bars across the vertical ones. New engines were available, too. The 473 model got the new F-134 Hurricane, and the 673 model got a new 161 cu in (2.6 L) version of the Lightning six. Another big change this year was the addition of a sedan delivery model to the lineup.

In 1952, the flathead Lightning was dropped in favor of the F-161 Hurricane, installed in the 685 model.

The 1954 model year was the first under Kaiser's ownership. The 6-226 Super Hurricane, a flathead inline six, was introduced. This was a version of the Kaiser Supersonic/Continental Red Seal engine.

A number of new models were added in 1955. The 6-226 model lineup gained stripped chassis, flat face cowl, cowl/windshield, and ambulance models. The 475 line received only the cowl/windshield.

In 1958 a new Maverick model was introduced, a comparatively more luxurious version of the two-wheel drive wagon. It could be had with either the four or the six-cylinder engine.

The 6-230 Tornado OHC engine was introduced in midyear 1962, replacing the flathead.

Production ended in 1965, as the Willys model had been phased out by the Jeep Wagoneer. Over 300,000 wagons and its variants were built.

Engines

* 1946-50 L4-134 Go-Devil
* 1948-50 L6-148 Lightning
* 1950-65 F4-134 Hurricane
* 1950-51 L6-161 Lightning
* 1952-54 F6-161 Hurricane
* 1954-62 L6-226 Super Hurricane
* 1962-65 6-230 Tornado





1947-1965 Jeep Truck

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The Willys Pickup was similar to the Willys Jeep Wagon and the VJ-2 and VJ-3 Willys Jeepster. It was introduced in 1947, with model designations of 2T and 4T. These trucks were equipped with the 134 cubic inch "Go-Devil" engine and the three-speed Borg-Warner T-90 transmission from the CJ-2A. The truck received a facelift in 1950 and became the 473, with the new "Hurricane" four-cylinder engine as an option. This model introduced the v-shaped front end with five horizontal bars, as well as an updated gauge cluster. The steps on the side of the pickup box were deleted. After 1950, the two-wheel drive model was discontinued. In 1953, the model designation became 475 and the grille bars were reduced to three. A 226 cubic inch six-cylinder 6-226 model was introduced in 1954, and sales of 475 models dropped considerably. The 6-226 was dropped in 1962 in favor of the 6-230 Tornado OHC engine.

Engines:

* 1947-1950, 1956 - 134 CID (2.2 L) L4-134 Go-Devil I4
* 1950-1965 - 134 CID (2.2 L) F4-134 Hurricane I4
* 1954-1962 - 226 CID (3.7 L) 6-226 Super Hurricane I6
* 1962-1965 - 230 CID (3.8 L) 6-230 Tornado I6

It was available with only one transmission, the Borg-Warner T-90 three-speed manual. A Spicer 18 transfer case was used on 4WD models. The heavy duty Timken 51540 was an early rear axle option, otherwise the Dana 53 was standard. The front axle was a Dana 25. A 5.38:1 differential ratio was standard, and a 4.88:1 was optional.

Over 200,000 of these trucks were manufactured




1949-1951 Jeepster "VJ"

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Realizing a gap in their product line up, Willys developed the Jeepster to crossover from their "utilitarian" type truck vehicles, to the passenger automobile market. The car was originally only offered with rear-wheel drive, thus limiting its appeal with traditional Jeep customers. While its distinctive boxy styling (created by industrial designer Brooks Stevens) was a hit with critics, it did not catch on with the intended market segment. Sales were also limited by sparse advertising. In the end, 19,132 original VJ Jeepsters were produced (1948 - 10,326; 1949 - 2,960; 1950 - 5,836).

The VJ Jeepster was powered by the 62 horsepower (46 kW) "Go Devil" engine, a 134 cu in (2.2 L) straight-4 also used in the CJ. A 3-speed manual transmission with optional overdrive was used, as were drum brakes all around. The vehicle's front end and single transverse leaf spring suspension, was from the Willys Station Wagon, as was the rear driveline. The flat-topped rear fenders were copied from the Jeep truck line, as were the pair of longitudinal rear leaf springs.

Engines:

* 1948-1950 - L134 Go Devil I4 — 134.1 CID (2,197 cc)
* 1949-1950 - L148 Lightning I6 —148.5 CID (2,433 cc)
* 1950 - F134 Hurricane I4 —134.2 CID (2,199 cc)
* 1950 - L161 Lightning I6 —161 CID (2,638 cc)

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1949-1953 CJ-3A

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Direct descendant of the CJ-2A, the Universal Jeep CJ-3A was launched in the Fall of 1948. For the casual observer the 3A differed from the 2A only by its new one-piece windshield. But there were subtler differences: where Willys-Overland had moved the driver seat further back on the 2A, perhaps to accommodate husky farmers as well as thin GI's, they did it again with the 3A.

The windshield was simplified with the wipers at the bottom, and made taller for more headroom. And the suspension was beefed up a bit, perhaps in answer to calls from the agricultural community who by now had a wide array of implements to choose from, designed to be mounted on and operated by a Jeep CJ.


From Willys brochure The lack of ads for the CJ-3A except in the farm journals, at the same time as W-O was lavishly advertising its trucks and station wagons in full-color ads in the mainstream press, would suggest the community to which the 3A was aimed. The dash-mounted info plates with their pictures of farm and industry side by side, also demonstrate the markets in which W-O was hoping for sales.

This was the last of the "low-hood" flat-fendered CJs. Only a few changes, mostly visual, marked the CJ-3A from the 2A. The windshield is a one-piece design and has a vent just below it. In its four-year run, 131,843 CJ-3As were manufactured. The 3A got an axle upgrade from a Spicer 41-2 to a Spicer 44-2. A stripped "Farm Jeep" option was available for 1951-53 models; these featured a standard drawbar and PTO. In 1953, the CJ-3A was built alongside the "high-hood", F-head powered CJ-3B.

The CJ-3A used the "Go Devil" L-Head 134 I4 engine. The transmission in the CJ-3A was the T-90 3 speed sending power through a Dana 18 transfer case. The front axle was the Dana 25, and either the Dana 41 or the Dana 44 rear axle.




1950 CJ-V35

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The CJ-V35, or "Truck V35/U" as it was referred to by the U.S. Navy, was perhaps the ultimate U.S. Marine Corps Jeep. It could be driven underwater, and was apparently intended to carry forward observers to direct naval gunfire during amphibious landings. It was based on a request from the Navy and Marines, whereas the MC (M-38) was from Army sources. Some parts developed for the V35 carried over into MC production. It was an adaptation of the CJ-3A, with 6-volt electrical system, plus 12-volt generator between the front seats to power a MX566A/MRC radio set carried in place of the rear seat. The gas tank and toolbox were modified to clear the generator. Other identifying details include the protruding sealed headlights, tow hooks on the front, bumperettes in the rear, and lifting rings front and rear. It had MB-style combat wheels, and a hood stamped with "Willys" but with the M38-style snorkel coutout. One thousand units were delivered by Willys between March and June 1950, just before the start of hostilities in Korea.




1950-1955 M38

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A direct knockoff of the CJ-3A, the M38 was upgraded for GI use by a stronger frame and suspension, a 24-volt electrical system, and a multitude of military accoutrements. These rigs saw combat in Korea, but production was low at 61,423 units from 1950-52. An export version was built from 1953 to 1955 for foreign military forces. The headlight guards, blackout lights, battery panel on the cowl and tool notches on the body (passenger side) are the way to ID them. Some were equipped with Ramsey winches.

When compared to the World War II Willys MB / Ford GPW, the M38 is a little larger, with better seating for the driver and passenger, and uses larger tires (7:00x16). It shares a 24 volt waterproofed electrical system with other post-war M-series vehicles, requiring a second battery to boost the voltage. The L-head, 4 cyl. 60 hp. engine of the MB was improved with a gear drive camshaft and was mated to a T90 transmission and 5:38 axle gears.


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1950 X-98

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The Jeep bearing the experimental vehicle number X-98 had flat fenders, but with a grille and hood not unlike the eventual CJ-5 grille. It may have been the first F-head-powered Jeep utility, built in 1949 or 1950 under Willys Engineering Release 5607. It had civilian features such as a tailgate, side-mounted spare, and "WILLYS" stamped on the hood, but photos indicate that X-98 was also tested by the military, perhaps several times. Photos taken in 1950 show it labelled on the bumper as X-98, whereas test photos from 1951 show it as vehicle 205. It was even referred to as the CJ-4M, although that designation seems to be more correctly belong to the slightly later military prototype.

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1953-1968 CJ-3B

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One limitation of the wartime jeeps, and the postwar civilian models CJ-2A and CJ-3A, was the limited horsepower of the 4-cylinder L-head "Go-Devil" engine. The new F-head "Hurricane" engine, which Willys began putting in its larger vehicles in 1949, had its intake valves in the head rather than the engine block, allowing them to be larger. The first Jeep big enough for the engine was the military M38A1 in 1951. (The M38A1 was also the debut of the new "round-fender" body design that would be used for most of the Jeeps of the next five decades.) The first civilian Universal Jeep with the Hurricane engine was the new "high-hood" CJ-3B

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The CJ-3B replaced the CJ-3A in 1953, the same year Willys was sold to Kaiser. It introduced a higher grille and hood to clear the new Willys Hurricane engine. The CJ-3B was produced until 1968 with a total of 155,494 produced, although the design was licensed to a number of international manufacturers, including Mitsubishi of Japan and Mahindra of India. Mitsubishi ceased production of vehicles derived from the CJ-3B design in 1998, but Mahindra continues to produce Jeeps today.

http://www.film.queensu.ca/cJ3B/SerialNos.html

http://www.film.queensu.ca/cJ3B/Video.html

Specifications:
* G.V.W. 3500 lbs. (1587.5 kg)
* Curb weight: 2243 lbs (1017.4 kg) (2418 lbs. on M606).
* Overall length: 129-29/32 in. (3.30 m)
* Overall width: 68-7/8 in. (175 cm)
* Overall height (top of windshield): 66-1/4 in. (169 cm.)
* Tread front and rear: 48-7/16 in. (123 cm)
* Wheelbase: 80 in. (203 cm.)
* Front / Rear Overhang: 20.59 in. / 22.31 in.
* Tailgate: 36 in. Wide x 19.25 in. High
* Ground Clearance: 8 in. (20.3 cm)
* Load Space: 32 in. x 52.315 in. x 14.125 in.

* Engine: "Hurricane" F-head, 134 cu.in. (2.2 liter), 4 cylinders
* Cooling system capacity 11 qt. (10.4 ltr.) (12 qt. with heater)
* Electricity: Battery 50 Amp. Hour 12 volt, Generator 35 Amp.
* Front axle: Dana/Spicer 25, 27 or 27A, Full-floating hypoid, Ratio: 4.27:1 (5.38:1 optional)
* Rear axle: Dana/Spicer 44, Semi-floating hypoid, Ratio: 4.27:1 (5.38:1 optional)
* Brakes: Hydraulic, 9 in. drum diameter x 1.75 in., 117.8 sq. in. braking area.
* Clutch: 8.5 in. Auborn or Rockford single dry plate with torsional damping, 72 sq. in. area. (Optional Auborn single dry plate, 9.25 in. dia. )
* Transfer case: Spicer 18, 2 speeds, 1.00:1 and 2.46:1 (26 tooth input gear and 1-1/8 in. intermediate shaft up to serial number 54-12506; 29 tooth input gear and 1-1/4 in. intermediate shaft after serial number 54-12506)
* Transmission: Warner T-90 3-speed syncromesh, Ratios: 1st-3.339:1 (or 2.798:1), 2nd-1.551:1, 3rd- 1.00:1, Reverse-3.798:1

* Frame: Heavy steel channel sides, 4.125 in. depth x 1.937 in. width, with 6 cross members (possibly five on early models). Length 122.656 in.
* Fuel tank 10-1/2 gallons (38.75 ltr.)
* Shock absorbers: Telescopic hydraulic. Monroe, 10.75 in. dia. double acting.
* Springs: Semi-elliptical leaf type. Front: 36 1/4 in. x 1 3/4 in., 10 leaves, Rate 260 lb./in. Rear: 42 in. x 1 3/4 in., 9 leaves, Rate 190 lb./in. (Optional 11-leaf Heavy-Duty, Spring Rate: 225 lb./in.), (10 leaves, Rate 400 lb./in. on some M606 models).
* Steering: Cam and lever, overall ratio 17.9 to 1 (Ross Model T-12 with 14-12:1 ratio on early models)
* Tires: 6.00x16: 4 ply (7.00x15 optional, also 7.00x16 on military M6060 version)
* Wheels: Kelsey-Hayes 4.50x16 inch, 5 stud





1950 CJ-4

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This is the "missing link" between the CJ-3A/3B and the CJ-5. Only one unit was built in 1950, and it was one of the first prototype Jeeps to carry the new Willys "Hurricane" F-head engine. It combined the rear of a CJ-3A, the hood that would be seen on the MD model, and a unique grille and skirted fenders on an 81-inch wheelbase. Mechanically, it was pretty standard Jeep. Carrying the engineering code X-151, the rig was sold to a Willys employee in 1955 who worked it for 12 years. It then remained in storage for 25 years, before recently being sold again



1950 CJ-4M

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The CJ-4M military prototype had the same front end design (never used on a production-model Jeep) as the CJ-4, with skirted fenders and a unique front clip. Blackout lamps replaced the marker lights, and headlamp guards as on the M-38 were also fitted. This pilot for the M-38A1 (model MD), probably built in 1950, has also been referred to as the M-38E1. There were also two CJ-4MA long-wheelbase prototypes with the same front end, which apparently preceded the M-170 ambulance

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1952-1971 M38A1

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The M38A1 Truck, Utility, 1/4 Ton, 4x4 was introduced in 1952 as the military improvement upon the M38 Jeep. The M38A1 was manufactured by Willys where it was known as the Model MD.

The M38A1 featured rounded front fenders, a contoured hood, two-piece windshield, top-mounted windshield wipers, and a new "Hurricane" F-Head 4-cycle, 4-cylinder engine and Warner T90 transmission. It had a crew of one and could carry three passengers or 500 pounds payload.

The M38A1 military jeep is the model that inspired the CJ-5 civilian jeep. It differed from the CJ-5 in that it had a stronger frame and suspension, reversed front spring shackles, standardized military instruments, and 24-volt electrical system. A provision for a machine gun mounting post was installed on the floor of the body tub.

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The M-38A1 closely resembled the CJ-5 civilian model jeep. It differed from the CJ-5 in that it had a stronger frame and suspension, reversed front spring shackles, standardized GI instruments, and 24-volt electrical system.

The M38A1 was manufactured by Willys, and had an F-head, 4-cycle, 4-cylinder engine. It had a crew of one and could carry three passengers.




1952-1971 M83A1C

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M38A1C was the U.S. military designation for an MD modified to carry a rear-mounted 105mm or 106 mm recoilless rifle. Surplus examples would have been sold with the large weapon removed, but distinctive features that might remain include: a windshield with a center gap to allow the barrel of the rifle to rest horizontally, a cowl-mounted spare tire to provide clearance for the breech of the rifle and storage for shells accessible from the rear, and an M75A1 or M79 mount. There was a similar M38A1D which was used briefly in 1962 to carry the "Davy Crockett" tactical nuclear cannon.



1953 BC Bobcat

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The Bobcat, or "Aero Jeep" as it was going to be officially called, was designed to be a 1500 pound Air Borne Combat Vehicle which would share as many parts as possible with the M-38 and M-38A1. The frame was apparently derived from the MB frame tooling to save costs, and the prototype weighed 1475 pounds, a little less than the experimental MBL (lightweight) of World War II. Like the MBL, the Bobcat did not go into production, and the concept of a small, lightweight combat vehicle was soon taken a step further in the aluminum-bodied M-422 Mighty Mite.





1955-1964 DJ-3A

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The two-wheel drive Willys DJ-3A "Dispatcher" has a lot in common with the CJ-3B, besides dating from the same era. It was an inexpensive Jeep whose design was largely an efficient, practical recycling of existing tooling and technology. And it is largely unknown today in North America; people are always trying to figure out what this Jeep is.

The DJ made its debut in 1955, advertised both as a convertible recreational vehicle (a bit ahead of its time) and as America's Lowest Priced Delivery Vehicle (80K JPEG). Designed around the body style and L-134 engine of the former CJ-3A, the Dispatcher was the first Jeep since the early CJ-2A to have a steering column-mounted gearshift. Another distinguishing characteristic was the 4-bolt wheels

In 1959 it was offered in the Surrey Gala version, but it had more success as a no-nonsense working vehicle.

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PostPosted: Fri Feb 13, 2009 7:48 pm 
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1954-1983 CJ-5

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Nearly 30 years in production, the CJ-5 outlasted all the other Jeep utilities by a comfortable margin. All told, 603,303 were manufactured, making them the most plentiful CJ by a bunch. Many special editions existed for the CJ-5, including the 1972 Super Jeep and the 1977-83 Golden Eagle. The CJ-5 has been the basis for countless trail buildups, and probably logged more trail miles than any other Jeep.

The CJ-5 was influenced by new corporate owner, Kaiser, and the Korean War M38A1 Jeep. It was intended to replace the CJ-3B, but that model continued in production. The CJ-5 repeated this pattern, continuing in production for 3 decades while three newer models appeared. A total of 603,303 CJ-5s were produced between 1954 and 1983.

In 1965, Kaiser bought the casting rights to the Buick 225 cu in (3.7 L) V6 Dauntless and the CJ-5 and CJ-6 got a new engine with 155 hp (116 kW) supplementing the Willys Hurricane engine.

A similar model, the Jeep DJ, was based on the CJ.

The company was sold to American Motors in 1970, and the GM engine was retired after the 1971 model year. (GM's Buick division repurchased the engine tooling in the early 1970s which served as the powerplant in several GM vehicles.) AMC began using their inline six-cylinder engines, the 258 cu in (4.2 L) in 1972 and offering one V8 engine in the same tune as a base V8 muscle car, 304 CID.

To accommodate the new I6 the fenders and hood were stretched 5 inches (127 mm) starting in 1972 and the wheelbase was stretched 3 inches (76 mm). Other minor drive train changes took place then as well.

In 1976 the tub and frame were modified slightly from earlier versions. The windshield frame also changed meaning that tops from 1955-1975 will not fit a 1976-1983 CJ-5 and vice-versa.

In the early 1980s, the CJ used a "Hurricane"-branded version of the GM Iron Duke I4.

Several special CJ-5 models were produced:

* 1961-1963 Tuxedo Park Mark III
* 1965 "Tuxedo Park Mark IV"
* 1969 Camper
* 1969 462
* 1970 Renegade I
* 1971 Renegade II
* 1972-1983 Renegade Models — featuring a 304 CID V8, alloy wheels and a limited-slip differential
* 1973 Super Jeep
* 1977-1983 Golden Eagle

Early Tuxedo Park models were trim lines, but the Tuxedo Park Mark IV was claimed as a separate model than the other CJ series (marked in 1965 as the "Universal"), with more differences than past models. The Tuxedo Park Mark IV was an attempt to crack the mass market; it was, according to Jeep, “a new idea in sports cars ... the sportiest, most FUNctional car on the automotive scene.” It added to the standard CJ chrome bumpers, hood latches, gas camp, mirror, and tail lamp trim. 81 and 101 inch wheelbases were available, with a variety of convertible top and seat colors, and front bucket seats in “pleated British calf grain vinyl.” Sales of this model, introduced in 1965, were low.

http://www.earlycj5.com/tech/transfe...ex.php#fifteen

http://www.earlycj5.com/tech/axle/

http://www.earlycj5.com/tech/steering/index.php

http://www.earlycj5.com/tech/engines/index.php

The CJ-5 has the distinct honor of being a vehicle that was hard to kill off. It came in 1954 and left in 1984, equaling the longest production run of note (and before you send letters to us, know that those are Jeep's defined production dates, so we're sticking to 'em, but we'll grant you the '55 model year). The push was that the Universal Jeep was truly universal--stick it in agriculture, public service, transportation, communications, industry, and it would do the job--from street sweeping to "acting as a public address vehicle" because it was "the world's most useful vehicle." Hey, if it was good enough to rid the roads of trash and Bob's Big Boy wrappers, it was good enough for public consumption.

The History

The CJ-5 was a bit bigger/longer than the CJ-3B and was based on the round-fendered '51 M38A1. Willys gave its latest Jeep Universal model lots of newness at launch. Completely new! New ruggedness! New dependability! New comfort! New versatility! The CJ-5 was stepping it up in the brakes, suspension, seating, and even the glovebox (now with cover!) departments. A new instrument panel, larger windshield, and hand brake were selling points. The CJ-5 graduated from Willys to Kaiser and then to AMC, saw itself get longer as a CJ-6 version, and even inspired the FC model--not a bad bio. Because of the CJ-7's arrival in 1976, the CJ-6 was dumped in North America.

The Model/The Body

Among the improvements made to the CJ-5s were a fully boxed crossmember for rigidity and flanged, overlapped sheetmetal for strength. There was a new, optional, all-weather top and a new instrument panel, plus the engineering refinements we mentioned.

In 1956 came the CJ-6, which had a 101-inch wheelbase and was 155 inches long; its curb weight was 2,336 pounds. For 1964, the CJ-5A and CJ-6A Tuxedo Park sports cars arrived, and in 1969, the brief 462 edition came out with skidplates and a swing-out spare-rubber carrier among the features. Come 1970, it was all about racing stripes, the Dauntless V-6, and the Renegade I; the Renegade II came the following year, and by 1972, it was simply Renegade. By 1974, it was a full-fledged model in the CJ lineup.

Specs vary on the CJ--some claim the overall length at birth was 135-plus inches, while others say it was 138 and change. But what is clear is that in 1972, the wheelbase of the CJ-5 jumped to 84 inches and the length to 142.1 inches, while the CJ-6 increased to 104 and 162.1 inches, respectively. Most of the increase came from the stretching of the front section, hence the name "long-nose" CJ-5 for the later years.

The Super Jeep had a brief life in 1973 and featured those racing stripes again, plus a chrome bumper. The Gold Eagle limited edition was an arrival in 1977, while the chromey Laredo joined the family in 1980.

By 1983, CJ choices were simply the Renegade and a base model. And because we know you can't take the anticipation anymore, the infamous Levi's upholstery made its debut in 1975. And the DJ-5 and DJ-6 were two-wheel-drive versions of the CJs. Numerous seemingly collectable versions of the CJ-5 were also built. Did you know there was a Playboy CJ-5?

The Engine

Under the hood of the original CJ-5 and CJ-6 was a four-cylinder Hurricane F-head with an optional compression ratio of 7.4:1 for high altitude. It had rotating exhaust valves, cast-in-head intake manifolds,aluminum-alloy pistons, and with the intake valves in the head and the exhaust ones in the block in an effort to improve gas mileage. Then 1965 brought the 225ci Dauntless V-6, which made 160 gross horsepower at 4,200 rpm and 235 lb-ft of torque at 2,400 rpm. Wedge-shaped combustion chambers and a deep-skirt block were utilized for longevity. The V-6's bore-and-stroke was 3.75x3.40-inch, with 9.0:1 compression. For 1967, a two-barrel carb was used, gaining 5 hp and 10 lb-ft of torque.

The optional two-barrel V-8 came in 1972--it was a 304 that made 150 net horsepower at 4,200 rpm and 245 lb-ft of torque at 2,500 rpm, with an 8.4:1 compression ratio and 3.75x3.44-inch bore-and-stroke. Additionally, the AMC one-barrel 232ci became the base engine (except in California), replacing the Hurricane. It made 100 hp at 3,600 rpm and 185 lb-ft of torque at 1,800 rpm and had an 8.0:1 compression ratio; it ran a 3.75x3.50-inch bore-and-stroke. An optional one-barrel 258ci V-6 was available (standard in Cali), with 110 hp at 3,500 rpm, 195 lb-ft of torque at 2,000 rpm, and a 8.0:1 compression ratio; the bore-and-stroke was 3.75x3.90-inch. Gone by 1979 was the 232, with the standard becoming the 258, now with a two-barrel carb. Getting the V-8 in California required power steering.

A 151ci four-cylinder built by GM (their Iron Duke) debuted in 1980 (Jeep called it Hurricane again), which was a two-barrel with a 8.2:1 compression ratio and 4.00x3.00-inch bore-and-stroke. It made 82 hp at 4,000 rpm and 125 lb-ft of torque at 2,600 rpm until 1983, when there was only the 258.

The Transmission

Out of the box, there was a BorgWarner T-90 manual three-speed, followed by a BorgWarner T-14 for the V-6. An optional T-98 heavy-duty four-speed was available for the CJ-5 Hurricane starting in 1966; the three-speed with the V-6 was fully synchronized. The 232 and 258 could be hooked to a three- or four-speed, while the 304 was mated to a three-speed; again, only the CJ-5 could opt for the four-speed.

A mandatory option (nothing like an automotive oxymoron) with the four-speed and the six-cylinder was a heavy-duty frame. In 1971, the T-14 three-speed was fully synchronized with the V-6; the four-cylinder had an optional T-98 four-speed. In 1972, the 232 and 258 used a BorgWarner T-14 three-speed and a T-18 four-speed; the V-8 ran with the T-15 three- and T-18 four-speed. In 1976, the Tremec T-150 three-speed was used, then the Tremec T-176 starting in 1980.

The Transfer Case

The Dana Spicer Model 18 was the first; the switch to Dana Model 20 started in 1972. By 1980, it was a Dana 300.

The Suspension/Axles

The CJs used semi-elliptic leaf springs both front and rear. The front axle was a full-floating Dana Spicer 25 until it was switched to a Dana Spicer 27 in 1966. The rear was a semi-floating 44, with available gearing of 4.27s until 1967; those were 3.54s. For 1972, the front axle was a full-floating Dana 30; the rear went to a semi-floating AMC 20 in 1976; 3.54s and 4.09s were available. A Powr-Lok diff was available starting in 1966, and Trac-Lok came in 1971, which was standard equipment on the Renegade.

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1954-1964 M170

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Although the M170 is often referred to as the "military version of the CJ-6," it would be more correct to call the CJ-6 a civvy M170. As with the M38A1, this new Jeep configuration was developed first for the military. Only about 6,500 four-cylinder M170's were produced over ten years, many outfitted as field ambulances. Others were used by the U.S. Marines as light six-man troop carriers. One unique feature is the mounting of the spare tire inside the body on the passenger side, to allow stretchers to extend over the tailgate where the spare would normally be on a military Jeep. As a result, the unusually large passenger side door opening is partially blocked, particularly when a jerry can is mounted in front of the spare. The driver's side door is the same as an M38A1.



1955 Air Force Dispatcher

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This two-whel-drive version of the M38A1 was built for the U.S. Air Force under Willys Engineering Project 11323, and photographed in January 1955. It retained the 24-volt electrical system of the M38A1, and body features such as the recessed headlights and battery box, but most of the heavy-duty accessories were apparently removed. A rear-mounted gas tank was filled from the right side, and the full hardtop had sliding doors. Powered by the Hurricane F-head four, the "Dispatcher" was intended for non-combat maintenance and delivery work on military bases. It's not known how many of these may have been delivered to the Air Force or to other branches of the military.





1955-1975 CJ-6

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The only common complaint among early Jeep utility owners was the lack of room. This call was answered in the form of the CJ-6. Essentially a CJ-5 with 20 extra inches of wheelbase (101 inches total), the CJ-6 offered the storage space of a small pickup and the mobility of a Jeep. The demand was not great for the stretched CJ but they stayed in production from 1955 until the advent of the CJ-7 in 1976. They continued in production for export until 1981. Only 50,172 were manufactured, making them a fairly rare bird these days.

The CJ-6 was simply a 20-inch (508 mm) longer-wheelbase (101 in) CJ-5. Introduced in 1955 as a 1956 model, the CJ-6 was never very popular in the United States. Most CJ6 models were sold to Sweden and South America. The U.S. Forest Service put a number CJ-6 Jeeps in to use. American sales ended in 1975. Just 50,172 had been made when the series went out of production completely in 1981. Just as in the CJ-5, the V6 and V8 engine choices appeared in 1965 and 1972. Former President Ronald Reagan owned a CJ-6 and used it on his California Ranch

Drive Train

Engine
The original engine offered in the CJ-6 was the "Hurricane" F-Head 134 I4. The first optional engine offerred for the CJ-6 was the Perkins 192 I4 diesel followed by the "Dauntless" Buick 225 V6. When AMC purchased Jeep from Kaiser, they soon made the AMC 232, 258, and 304 available in the CJ-6.

Transmission
The T-90 3 speed was the standard transmission for the CJ-6 for many years. It's close brother, the T-86 3 speed was used with CJ-6s with the Dauntless V6. The T-14 replaced the T-90 and later the beefy T-98 was an optional 4 speed for the CJ-6 until 1971 when the T-18 became the optional 4 speed.

Transfer Case
The CJ-6 used the Dana 18 from '58 until '71. From '72-'75 they used the Dana 20.

Front Axle
The CJ-6 was first offered with the Dana 25 until 1965. The Dana 27 replaced it and was used until 1971. From 1972-1975, the Dana 30 was used in the CJ-6.

Rear Axle
The Dana 44 with two piece shafts was used in the CJ-6 until mid-1970. A Dana 44 with one piece shafts replaced it after that.

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1956-1965 FC Forward Control

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December 1956, the Willys Motors division of the Kaiser Corporation thought they saw the future of four-wheel-drive.

FC-170 The Forward Control Jeep, introduced that month, was a symbol of the resurgence of the Willys division, now turning a healthy profit after several years in the red. This profit was largely the result of concentrating on building Jeeps rather than passenger cars, and successfully selling the Jeeps not just in North America, but around the world. (See "Pulling Willys Off the Rocks," Business Week, 15 December 1956, pp.111-112.) And now the company apparently felt the time was right for the next generation of four-wheel-drive vehicles.

The Forward Control design was the latest vision from Brooks Stevens, who was probably the foremost industrial designer of the era, and had previously worked for Willys on the design of the Jeep station wagon and the 1948 Jeepster. Also in his portfolio were the 1939 Steam-O-Matic iron, the Miller High Life beer logo, the 1948 Harley-Davidson motorcycle, the Excalibur automobile, the Lawn-Boy lawnmower, and the 1956 Evinrude Lark Runabout motorboat.

What was perhaps most impressive about Stevens' vision of the Jeep of the future, is that the first version was built on an almost off-the-shelf CJ-5 chassis and drive train, allowing it to be developed quickly and cheaply. (He used the same approach for his 1958 Oscar-Mayer Wienermobile.) By 1957 the axles of the short FC-150 were widened for better stability, and it was joined by the longer FC-170, but the changes were minimal.

Willis produced utility vehicles that remained almost unchanged since 1947. As the marketplace grew more competitive in the 1950s, management developed a new range of modern cab and body trucks. Designer Brooks Stevens used styling cues from full-size cab-over-engine trucks. Engineering was based on existing CJ-5. Power came from the Hurricane F-head and L-head 4-cylinder engines.

The Forward Control models were primarily marketed as work vehicles for corporate, municipal, military, as well as civilian use. Regular pickup box beds were standard, but customers were offered a large number of "Jeep approved" specialized bodies from outside suppliers. These ranged from simple flatbeds to complete tow trucks, dump trucks, and fire trucks.

Proposals included a "Forward Control Commuter" design that could have been among the earliest minivan-type vehicles. Three operational concept cars were built by Reutter in Stuttgart, West Germany. Brooks Stevens was also involved in the transformation of this truck platform into a passenger vehicle

The FC Jeeps were exhibited to Jeep dealers in a closed-circuit telecast on November 29, 1956, and were on display for the public at the December 1956 National Automobile Show in New York City. The FC-150 hit dealer showrooms on December 12, 1956. The initial response to the four-wheel drive FC Jeeps was favorable. Their best sales year came in 1957, when 9,738 were trucks sold. After the introduction of the FC-170 in 1957, FC-150 sales dropped to 1,546 units in 1959, before rebounding to 4,925 in 1960. Neither model became the big seller that Willys had hoped. Total production in nine years was just over 30,000 units. The FC line was discontinued in 1964

Aside from Forward Control Jeeps being built for civilian use there were also four models manufactured for the military.

* M676 - Basically a civilian FC with minor modifications
* M677 - A four door crew cab with a canopy over the bed
* M678 - An FC with a van body
* M679 - An M678 refitted as an ambulance

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1961-1965 Fleetvan FJ-3/FJ-3A

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People have been known to suggest that turning the CJ-3A into the CJ-3B by enlarging the hood in order to fit the F-head Hurricane engine inside, resulted in a Jeep that was, shall we say, ugly. Apparently this opinion was not uncommon even among those who worked in the Jeep factory at the time.

FJ and DJ But practicality was more important than looks to Jeep designers -- witness the Forward Control Jeep trucks. And perhaps the least attractive Jeeps of all were the ones which resulted when they beefed up the two-wheel drive DJ-3A Dispatcher with a Hurricane engine and some additional cargo space, to create the Fleetvan FJ-3 and the slightly longer FJ-3A.

The Fleetvan was produced first as the FJ-3 right-hand-drive postal delivery vehicle. Somewhat shorter than the FJ-3A, the FJ-3 was only 135 inches long but was rated for the same 1000 pound payload. It's identifiable by its horizontal grille slots, as well as its overall length and RHD.

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1959-1962 M422

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The Mighty Mite was designed by the Mid-America Research Corporation, as a combat vehicle suitable for airlifting and manhandling. It was originally prototyped starting in 1946, and was further developed during the fifties by a team including four of the original Bantam developers. Starting in 1959 some 3,922 were built by American Motors for the U.S. Marine Corps. The M422's unique features included aluminum body, differential-mounted brakes, and an AMC V-4 air-cooled engine. At over $5000 per unit it was relatively expensive, which may account for the small production total.


1959-1978 M151

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Tested and protoyped by Ford through most of the fifties, the M151 MUTT ("Military Unit Tactical Truck") went into production in 1959 and became the principal combat Jeep of the Vietnam era. It was produced by Kaiser Jeep, AM General and General Motors, as well as Ford. It had a four wheel independent suspension of unsophisticated design which was responsible for somewhat unstable behavior on bends -- the later A2 version adopted a semi-independent rear suspension to improve stability. There was also an M718 ambulance version with a rear body extension. The M151 was thought dangerous for civilian use on the road, so the Army used surplus MUTTs for parts, and the stripped vehicles had the frame and rear suspension cut before being offered for sale as scrap metal.





1960-1968 M606

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The little-known M606 was basically the CJ-3B straight off the assembly line, with the available heavy-duty options such as larger tires and springs, and a few special-duty add-ons including blackout lamp on the left front fender, blackout tail-light covers, and trailer hitch. The M606 used the standard F-head four-cylinder, and although it had its own Kaiser model number, serial numbers were in the regular CJ-3B series. The CJ-3B had been employed by the U.S. military mainly in non-combat roles such as Navy Shore Patrol, but the M606 designation was apparently used only for units exported as military aid in the 1960's. The exact year the designation was first used is unknown.

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1963-1991 Wagoneer/Cherokee/Grand Wagoneer

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Jeep's SJ platform was part of the "FSJ" or full-size Jeep lineup. According to the International Full Size Jeep Association, an "FSJ" is any vehicle produced in North America, carrying the "Jeep" nameplate, with 2 or 4 doors, in rear or four wheel drive, whose wheelbase does not exceed 132 in, nor is less than 109 in, and whose tread width is no more than 67 in nor less than 57 in. This definition is known to include the following models:

* 1963-1983 Jeep Wagoneer
* 1974-1983 Jeep Cherokee
* 1984-1992 Jeep Grand Wagoneer
* 1963-1971 Jeep Gladiator
* 1972-1988 Jeep Honcho/J-Truck
* 1967-1969 Jeep M-715/724/725/726/6217 military versions

The Wagoneer was the first of a series of Full Size Jeeps (SJ) Introduced by Willys. From 1963 through 1983, the Wagoneer name plate was used on the full size wagons and went from Willys, to Kaiser, to AMC ownership. When the smaller XJ Wagoneer (1984-2001 Cherokee body design) was introduced, the Full Size Wagoneer name was changed to Grand Wagoneer. In 1987 Jeep was bought by Chrysler Corporation. During the Wagoneer production era, there were a variety of different models including 2 Door models with glass or metal panels, Wagoneer Custom, Super Wagoneer and Wagoneer Limited to name a few. Most the Grand Wagoneer's have the full side wood grain applied. There were some exceptions to this with special orders. The basic Wagoneer body went unchanged through all production years. This and the following pages show samples of sales literature and pictures of the classic Wagoneers still on the road and trail today...

There were some cosmetic changes to the grill design over the years. The 1963 through 1966 Wagoneers had a small grill inserted in the front valance that is more commonly known today in FSJ circles as the "Rhino" grill. The new Super Wagoneer introduced in 1966 was the only Wagoneers with the new Razor style grill. Beginning in 1967, the whole Wagoneer line adopted the full width Razor grill with exception of the 2 door Panel, which retained the Rhino grill. The Razor grill was used into the early 1970 models. During the 1970 model year another grill style was introduced to differentiate the Wagoneer from the J-Trucks which had also adopted the Razor style grill that year. The grill introduced on the 1970 Wagoneers has recently adopted the "Cheese Grater" style name and was used through the 1973 model. From 1974 through the 1978 model year, the grille had same basic frame, but with a plastice grill insert known as the "Egg Crate" style. In 1979 AMC introduced one piece bumpers and square headlights for a whole new face lift on the Wagoneer. The grill had horizontal chrome lines and has a name not worth mentioning here. This grill was also used on the Cherokees and JTrucks in 1979 and 80. In 1981, JTrucks and Cherokees got the vertical bars back in the grill, which is known as the "Muscle" design. Wagoneers had the same grill as in 1979 through the 1985 model year as the classic Wagoneer body design transitioned to the Grand Wagoneer. The 1984 Grand Wagoneer also changed in the rear and adopted the 1983 Cherokee style taillights. From 1986 to the last Grand Wagoneer made in 1991, the grill frame was similar to the JTrucks and has horizontal lines with much less chrome. The following pictures depict the different styles.

1963-1966:
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1967-1970:
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1970-1973:
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1974-1978:
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1979-1985:
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1986-1991:
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The Wagoneer, powered by the first modern mass-produced overhead-cam six-cylinder truck engine known as the "Tornado-OHC" six, could also be had with an industry first automatic transmission on a four-wheel-drive vehicle and independent front suspension. It was offered in two and four-wheel-drive versions.

The second-generation Wagoneer also included a Super Wagoneer Station Wagon that featured three-tone body striping, vinyl roof, chrome roof rack, full wheel hubcaps and white-walled tires. The Super Wagoneer came with four-wheel drive and power supplied from a 327-cubic inch V8 engine, and said Kaiser Jeep, "constituted a unique and dramatic approach to the station wagon market ... designed for the prestige buyer who is rapidly becoming aware of the advantages of four-wheel drive. While being the ultimate in detailed elegance, the new vehicle still has all the traditional versatility and ability of Jeep vehicles to go on-or off-road."

The Jeep Wagoneer for 1972 included the biggest standard engine in the 4WD station wagon field — a 258-cubic-inch AMC-built OHV 6-cylinder. In 1974, the Cherokee became the two-door version of the Wagoneer, and there was also the larger Custom Wagoneer. A four door model of the Cherokee was available by 1977.

Also introduced to the Wagoneer line during the ’70s was Quadra-Trac®, an automatic full-time 4WD system. This was another industry first.

The SJ series Jeep Cherokee was a full-size SUV produced from 1974 through 1983 by the Jeep division of the American Motors Corporation. It was similar to the Wagoneer. Other than the base model, the trim levels of the Cherokee included the S (Sport), Chief, Golden Eagle, Limited, Classic, Sport, Pioneer, and Laredo. It was designed by Brooks Stevens.

The Cherokee was a redesigned reintroduction of a two door body style, with a single fixed rear side window with an optional flip-out section. Previously, a two door version had been available in the Jeep Wagoneer line (1963–67), although this had the same window configuration as the four door Wagoneer. Based on the Wagoneer, the Cherokee was marketed as the "sporty" two-door variant of Jeep's station wagon. When it was equipped with the torquey 6.6liter V8, it would out-run just about any other 4x4 in its class, and, with 3.07:1 highway gearing, could reach speeds in excess of 100mph (early models had 120mph speedometers). A four-door was not added to the lineup until 1977. Engine choices consisted of AMC I6 or V8 powerplants. The Cherokee was marketed in left and right hand drive countries (such as the UK and Australia). Main production of the Cherokee was in Toledo, Ohio.

A range of AMC engines were offered: the 258-cubic inch (4.2 L) inline six-cylinder, a two-barrel 360-cubic inch (5.9 L) V8, a four-barrel 360, or the 401-cubic inch (6.6 L) V8. The durable 401 V8 had a forged crankshaft and forged connecting rods, as well as the high nickel content block of the other AMC V8s. The 401 was discontinued at the end of 1978. A T-18/T-18a four speed manual gearbox was standard for all years, while through 1979 the General Motors TH400, more commonly fitted to 3/4- and 1-ton trucks rather than SUVs, was optional. For comparison, the Chevy Blazer used the TH350 lighter duty automatic. After 1979, the TH400 was replaced by the Chrysler 727.

A gear-driven Dana 20 transfer case with 2.03:1 low range was standard with the manual gearbox (which had a much lower first gear of about 6.3:1), while the TH400 automatics received the permanent four-wheel drive QuadraTrac system. The chain-driven, aluminum QuadraTrac was quite advanced at the time.[citation needed] It included a center differential lock, which other full-time four-wheel drive systems at the time lacked (as do many today). The transfer case was offset, allowing it to sit just above the frame to avoid obstacles, and the chain itself is larger than nearly any other.[citation needed] A test by the Four-Wheel Drive Book[1] found that the Cherokee was the only vehicle unable to be dynoed because the transfer case would not allow the rear wheels to spin, unlike the other full-time four-wheel drive vehicles being tested. In the off-road test, the same held true. This transfer case was also employed successfully in Baja races, for example by Roger Mears in the Baja 1000.[citation needed] A 2.57:1 low range was optional on QuadraTrac.

In 1975, the Cherokee Chief package was introduced. Aside from trim changes, this model received larger fenders and wider axles. This allowed 31" tires to be fitted from the factory to further improve off-road ability. Four-door models were not available with "wide-track" axles.

Dana 44 model axles were used both in the front and the rear at least through 1979. Brake hardware was mostly General Motors equipment, with disc brakes up front (optional on earlier models) and drum brakes in the rear.

All Cherokees had semi-elliptical leaf springs in the front and rear.


The Willys and Kaiser years

Conceived in the early 1960s while Willys Motors was owned by Kaiser Industries, the Wagoneer replaced the original Jeep station wagon, which dated to 1946. With competition from the Big Three advancing on Jeep's four-wheel-drive market, Willys management decided that a new and more advanced vehicle was needed.

The new 1963 Wagoneer, like its long-lived predecessor (which would, in fact, be sold alongside its replacement in the U.S. until 1965), was designed by industrial designer Brooks Stevens. Willys' engineering staff, under the direction of A.C. Sampietro, handled the technical development. The cost of development was around US$20 million.[2]

The original Wagoneer was a full-size, body-on-frame vehicle which shared its architecture with the Jeep Gladiator pickup truck. It was originally available in two and four-door body styles, with the two-door also available as a panel truck with windowless sides behind the doors and double "barn doors" in the rear instead of the usual tailgate and roll-down rear window.

Early Wagoneers were powered by Willys' new "Tornado" SOHC 230 cu in (3.8 L) six-cylinder engine, which had debuted in 1962 as an option for Jeep's older-style station wagons. The engine developed 140 hp (104 kW) and was noted for being quite fuel-efficient for its day. However, the engine was not without its problems; cooling issues were fairly common. And, in higher-altitude locales, "pinging" was a problem, leading the company to introduce a lower-compression version of the Tornado that developed 133 hp (99 kW) for 1964.

1963-1964

In early 1963, Willys Motors changed its name to Kaiser Jeep Corporation. This was to associate Jeep in the public consciousness with Kaiser's family of companies, said company president Steven Girard. Early Wagoneers were powered by Willys' new 140 hp (104 kW)"Tornado" SOHC 230 cu in (3.8 L) inline six-cylinder engine, which had debuted in 1962 as an option for Jeep's older-style station wagons. Although quite fuel-efficient for its day, it was prone to cooling problems, and also “pinging" at higher altitudes, which led to the introduction of a lower-compression 133 hp (99 kW) version in 1964.

There were few other changes for 1964, except for the option of factory-installed air conditioning.

1965-1966
Super Wagoneer

For 1965, the Wagoneer, together with the Gladiator pickup truck, was available with the 250 hp (186 kW) 327 cu in (5.4 L) AMC V8 engine, which proved a popular option. In 1966, the Tornado engine was replaced by American Motors' 232 cu in (3.8 L) OHV inline six. According to the automotive press this engine was smooth, powerful, reliable and easily-maintained.[citation needed] 1966 also saw the introduction of the more luxurious Super Wagoneer, initially with a higher-performance 270 hp (201 kW) version of the AMC V8, fitted with a four-barrel carburetor. With comfort and convenience features not found on other vehicles of its type at the time - e.g. push-button radio, seven-position tilt steering wheel, ceiling courtesy lights, air conditioning, power tailgate, power brakes, power steering, and console-shifted TH400 automatic transmission – the Super Wagoneer is now widely regarded as the precursor of today's luxury SUVs. It was made through 1969.

1967-1971

Two-wheel drive models, which the four-wheel-drives had outsold from the beginning, were discontinued after the 1967 model year, and at the end of 1968 the slow-selling two-door versions were also discontinued. For 1968 through 1971 Wagoneers were powered by Buick’s 350 cu in (5.7 L) 230 hp (172 kW) Dauntless V8. The Buick made less horsepower than the previous AMC V8 (230 hp vs. 250), but more torque at lower rpm (350 foot-pounds force (470 N·m) at 2400 rpm vs. 340 ft·lbf (460 N·m) at 2600), and it had 5 main bearings instead of the AMC’s 4. From 1971, following AMC’s acquisition of Jeep, Wagoneers reverted to AMC power.

The AMC years

In early 1970 American Motors acquired Jeep and set about refining and upgrading the range. AMC also improved manufacturing efficiency and lowered costs by incorporating shared components such as engines. Reducing noise, vibration and harshness improved the Wagoneer driving experience. The outsourced Buick 350 was replaced by the 360 cu in (5.9 L) AMC V8, and later the 401 cu in (6.6 L) was made available. The innovative Quadra-Trac full-time four-wheel-drive system, which broadened the appeal of Jeep products to people who wanted four-wheel-drive traction without the inconvenience of a manual-shift transfer case and manual locking hubs, was introduced in 1973. In 1974 AMC resurrected the two-door Wagoneer as the Cherokee. This replaced the Jeepster Commando, whose sales had not met expectations despite an extensive 1972 revamp. The Cherokee appealed to a younger market than the Wagoneer, which was regarded more as a family SUV.

There were few styling changes during this time. However after introducing the Cherokee, AMC began to move the Wagoneer upmarket, culminating in the 1978 Wagoneer Limited, which brought critical acclaim[citation needed] and high demand from a new market segment. The Limited, more luxuriously equipped than the earlier Super Wagoneer, offered air conditioning, power-adjustable seats, power door locks, power windows, tilt steering wheel, cruise control, leather upholstery, plush carpeting and “wood grain” trim on the body sides. Even though the US$10,500 suggested retail price was in luxury Cadillac territory,[citation needed] the Limited’s high-level specification attracted buyers and sales were strong. With the V8s the primary choice among Wagoneer buyers, the 258 cu in (4.2 L) six-cylinder engine was dropped in the 1970s, only to return as an option when Jeep sales – particularly of the high-volume Cherokee – were hit by the 1979 fuel crisis. (The Wagoneer continued to sell relatively well.[citation needed]) When reintroduced, the engine came with manual transmission as standard equipment, but in 1983 automatic transmission with “Selec-Trac” four-wheel drive became standard. With this combination the Wagoneer achieved EPA fuel-consumption estimates of 18 mpg-US (13 L/100 km/22 mpg-imp) city and 25 mpg-US (9.4 L/100 km/30 mpg-imp) highway – outstanding for a full-size SUV.[3] This allowed the company to advertise good fuel mileage, although the more powerful 360 V8 remained popular with certain buyers despite its greater thirst for fuel.

The Chrysler years

Despite its advancing age the Grand Wagoneer remained popular. Instrument panel, grille, and taillamps were redesigned for 1986, followed by minor revision to the woodgrained sides in 1987, the year that ownership of the company passed to Chrysler Corporation. Chrysler largely left the Grand Wagoneer alone, and even continued to build the Grand Wagoneer with the carbureted AMC V8 instead of its own (and, arguably, more modern[citation needed]) fuel-injected V8s. Year-to-year changes were minimal; Chrysler added new features such as an overhead console taken from Chrysler's popular minivans and a rear-window wiper/washer system for 1989, but otherwise new model years through 1991 were marked only by new paint colors.

End of the line

By the time production of the Grand Wagoneer ended, Jeep's flagship model contained parts from all of the Big Three automakers and those "adopted" by Chrysler from AMC: Chrysler transmissions (the A727 automatic), GM steering columns, light switches, and transmissions (Turbo-Hydramatic 400 during the 1970s), Ford carburetors and electronic engine controls, and AMC engine (the 360 V8).

The final 1,560 SJ Grand Wagoneers were produced in the 1991 model year. Each had a "Final Edition" badge on the dashboard. There have been (4) documented 1992 Grand Wagoneers, making these the most rare.

Grand Wagoneer parts, service and accessories are still available from various suppliers.

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1963-1971 Gladiator

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The Jeep Gladiator was a full-size pickup truck based on the SJ Jeep Wagoneer SUV. It was introduced in 1962. Gladiator designations were: J200 for short wheelbase trucks up to mid 1965 followed by J2000; J300 for long wheelbase trucks up to mid 1965 followed by J3000; and J4000 which was the first model with the longer 131-inch (3,300 mm) wheelbase.

Gladiators were available in RWD and 4WD with a solid front axle or independent front suspension, with the optional dual rear wheels in configurations such as cab and chassis, wrecker, stake bed, and chassis mounted campers with extended wheelbases (see the Dually Registry listed in the links below for more information). Variations on the bed were: Townside, Thriftside (a "stepside"), and stakebed. The Gladiator name was dropped after 1971, after which the line was known simply as the Jeep pickup with J2000 and J4000 models until 1973 then J10 and J20 from 1974 to 1988. Military versions of the Jeep pickup included the M715 and M725.

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1965-1975 DJ-5

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The two-wheel drive DJ-5 Dispatcher 100, almost identical to the CJ-5 but using a Dana 27 rear axle, finally replaced the DJ-3A Dispatcher in 1965. The F-head engine was standard, with the V6 optional in some years. The Dispatcher 100 used a column-shift T-96 and later a floor shift. An I-beam front axle was replaced with a tubular unit in 1968, and the Dana 44 replaced the Dana 27 in the rear in 1969.

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1965-1973 DJ-6

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The longer-wheelbase DJ-6 version of the two-wheel drive DJ-5 Dispatcher 100, was produced in small numbers from 1965-1973




1966-1971 Jeepster Commando C101

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The Jeepster was revived in 1966 in the form of the Jeepster Commando ("C101"). The F-head Hurricane straight-4 was used (a direct descendant of the original Go Devil engine) and four-wheel drive was finally added. This engine produced 75 horsepower (56 kW) at 4000 rpm and 114 lb·ft (155 N·m) of torque at 2000 rpm. The 160 horsepower (119 kW) Dauntless V6 was optional and preferred with its 235 lb·ft (319 N·m) of torque. A total of 57,350 Kaiser-spec "C101" Jeepster Commandos were sold between 1966 and 1971.

There are several unique body styles of the Jeepster Commando: Station wagon/SUV, Convertible, Pickup, and roadster. One unusual offering was the deluxe station wagon, with sliding rear windows and full interior trim. In rare cases, these models were finished with a two-tone exterior.

The 1971 Hurst Jeepster built with modifications by Hurst Performance is possibly the scarcest model of all production Jeeps.Standard equipment included a Champagne White exterior with red and blue stripes, a roof rack, a sports steering wheel, and Goodyear G70 x 15 raised white letter tires mounted on wider steel wheels. Hurst equipment included special exterior insignia, an 8,000-rpm tachometer on the back of the hood scoop in the driver's line of sight, as well as a Hurst T-handle shifter on manual-transmission cars or a console-mounted Hurst Dual-Gate shifter with the optional automatic transmission.

The convertible came in three types: Revival Jeepster, Commando convertible, and an open body roadster with no top at all. The Revival Jeepster was the showcase vehicle of the fleet, offering deluxe interior appointments, powered convertible top, and a Continental tire kit. The Commando convertible offered the same body with just the basic finish and equipment.

Engines:

* 1966-1971 - F134 Hurricane I4 —134.2 CID (2,199 cc)[1], 75 hp (55 kW) and 114 ft·lbf (154 N·m)
* 1966-1971 - Dauntless 225 V6—225.3 CID (3,692 cc), 3.75 in (95 mm) bore, 3.40 in (86 mm) stroke, 160 hp (119 kW) and 235 ft·lbf (318 N·m)

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1967-1969 Kaiser M715

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The Kaiser Jeep M715 is an American wheeled military vehicle based upon the civilian Jeep Gladiator. In 1965 the design and developing for the M715 began. This was the U.S. Government's first attempt to try a commercial off the shelf truck to be used in a military capacity. The U.S. Government purchased these trucks to replace the M37. Between 1967 and 1969 over 33,000 trucks were produced at the Toledo, Ohio plant. The M715 was considered by the U.S. Government to be underpowered compared to the M37 it replaced. Kia is currently designing an M715-type vehicle named the KM450 for the South Korean Army on license from the U.S. Government. India's Tatra/Vectra is also entering an M715 type vehicle as a candidate for the Indian Army's LSV requirement.

Jeep M715 Series

M715 Variants include;

* M715 - cargo/troop Carrier
* M724 - cab/chassis
* M725 - ambulance
* M726 - telephone maintenance

The Kaiser provides a couple of wheeled vehicle configurations. These are cargo/troop carrier, ambulances.

* Length: 220 in (5,588 mm)
* Width: 85 in (2,159 mm)
* Weight: 5,180 lb (2,350 kg)
* Height: 95 in (2,413 mm)
* Engine: Inline 6-cyl, 230.5ci overhead camshaft "Tornado"
* Horsepower: 132.5 hp (98.8 kW)
* Transmission: Warner, T-98 four-speed, synchronized
* Transfer case: 2 speed, NP200, 1.91:1 low range
* Axles:
o front: Dana 60
o rear: Dana 70 full-floater
o ratio: 5.87:1
* Electrical system: 24 volt utilizing two 12 volt batteries in series
* Brakes: Hydraulic, 4-wheeled drum
* Fuel type: gas
* Fuel capacity: 28 US gal (106 L/23 imp gal)
* Top Speed: 55 mph (89 km/h)
* Turning Radius: 28 feet (9 m)
* Tires: 9.00 x 16 8-ply

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1971-1987 Pickup J10/J20

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Contrary to belief among many non-Jeep experts, the Honcho was not the name for Jeep's full size trucks after AMC bought Jeep from Kaiser in 1970. They were sold as the Gladiator for a few more years and after that were known simply as the J-Series trucks.

.The Jeep Honcho was a trim package on the full-size J-Series (J10) pickup truck, and was offered from 1976-1983. It consisted of bold striping and decals, and was offered with factory extras such as the Levi's interior or a roll bar. It was one in a series of special decal packages offered for J-Series trucks in the mid to late 1970's, which included the Golden Eagle[1] and 10-4 which offered an optional CB radio along with the decals. The Honcho package was only available on the sportside (stepside) and short bed trucks. Between 1980 and 1982, only 1264 of the sportside versions were produced.




1971-1973 Jeep Commando C104

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The Jeepster name was removed after 1971, but the model remained in production for two more years as the Jeep Commando. In 1972, it received a "conventional" full-width grille (see picture). The Commando had one of three AMC engines, the 232 cu in (3.8 L) or 258 cu in (4.2 L) AMC Straight-6 or the 304 cu in (5 L) AMC V8. A total of 20,223 AMC-spec "C104" Jeep Commandos were made in 1972 and 1973.

Engines:

* 1971-1972 - AMC 232 I6— 231.91 CID (3,800.3 cc), 3.750 in (95.3 mm) bore, 3.500 in (88.9 mm) stroke, 100 hp (74 kW) and 185 ft·lbf (250 N·m)
* 1971-1972 - AMC 258 I6—258.08 CID (4,229.2 cc), 3.750 in (95.3 mm) bore, 3.895 in (98.9 mm) stroke
* 1971-1972 - AMC–304 V8—303.92 CID (4,980.3 cc), 3.750 in (95.3 mm) bore, 3.753 in (95.3 mm) stroke

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1976-1986 CJ-7

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The CJ-7 offered a compromise between the CJ-5 shortie and the long-arm CJ-6. With a 93.4-inch wheelbase, it was just long enough for room and comfort but short enough to get down and dirty on the trail. It has proven a popular rig on all fronts. A total of 379,299 units were built in just 10 years of production; 1976-79 models were available with the hi-po 304 AMC V-8. The extra wheelbase also allows for a wider variety of drivetrain modifications than does the CJ-5.

The CJ-7 featured a longer wheel base than the CJ-5 and lacked the noticeable curvature of the doors previously seen on the CJ-5. It was introduced in 1976 and 379,299 were built during 11 years of production.

The CJ-7 featured an optional new automatic all-wheel drive system called Quadra-Trac, as well as a part-time two speed transfer case; an automatic transmission was also an option. Other features included an optional molded hardtop, and steel doors. The CJ-7 was also available in Renegade and an upgraded Laredo model. Noticeable by their different body decals, the Laredo model featured nicer seats, steering wheel tilt, and a chrome package that included the bumpers, front grill, and mirrors. An optional Trak-Lok differential was available for the rear. Ring and Pinion was typically 3.54, but later went down to 2.73.

A diesel powered version was made in the Ohio factory for export only. The engines were provided by General Motors, the owners of Isuzu Motor Cars. Production of this diesel version is believed to have been only between 1980 and 1982.

Engines

* 150 cu in (2.5 L) AMC I4
* 258 cu in (4.2 L) AMC I6
* 304 cu in (5 L) AMC V8
* 140 cu in (2.3 L) Isuzu Diesel C240

Transmissions

* Warner T-18 (4 speed)
* Borg-Warner T-4 (4 speed)
* Borg-Warner T-5 (5 speed)
* Tremec T-150 (3 speed manual
* Tremec T-176 (4 speed manual)
* Borg-Warner SR-4 (4 speed)
* GM TH-400 (3 speed automatic)
* Chrysler TF-999 (3 speed automatic transmission - 4.2L)
* Chrysler TF-904 (3 speed automatic transmission - 2.5L)

Transfer Cases

* Dana 20 (1976-79)
* Dana 300 (1980-86)
* Borg-Warner QuadraTrac #1339 (1976 -1979)

Axles

* Dana 30 Front (1976-86)
* 2-Piece AMC 20 Rear (1976-86)
* Dana 44 Rear (1986)

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1981-1985 CJ-8 "Scrambler"

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After the CJ-6's demise in 1975, there was another cry by owners for more room. AMC answered with the CJ-8 "Scrambler." Built as a 103-inch-wheelbase pickup with lots of rear overhang, the CJ-8 came in hard- or soft-top models. A steel hardtop version was exported to Australia, and reportedly 176 insulated panel delivery units with automatic transmission were sold to the U.S. Postal Service for use in Alaska. The Scrambler was a very modest seller, with only 27,792 built. An upswing in popularity in the 1990's has turned the old CJ-8 into a very hot item with lots of room for trick modifications.



The (CJ-8 ) Scrambler was a pickup truck version of the CJ-7, introduced in 1981. It featured a 103-inch (2,616 mm) wheelbase and a pickup bed. Only 27,792 were built in the five years of production before being replaced by the similarly-sized Comanche.

The Jeep Scrambler(CJ-8 ) did not offer the Quadra-Trac system. The majority of Jeep Scramblers (CJ-8 ) used the traditional transfer case and manual front-locking hubs to engage the four-wheel drive. Most Scramblers(CJ-8 ) used a four- or five-speed standard transmission but a three-speed automatic transmission was an available option.

A right-hand drive, full length hardtop CJ8 based on the Scrambler but without any pickup bed was made for Alaskan mail delivery van, using right hand drive. This version was sold in Australia as the "CJ8 Overlander", with small differences including full length rear windows on the Overlander.Jeep Australia (Circa 1984). "Jeep Overlander CJ8 Specifications and Dimensions". Press release.

Former U.S. President Ronald Reagan also owned a blue Scrambler (CJ-8 ) and used it on his California "Rancho del Cielo" property with the license plate "Gipper.
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1984-2001 Cherokee (XJ):

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The XJ Cherokee was introduced in 1984 as the first unibody Jeep. Designs of the XJ Cherokee date back to 1978 when a team of American Motors (AMC) and Renault engineers drew several sketches. A few clay models were based on the existing SJ Cherokee. Early sketches of the XJ Cherokee had an European influence, and most of the styling cues were done by AMC engineers. The ongoing debate suggests that Renault sketch artists were involved right after the 1979 partnership with AMC.[citation needed] Noticing that General Motors was developing a new two-door S-10 based Blazer, AMC decided to design an entirely new four-door model, but worried about rollovers Gerald C. Meyers hired one of Ford's best engineers, Roy Lunn to design what is known as the Quadra-Link suspension.[3] François Castaing developed the drivetrain using a much smaller engine than normally found in 4WD vehicles and reduced the weight of the new model.

Both two- and four-door versions of the XJ Cherokee were offered throughout its lifetime, each having exactly the same track and wheelbase measurements. Two-door models, however, received longer doors and front seats that could fold forward to assist in rear passenger entry and exit. This was in addition to extended-length rear windows that did not open, although an optional rear vent window was available on some models. Its appearance has led some to mistakenly believe that the two-door models are a short wheelbase version of the four-door.

A variation on the Cherokee from 1984 through 1990 was the Jeep Wagoneer. It was sold in two trim levels: the Wagoneer and the Wagoneer Limited. Both Wagoneers were distinguished from the Cherokee by the four headlights. The Wagoneer Limited came with vinyl wood trim on the sides.

This version was the first to be sold in Europe; it was launched in 1992 in some markets, 1993 for the United Kingdom. Early versions had the 4.0 L (242 CID) six-cylinder engine only: the 2.5 L (150 CID) engine did not arrive in Europe until 1995.

American Motors's compact XJ Cherokee was to be replaced by a new and larger model known as the XJC (later named the Jeep Grand Cherokee when introduced in 1993) that was under development by AMC.[5] However, the smaller model's continuing popularity caused Chrysler executives, as the new owners of AMC, to rethink this decision. The Jeep XJ has remained a popular choice by off-roading enthusiasts due to its potent off-roading capability in stock form. Its popularity has resulted in strong ongoing aftermarket support in the form of a wide variety of products and upgrade availability.

Engines

* 1984-1996 2.5 L AMC 150 I4, 105 hp (78 kW) – 130 hp (97 kW)
* 1984-1986 2.8 L GM 60° LR2 V6, 110 hp (82 kW)
* 1985-1987 2.1 L Renault turbodiesel I4 (initially sold in U.S. and until 1993 in Europe)
* 1987-1990 4.0 L AMC 242 I6, 173-177 hp (41 kW) with Renix fuel injection system
* 1991-1996 4.0 L AMC 242 "High Output" I6, 190 hp (142 kW) with Chrysler fuel injection system
* 1994-1996 2.5 L VM Motori turbodiesel I4 (sold in Europe and South America)

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1997-2001

After 13 years of production, 1997 saw the Cherokee receive updated exterior and interior styling. Both the two- and four-door bodies remained in production, receiving a steel tailgate (replacing the fiberglass one used previously),a new taillight design, additional plastic molding along the doors, as well as a new front header panel that featured more aerodynamic styling; the interior was similarly updated with an all-new design and instruments, and a stiffer unibody frame brought improvements to Noise, Vibration, and Harshness measurements. In the middle of the 1999 model year, vehicles with the 4.0 liter engine received a much improved intake manifold. This was done to help counteract smaller exhaust porting on the latest casting of cylinder heads, which was done to meet more stringent emissions control laws. Both the 4- and 6-cylinder engines were offered through the 2000 model year, though only the straight-six was available in 2001. For the 2000 and 2001 model years, all six-cylinder XJs received a distributorless ignition system using coil-on-plug ignition replacing the 'traditional' system previously used; coupled with better exhaust porting and the newer intake manifolds, this gave a minor increase in power over the previous models. Transmission, axle, and transfer case choices were carried over from the previous models.

However, major changes were underway with a new executive, Wolfgang Bernhard, who was "known as a cost-slasher" nicknamed "whirlwind", came from Mercedes-Benz to turn around Chrysler. "One of the first moves Bernhard made when he came to Chrysler in 2000 was to help kill the Jeep Cherokee, an aging somewhat bland SUV." Thus, the (XJ) Cherokee line was replaced in 2002 by the Jeep Liberty (KJ) , although it is called the "Cherokee" in most foreign markets.

When (XJ) Cherokee production ended in mid 2001, the portion of the Toledo South Assembly Plant devoted to its production was slowly torn down.

Engines

* 1997-2000 2.5 L AMC 150 I4, 130 hp (97 kW)
* 1997-2001 2.5 L VM Motori turbodiesel I4 (sold in Europe, Australia and South America)
* 1997-1999 4.0 L 242 Power Tech I6, 190 hp (142 kW)
* 2000-2001 4.0 L 242 Power Tech I6, 193 hp (144 kW)

Trim levels

* Base - 1984-1993
* SE - 1994-2000
* Wagoneer - 1984-1990
* Briarwood - 1991-1992
* Pioneer - 1984-1990
* Pioneer Olympic Edition - 1988
* Chief - 1984-1990
* Sport - 1988-2001
* Country - 1993-1997
* Classic - 1996, 1998-2001
* Limited - 1987-1992, 1998-2001
* Laredo - 1985-1992
* Freedom - 2000
* 60th Anniversary - 2001



Manual transmissions

* 1984 – 1987 : Aisin-Warner AX4 4-speed manual, used with 2.5 L I4 only.
* 1984-only : Borg-Warner T-4 4-speed manual, used with 2.5 L I4 only.
* 1984-only : Borg-Warner T-5 5-speed manual, used with 2.5 L I4 and 2.8 L V6.
* 1987 – Mid-1989 : Peugeot BA-10/5 5-speed manual used with 4.0 L I6.
* 1984 – 2000 : Aisin-Warner AX5 5-speed manual, used with 2.5 L I4, 2.1 L I4 diesel, and 2.8 L V6.
* Late-1989 – 1999 : Aisin-Warner AX15 5-speed manual, used with 4.0 L I6.
* 2000 – 2001 : New Venture Gear NV3550 5-speed manual, used with 4.0 L I6.

Automatic transmissions

* 1984 – 1986 : Chrysler A904 3-speed automatic, used with 2.5 L I4 and 2.8 L V6.
* 1994 – 2000 : Chrysler 30RH 3-speed automatic, used with 2.5 L I4.
* 1987 – 2001 : Aisin-Warner AW-4 4-speed automatic used with 2.5 L I4 and 4.0 L I6.

Transfer cases

All the transfer cases used on the Cherokee were chain driven with aluminum housings. Command-Trac was standard on XJ models built with 4WD.

* 1984 – 1987 : New Process NP207 "Command-Trac", part-time only, 2.61:1 ratio with low range
* 1987 – 2001 : New Process NP231 "Command-Trac", part-time only, 2.72:1 ratio with low range
* 1987 – 2001 : New Process NP242 "Selec-Trac", full-time/part-time, 2.72:1 ratio with low range

Axles

The Jeep XJ utilizes front and rear solid (live) axles as opposed to independent front and/or rear axles. This configuration allows the XJ to have superior off-road capability and performance at the expense of some on-road comfort and drivability.

Front Axle

* 1984 – 1996 : Dana 30, High Pinion, Reverse Cut, 27-spline axleshafts (1989 – 1995 : with ABS used 5-297x universal joints, non-ABS had 5-260x universal joints. Note: Certain XJ models were produced with constant-velocity joints instead of universal joints.)
* 1996 – 1999 : Dana 30, High Pinion, Reverse Cut, 297x/760 universal Joint, 27-spline axleshafts.
* 2000 – 2001 : Dana 30, Low Pinion, Standard Cut, 297x/760 universal Joint, 27-spline axleshafts.

Rear Axle

* 1984 – 1989 : Dana 35, non c-clip, with anti-lock braking system (ABS) or non-ABS.
* 1990 – 1996 : Dana 35, c-clip, ABS or non-ABS.
* 1997 – 2001 : Dana 35, c-clip, ABS.
* 1991 – 1996 : Chrysler 8.25", c-clip, non-ABS, 27-spline axleshafts.
* 1997 – 2001 : Chrysler 8.25", c-clip, non-ABS, 29-spline axleshafts.
* 1987 – 1990 : Dana 44, non-abs, 30-spline axleshafts.

Axle Gear Ratios

Jeep XJs came in several standard gearing ratios:

* 3.07:1, manual transmission, I6 engine.
* 3.54:1, automatic transmission, I6 engine with Dana 44 rear differential.
* 3.54:1, manual transmission, I4 diesel engine with Dana 35 rear differential.
* 3.55:1, automatic transmission, I6, V6 engines; manual transmission, I4 engine.
* 3.73:1, automatic transmission, I6, Tow Package, UpCountry Package.
* 4.10:1, manual transmission, V6 automatic transmission, I4 engine.
* 4.56:1, automatic transmission, I4, offroad or tow package.

Note: Dana 44 rear ends came with manual transmissions with the towing packages in 1987.

Suspension

The Jeep XJ utilizes a coil spring front suspension with a leaf spring rear suspension.

Front Suspension

The Jeep XJ utilizes the Quadra-Link front suspension. This suspension design locates the axle with four control arms to control up and down movement, two above the axle and two below it. A panhard rod, also referred to as a track bar, is used to locate the axle central to the vehicle. Two coil springs are seated on top of the axle housing as well as two gas-charged shock absorbers. A sway bar is utilized to reduce body roll in turns.

Rear Suspension

The XJ uses a leaf spring rear suspension. Each leaf pack contains four leaf springs with a fixed eye at the front of the spring and a shackle at the rear of the spring. Two gas-charged shock absorbers are also used, along with a mild anti-sway/anti-roll bar. The suspension used on vehicles with the optional UpCountry Package did not employ the rear anti-sway/anti-roll bar and provided one inch of lift over the standard suspension.
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1986-1992 Comanche (MJ):

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The Jeep Comanche (designated MJ) is a pickup truck version of the Cherokee compact SUV that was produced from 1986 to 1992. Rear-wheel and four-wheel-drive models were available as well as two cargo box lengths of six and seven feet.

The Comanche was a unibody vehicle, an unusual form of truck like the Volkswagen Rabbit pickup and Dodge Rampage. Jeep designers based its body, styling, and suspension on the Cherokee, which had been introduced for the 1984 model year.

AMC's Jeep engineering staff designed a subframe that connected to the modified Cherokee Monocoque (unibody) structure to support the cargo box. Two such subframes were designed; one for the long-bed model, which appeared first, and a second, shorter version for the short-bed, which debuted for 1987.

The Comanche uses the Cherokee's front suspension, with coil springs and upper and lower control arms. The Cherokee and Comanche were the first Jeeps to use this new "Quadra-Link" suspension. It was argued that the coil springs allowed for greater ride comfort and axle articulation during off-road excursions. A trackbar is used to keep the axle centered under the truck. Modified versions of this same basic suspension system were later used on the Grand Cherokee and the TJ Wrangler.

For the rear suspension, the truck uses leaf springs that are considerably longer than on Cherokees, which give Comanches good load-carrying capacity. There is also a heavy duty "Big Ton" package available (known as the "Metric Ton" package outside the U.S.) for long-bed models. The package included heavier-duty leaf springs and wheels, larger tires and an upgraded rear axle to a Dana 44 instead of a Dana 35, which increases stock payload capacity from 1,400 pounds (640 kg) to 2,205 pounds (1,000 kg), well above that of any other pickup of the Comanche's size. In fact, a Metric Ton Comanche's payload rating is higher than that of many larger pickups.

Jeep offered the Comanche with a selection of engines, including the 4.0 L, 242 CID straight-6 engine found in many 1980s and 1990s Jeeps.

The inaugural 1986 Comanches could be equipped with one of three engines. The AMC 150 2.5 L, 150 CID I4, General Motors LR2 2.8 L V6, and Renault 2.1 L I4 turbodiesel were all offered from the start. The V6, which was the same basic unit used in the first generation Chevrolet S-10, had seven fewer horsepower than the base four-cylinder, only slightly more torque, and was equipped with a two-barrel carburetor instead of the four-cylinder's electronic fuel injection. In addition, fuel mileage with the V6, particularly in four-wheel drive models, was generally poor.

Changes to the engine lineup happened in the truck's second year on the market. For 1987, the 2.8 L V6 was replaced by the new fuel-injected 4.0 L, 242 CID AMC 242 inline-six that delivered 173 hp (129 kW), 63 more hp than the V6. The new six-cylinder was also more fuel-efficient. The slow-selling turbodiesel was officially dropped at some point during the model year.

Other changes under the hood occurred in 1991, when Chrysler adopted their own engine control electronics to replace the original Renix (Renault/Bendix) systems. One positive effect of this change was that the 4.0 L, 242 CID, I-6 engine gained 17 hp (to 190 hp (142 kW), having already gained 4 hp (3 kW) in 1988), while the 2.5 L, 150 CID, I4 engine jumped from 117 hp (87 kW) to 130 hp (97 kW). In addition, most parts for the Chrysler systems are easier to come by, even though many Renix parts were borrowed from GM at the time, and are still widely available today and most are surprisingly cheap. Most people won't consider a Renix Comanche, as it has no Check Engine Light. (CEL) But if the owner can operate a simple and cheap multimeter, they will find that Renix systems are quite easy to diagnose and keep running.

During the production life of the Comanche, six different transmissions were offered, manufactured by Aisin, Chrysler and Peugeot. Aisin provided the AX-4 (four-speed), AX-5 and AX-15 (five-speed overdrive) manual transmissions, along with the AW-4 four-speed automatic that was used beginning in 1987. The AX-15 was phased in to replace the Peugeot BA-10/5 five-speed that had been used from 1987 until mid-1989 behind the 4.0 L I-6 engine.

Although Chrysler purchased AMC (and, by extension, Jeep) in 1987, only one Chrysler transmission was ever used in the Comanche, and that was prior to the takeover. 1986 models equipped with the 2.5 L I4 or 2.8 L V6 were offered with Chrysler's three-speed TorqueFlite A904 automatic. Throughout the Comanche's production run, Chrysler would continue AMC's practice of purchasing Aisin automatics that began in 1987.

After the Chrysler buyout, the Comanche, like the Cherokee, received only minor changes, primarily those that would improve reliability and parts interchangeability with other Chryslers. The lack of an extended cab body style, which all other compact trucks were offering by the time of the Comanche's debut, and the fact that the Comanche's prices were, in any given model year, higher than those of the top-selling American compacts (Ford Ranger and Chevrolet S-10)[citation needed], led[citation needed] to lagging sales as customers went elsewhere for roomier trucks.

As sales dropped, the Comanche was planned for discontinuation. A rumor existed that the Comanche would be replaced by a restyled Dodge Dakota (its body-on-frame sibling from Dodge), but Jeep dealers disliked the idea because the Dakota was generally heavier and less reliable than the Comanche.[citation needed] The company chose instead to cancel the Comanche at the end of the 1992 model year, after only a few thousand trucks had rolled off the Toledo, Ohio assembly line.

Trims

* 1986-1986 - Custom
* 1986-1986 - X
* 1986-1986 - XLS
* 1987-1992 - Base
* 1987-1988 - Chief
* 1987-1990 - Laredo
* 1987-1992 - SporTruck
* 1988-1992 - Pioneer
* 1988-1992 - Eliminator





1987-1995 Wrangler YJ:

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With CJ sales lagging in the mid-80's, AMC responded with the Wrangler. Lower and wider than the CJ, the Wrangler was not looked upon as a "real" Jeep by the fans, but gradually it won them over and has proven to be a capable and adaptable design with a personality all its own. What it lacked in out-of-the-boxability, it more than made up for in adaptability: with an immense variety of aftermarket development devoted to it, the Wrangler is a four-wheeld Erector set. A total of 632,231 YJ Wranglers were built in its production run.

The Jeep YJ, sold as the Wrangler, replaced the much-loved but slower-selling Jeep CJ in 1987 and was built in Brampton, Ontario, Canada until the plant closed on April 23, 1992. It was a new design with a wider wheelbase, slightly less ground clearance, a galvanized body and more comfort. The YJ also had a leaf spring suspension similar to that of the CJ, however, the springs were wider, and the YJs sported trackbars and swaybars for added handling. YJs are easily identifiable by their rectangular headlights, which were a source of controversy when introduced. Despite the new grill, the body is very similar to the CJ7's, and it is interchangeable with some minor modifications. The YJ also was given a larger windshield over the CJ. 632,231 YJs were built through model year 1995, though YJs were still produced into mid '96 bringing the total production number to 685,071 units.

The YJ used a 2.5 L AMC 150 I4 or optional 4.2 L AMC 258 I6 until 1991. That year, a fuel injected 180 hp (134 kW) 4.0 L AMC 242 variant replaced the 112 hp (84 kW) 4.2 L 258 CID straight-6. The NP207 transfer case was used only in 1987 and replaced by the NP231

The roll cage was extended in 1992 to allow for rear shoulder belts, and anti-lock brakes were added as an option the next year. An automatic transmission option for 4-cylinder Wranglers came in 1994 along with a center high-mounted stop light.

In 1994, the slave cylinder on manual transmissions was moved outside of the transmission's bellhousing to allow for easier replacement, and in 1995 larger U-joints were used [front axle U-joints(297x) and rear pinion U-joint(1330)]. For the 1992 model year, the YJ switched over to an electronic speedometer outmoding the cable speedos on older YJs. 1995 was the only year to have a fully galvanized frame and body.

YJs produced in early 1996 were sold as 1995 model years, but featured a few new parts not seen on any earlier YJ. This included: the new TJ bumpstops on the hood (rubber boots vs the traditional U-bars), reinforced tailgate hinges, and it has been said that some even had rear TJ bumpers. Some lucky ones also got the newly tuned I6 that was tuned to run quieter in preparation for the TJ.

From 1991 until 1994, Jeep produced an options package on the YJ Wrangler listed as the "Renegade Decor Group". Initially, all Renegades were White, Black or Red. In 1992, Blue was added, in 1993, Bronze. The Renegade Decor Group was a $4,266.00 option over a base Wrangler in 1991 and included special alloy wheels, exclusive body flares, along with many other features.

Contents of the Renegade Decor Package

* 4.0 Litre (242 CID) I-6 Engine
* 29x9.5R15 LT OWL Wrangler A/T Tires
* 5-Hole Aluminum Wheels, 8 inch wide.
* Full size spare tire.
* Highback seats with Trailcloth Fabric
* Off-Road Gas Shocks
* Power Steering
* Fog Lamps (integrated into the front fenders)
* Leather wrapped steering wheel
* Renegade striping (door letters)
* Floor carpeting (full width, and on insides of body tub)
* Floor mats, front
* Extra capacity fuel tank (20 US gal.)
* Color Keyed Fender Flares with integrated bodyside steps
* Front and rear bumperettes (plastic)
* Center console with cup holders
* Courtesy and engine compartment lights
* Interval Wipers
* Glove box lock

Additionally, hardtops received a mandatory rear window defroster at a $164.00 premium. Hardtops themselves were a $923.00 option.

All Renegades typically had the Tilt Steering wheel ($130.00) and an AM/FM/Cassette Stereo Radio ($264.00).

A column shift automatic was also an available option (this option was rare).

While a base Wrangler with the inline 6 went for $12,356.00, the Renegade package pushed that price up to $18,588.00 in 1991. Dealer mark-up moved the price to $19,273.00.

These vehicles were sent as optioned Wranglers to Auto Style Cars in Detroit, where the Renegade Decor Package was installed, then shipped back to Jeep for delivery to dealers. Renegades all have a small sticker on the driver's side door, right above the latch denoting the visit to ASC.

At the price premium over a standard Wrangler, sales were fairly limited, so finding one today is a semi-rare occurrence. The price, plus what hardcore Jeepers felt were "funny looking plastic fenders" limited the sales. Although having nearly identical off-road capabilities, these Jeep were typically used as "beach cruisers" because of both their price and rarity, as well as the fact that their over sized flares and body cladding were not designed for the abuse that tree branches and over sized tires can deal out.

Trims

North American YJ/Wrangler were available in the following standard trims.

* Base (also referred to as "S" & "SE" at different points in the model run; first few years the back seat and rear bumperettes were optional, some years the 6cyl engine was an option, other years only the 4cyl was available in the "Base" model)
* Laredo (Chrome grille, bumpers, and trim, hard top and hard full doors, tinted windows, faux leather interior, body color fender flares and alloy wheels)
* Islander (which included "Sunset" Islander graphics and body colored wheel flares)
* Sport (which featured "sport" graphics and, beginning in 1991, a 4.0 L 242 CID inline-6 cylinder engine)
* Sahara (which came standard with most available options, including body color fender flares and alloy wheels)
* Renegade (which ran until 1994, and featured a similar option package as Sahara, but added premium wheels, deluxe interior group as well as oversized "Renegade" wheel flares and body cladding)
* Rio Grande (Available in champagne gold, moss green and white, with a Pueblo themed interior trim package, this trim was only available in 1995 and was added to spice up the base model Wrangler 'S' hence this trim was only available with the 4-cylinder models)

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PostPosted: Fri Feb 13, 2009 8:37 pm 
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1993-1998 Grand Cherokee (ZJ):

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The Grand Cherokee's origins date back to 1983 when American Motors (AMC) engineers were designing a successor to the smaller Jeep Cherokee (XJ).[1] Three outside (non-AMC) designers — Larry Shinoda, Adam Clenet, and Giorgetto Giugiaro — were under contract with AMC to create and build a clay model of the replacement model, then known as the "XJC" project.[2] However, the basic design for the Cherokee's replacement was well under way by AMC's in-house designers and the 1989 Jeep Concept 1 show car foretold the basic design.[3]

The Grand Cherokee was the first Chrysler-badged Jeep product. Development work for the new model continued and Chrysler employees (after the 1987 buyout of AMC) were eager for a late-1980s release date; however, then-CEO Lee Iacocca was pushing for redesigned Chrysler minivans, thus delaying the Grand Cherokee's release until late 1992 as an Explorer competitor.

The Grand Cherokee debuted in grand fashion at the 1992 North American International Auto Show in Detroit, Michigan. Then-Chrysler president Robert Lutz drove Detroit mayor, Coleman Young up the steps of Cobo Hall and through a plate glass window to show off the new vehicle. Production of the Grand Cherokee started shortly afterward in the purpose-built Jefferson North Assembly in Detroit, Michigan and has remained there since.

The ZJ models, manufactured from 1993 to 1998, originally came in three general trims, the Base, Laredo, and the Limited. The Base model offered basic features such as full instruments, cloth interior, a standard five-speed manual transmission, while soon gaining the moniker SE name in 1994. Creature comforts like power windows and locks were not standard equipment on the SE, although conveniences like these were finally included in 1995; a somewhat contrasting pricetag with minimal production numbers resulted with low consumer demand and dropping the now-uncommon bare-bone model indefinitely. The Laredo was the mid-scale model (essentially becoming base model after 1996), standard features included added body cladding power windows, power door locks, and cruise control; exterior features displayed a medium grey plastic lower body paneling and five-spoke aluminum wheels. The Limited was the premium model, with the lower body paneling being the same color as the vehicle color. The Limited also boasted standard features such as leather seating, optional power sunroof, mirrors, seats, and remote keyless entry system; heated mirrors, and heated seats, a basic onboard computer; and waffle-like cast aluminum wheels.

In 1995 the performance of the V8 engine was upgraded to 300 lb·ft (410 N·m) from 285 previously. 1996 brought cosmetic changes ranging from improved body modeling (grille, bumpers), and integrated foglights; interior features added dual airbags and increased fabric quality for seating. At the same time, the "Grand Cherokee" fender emblems in the American Motors-typeface were replaced with the typeface used on other Chrysler vehicles. The AMC 4.0 L straight-6 engine, able to tow 5,000 lb, was also refined, through minimal loss in horsepower but gained more torque and presented quieter operation. Limited models that year and onward had more luxury items such as driver placement memory, remote radio control from the steering wheel, and variable assist while driving and parking.

Between 1996-98, the export Grand Cherokee Laredo (marketed for Japan) had the optional Aspen package (source: The Story of Jeep).

Special edition ZJs

Throughout its lifetime, there were several different "one-off" and special edition models of the ZJ, including but not limited to the gold series. The following highlights several of these.

The 5.9L Limited ZJ (1998)
A Deep Slate 1998 Grand Cherokee 5.9L (Note hood louvers and mesh grill inserts)

The 5.9 Limited was a Jeep Grand Cherokee produced only for the 1998 model year, having more luxury and performance than that of the regular Limited. Chrysler churned out nearly a quarter million Grand Cherokees in 1998. Of those, less than fifteen thousand were 5.9s. It housed a Magnum 5.9 L V8 engine with an output of 245 hp (183 kW) and 345 lb·ft (468 N·m) of torque, going from zero to 60 mph (100 km/h) in only 7.3 seconds[5] (Motor Trend measured this at a slightly faster 6.8 seconds [6]see Motor Trend, January 1998, page 51), making it the quickest SUV available that year. The straight line performance of the 1998 5.9L V8 has been surpassed by Jeep only with the 2006 introduction of the 6.1l SRT8 HEMI grand Cherokee. The 5.9 Jeep Grand Cherokee was named the 1998 four-wheel drive vehicle of the year by Peterson's 4-wheel & Off-Road . [7] Other features separated the 5.9 from the standard Limited model including[8]:

* Functioning heat-extracting hood louvers
* Mesh grille insert
* Five-spoke alloy Ultrastar wheels
* Black-wall tires
* An improved premium 180 watt, 10 speaker infinity stereo system
* A rear speaker bar for additional infinity speakers
* Calf-grain, soft leather seats and trim
* Leather door inserts
* Leather shift handle, e-brake and transfer case handle
* Enhanced faux wood trim throughout, additionally around the transmission shift handle base
* A full-leather spare tire cover with multiple pockets
* A center leather armrest in the rear seat
* A lower-profile roof rack that eliminated squeeking problems found on the base 5.2l limited
* Molded rocker panels
* Stock foglights
* Stock power sunroof/moonroof


The Grand Cherokee 5.9 further included additional performance-enhancing features including:

* A stronger 46RE transmission than the 5.2L with a heavier output shaft
* Quadradrive heavy duty NV249 transfer case
* Standard trac-lock rear differential
* An electric fan
* A high-output 150A alternator
* Lower restriction exhaust and chrome plated exhaust tip


Jeep Grand Wagoneer (1993)
1993 Jeep Grand Wagoneer

For 1993 alone, Jeep carried over the Grand Wagoneer name for a special luxury version of the Grand Cherokee with the 5.2 L V8, this marked the last appearance for the Grand Wagoneer in the Jeep lineup. Having all the features of the Limited, it featured a simulated wood grain body cladding, along with special Grand Wagoneer badging, and a unique leather interior. This Jeep was the most costly of the line up, and was produced in limited numbers.

The Orvis Edition (1995-1997)
1996 Grand Cherokee Orvis

The Orvis (1995-1997) was a Grand Cherokee Limited package that featured an exterior color scheme of either Deep Hunter Green, or (less commonly) Light Driftwood, with red and gold side strip accents (1995). Green paint accents on the road wheels (matching the deep hunter green body color) and the special "Orvis" brand badging were the only significant exterior visual differences. In performance, the 5.2 V8 engine became standard, but was available with a 4.0 inline 6 cylinder engine. Also, all Orvis editions were installed with tow hooks and the Up-Country suspension group. However, the interior was special. Two-tone green and tan leather seats were complimented with red accent piping and Orvis insignia. There was a slight difference between the 1996 and 1997 years' interior compared to each other. The 1996 had a black dash where the 1997 had a tan dash, this is an easy way to tell the difference between the two. Because it was an additional luxury trim package to the Limited, the Orvis Edition (when fully optioned) became the most expensive of all the Grand Cherokee versions until 1998 when the 5.9 Limited was introduced.


TSi (1997-1998)

A sporty TSi model (1997-1998) briefly debuted, exterior features included single color body paneling, with lower indigo blue striping accent similar to that found on the Eagle Talon model. TSi packages came equipped with 5 spoke 16-inch alloy wheels, 225/70R16 tires, sport tuned suspension and steering, perforated leather seats, and a premium sound system. A 5.2 litre V8 was available. The TSi was priced between the Laredo and the Limited.

[edit] 4x4

Four-wheel drive systems included Command-Trac, a part-time unit offering temporary 4-wheel assistance; Command-Trac was dropped from lineup in conjunction with the SE trim in 1996. Selec-Trac had the option of either full-time or part-time operation; both shift-on-the-fly Command-Trac and Selec-Trac were already available for the Cherokee, and they were adapted to the Grand Cherokee. Exclusive to the Grand Cherokee was the introduction of Quadra-Trac system with permanent all-time four-wheel assistance. This was standard on all Limited and most specialty trims, as well as optional on Laredo models. Rear wheel drive I6 models were sold though only for the Laredo in late 1993, while it was in 1994 when rear wheel drive was made available for the Limited. In 1997, the 5.2 L V8 engines were made optional in rear wheel drive models.

Suspension

An available "Up Country" package was offered. The suspension package included heavier duty gas charged shocks, along with various other suspension components improved.

Awards

The Grand Cherokee V8 was on Car and Driver magazine's Ten Best list and was Motor Trend magazine's Truck of the Year for 1993.

It was also Petersen's 4x4 of the Year in 1993, 1996 (with the redesigned NV249 transfer case), 1998 (with the newly available 5.9L V-8), 1999 (with its acclaimed 2nd generation model), 2001 (with the new 5-speed transmission), and 2005 (with its 3rd generation model).

Models

* 1993–1995 — Base "SE"
* 1993–1998 — Laredo
* 1993–1998 — Limited
* 1995–1997 — Orvis "Limited Edition"
* 1997–1998 — TSi
* 1993 Grand Wagoneer
* 1998 5.9 Limited
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1997-2006 Wrangler TJ:

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The YJ gave way to the TJ for the 1997 model year (note that there was no 1996 model year; the 1997 TJ was released in Spring 1996). This updated Wrangler featured a coil-spring suspension (based on that of the Jeep Grand Cherokee) for better ride and handling, and a return to the CJ's iconic round headlamps. The engine is the same 4.0 L AMC 242 Straight-6 used in the Cherokee and Grand Cherokee. A 2.5 L AMC 150 Inline-4 motor was available on entry-level models until 2003 when the 2.4 L DOHC Neon 4-cylinder engine replaced it.

A right hand drive version of the TJ was available for export markets, and was also offered for sale to US rural route postal carriers. The version offered to US postal carriers was only available with an automatic transmission.

Other changes included the 1999 additions of a larger standard fuel tank, child seat tethers and sound system improvements in 2000, and a new console, steering wheel, and a revised dashboard for 2001. 2002 saw other minor changes including new colors, along with available wheel styles.

The Wrangler Rubicon (named for the famed Rubicon Trail in the Sierra Nevada Mountains) was introduced in 2003. It featured front and rear Dana 44 axles with built-in air-actuated locking differentials, 4:1 low-range NV241OR transfer case, 4.10:1 differential gears, 16 in alloy wheels, and Goodyear MTR P245/75-R16 tires. 2003 to 2004 featured a standard NV3500 five-speed manual transmission, which changed in 2005 to a Mercedes-sourced six-speed. The optional 42RLE four-speed automatic transmission was available from 2003 to 2006.

A limited run of 1,001 Wrangler Rubicon "Tomb Raider" models were produced in 2003 to promote the Tomb Raider sequel, Lara Croft Tomb Raider: The Cradle of Life. Along with the standard Rubicon fare, it also included exterior features such as 16 inch Alcoa forged aluminum wheels, Tomb Raider badging, and Mopar accessories including a light bar, riveted fender flares, tubular grille guard, diamond-plated bumper guard, etc. Interior features included Dark Slate fabric seats with red accent stitching down the center, silver surround instrument panel bezel, red seatbelts and a Tomb Raider badge with serial number. To match the vehicle in the film, it was offered in Bright Silver.

TJ Wrangler Unlimited
Jeep TJ Wrangler Unlimited soft-top

In 2004, Jeep introduced the Wrangler Unlimited with a 10 inch (~25.4 cm) longer wheelbase (LWB), a Dana 44 rear axle with a 3:73 gear ratio and the Command-Trac 231 transfer case; this model is also known by its unofficial designation of LJ. In 2005, Jeep released the Rubicon Unlimited, which has the wheelbase of the Unlimited and the off-road features of the Rubicon such as front and rear Dana 44 axles with locking differentials, diamond plate rocker guards, an NVG241OR transfer case with a 4.0:1 low range, 245/75R16 Goodyear MT/R tires, a six-speed manual transmission and other comfort and convenience options not offered on other Wranglers.

Trims

* Base - also referred to as "SE"
* X (available after 2002, it was the equivalent to earlier standard optioned 'Sport' models
* Sport - which came standard with the 4.0-liter (242 CID) inline-six-cylinder engine
* Sahara - the premium model until 2005, which came standard with most available options, including the 4.0-liter engine, alloy wheels, fog lights and the premium interior group
* Rubicon - beginning in 2003, the premium "off-road" model, which came standard with most of the available off-road options and included the "Rubicon appearance package", which included alloys, fog lights, and lower bodyside "diamond" plating. Rubicon models also received front and rear electric lockers, Dana 44 centre differentials front and rear, as well as a 4:1 transfer case with fixed rear output dubbed the NV241OR.
* Unlimited - beginning in 2004, Unlimited offered more interior room (increased legroom for rear passengers, and improved storage space behind the rear seat), greater towing capacity, 3,500 pounds (1600 kg), and was available in a standard or Rubicon trim. A 4.0 L and alloys were standard on all models. On soft tops, the "Sunrider" flip-back sunroof feature is standard as well.
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1999-2004 Grand Cherokee WJ:

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The redesigned WJ 1999 Grand Cherokee shared just 127 parts with its predecessor. The structure was stiffened by Porsche Engineering for sharper steering and lighter weight. The spare tire was relocated from the side of the cargo compartment to under the floor to great relief of owners. The two heavy pushrod V8 engines were replaced by chrysler's first clean sheet V8 since the 60's (SOHC aluminium heads, plastic intake), Chrysler's then-new PowerTech. Although this engine produced less torque than both previous V8s, it was lighter and got much better fuel economy and provided similar on road performance figures (the 23 gallon fuel tank was replaced with one of a 20.5 gallon capacity). The Inline 6 engine was also updated in 1999. 10 Horsepower was added by redesigning the intake manifold. The manual transmission was dropped with this model.

While other Jeep vehicles used the Mopar 5 x 4.5 bolt circle, this was the first Jeep following the 1987 Chrysler buyout to receive a wider bolt pattern — 5 x 5. The 5 x 5 bolt pattern (also 5 x 127 mm), although common to GM rear wheel drive vehicles and light duty trucks/vans, has spread beyond its use with GM (and Ford with their 1973 to 1978 LTDs and Lincolns). Chrysler first used the 5 x 5 pattern on full-size half-ton Dodge Ram pickups and Dodge Ramcharger SUVs in 1986.

A notable feature available in this generation was the automatic four wheel drive option called Quadra-Drive II. With three viscous clutches, it was one of only a few four wheel drive systems at the time with triple locking differentals, joining the contemporary Mercedes Gelandewagen, Mercedes Unimog and Magna Steyr Pinzgauer, and the only one of the four with fully automatic operation, although the axle differentials could not be manually locked like in the other three vehicles.

The 45RFE and 545RFE automatic transmission in the WJ was notable. It included three planetary gear sets rather than the two normally used in a four-speed automatic. This gave it six theoretical speeds, and it would have been the first six-speed transmission ever produced in volume, but it was programmed to only use five of these ratios. Four were used for upshifts, with a different second gear for downshifts. Although five of the six ratios were used, Chrysler decided to call it a "4-speed automatic". In 2001, the programming was changed to make use of all six ratios. Rather than have six forward gears, the transmission was programmed to act as a five-speed with the alternate second gear for downshifts. The RPM at 70 miles per hour on a 545RFE is 2000 RPM, 200 RPM less than the 45RFE programming. 1999 and 2000 model year WJ owners can have their 45RFE transmission's programming flashed to enable the extra gear as both transmissions are physically the same. The 42RE 4-speed automatic remained the transmission for the Inline 6 engine. It was not changed from the previous model Grand Cherokee's.

The interior was also completely redesigned in 1999. The redesign allowed for larger rear doors, and more space for rear passengers. Controls for various items like headlights, heated seats, and rear wiper were moved to more convenient locations. The electronic Vehicle Information center was moved from below the radio to above the windshield, and was standard on all 2000 and up models. Limited models included automatic dual-zone climate control. A 10 CD-Changer was also available with the Infinity Audio package.

Models

The Laredo and luxurious Limited trim levels were standard models.

Specialty models:

* 2002–2003 — Sport
* 2002–2004 — Special Edition
* 2002–2004 — Overland
* 2003–2004 — Columbia Edition

These specialty models appeared for a brief time, The Sport was slightly more equipped than the Laredo and offered a very discrete two-tone black trim interior for style. The Special Edition was introduced offering the same quality of the Limited, differences include 4.7 L V8 engine and slightly revised, Special Edition came with premium interior details, Plush Leather seats, AM-FM, In-Dash CD/Cassette along with ten disc CD changer stowed in a well thought location in within cargo space. Special Edition Trim package from bumper to bumper was presented with a fully polished, non-textured finish. Front grille debut was standard issue on the Special Edition. The Overland (appropriated after the former Jeep parent, Willys-Overland) was the top-of-the-line alongside the Special Edition the 4.7 L High Output engine V8 initially debuted as the standard motor. Alongside a wealth of standard features such as plusher interior trim with "Overland" badging, mid-2003 came a revised strong black two-tone trim interior and Built-in GPS equipped with the model. Front and side-curtain airbags, an Infinity sound system with 10-disc changer, heated/power front seats, integrated rock rails, power sunroof, wood/leather steering wheel and 17 in alloy wheels were also standard. The Columbia Edition offered the usual features of the other specialty models besides a strong unique two-tone interior with "Columbia Sportswear" badging, with the 4.7 L H.O. engine and GPS optional.

1999–2004 4.0 L (242 CID) Power Tech I6
1999–2004 4.7 L (287 CID) PowerTech V8
2002-2004 4.7 L (287 CID) High Output PowerTech V8

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