Jeep CJ

The Jeep CJ (or Civilian Jeep) was a commercial version of the famous Military Jeep from World War II. The first CJ (the CJ-2) was introduced in 1944 by Willys, and the same basic vehicle stayed in production through 7 variants and 3 corporate parents until 1986. In fact, a variant of the CJ is still in production today under license. The last CJs, the CJ-7 and CJ-8, were replaced in 1987 by the reworked Jeep Wrangler. The CJ-7 is very popular in the sport of mud racing, both with the stock body or a fiberglass replica. The CJ-7 could have anything from the stock motor in it all the way up to a 454 cubic inch big block Chevy.

CJ-2

Although it bore the CJ name, the CJ-2 was not really available at retail. Willys produced less than three dozen CJ-2 Agrijeeps in 1944 and 1945. It was very closely-related to the Military Willys MB, using the same Willys Go Devil engine, but there were some changes. It had larger headlights, a side-mounted spare tire and opening tailgate, and an external fuel cap.

CJ-2A

Lessons learned with the CJ-2 led to the development of the first full-production CJ, the 1945-1949 CJ-2A. Like the CJ-2 and the Military version, the CJ-2A featured a split windshield. An early column shifter and full floating rear axle gave way to the more familiar floor shift T90 and semi-floating rear axle. In the end, 214,202 CJ-2A's were produced. The CJ-2A was the first civilian Jeep.

The CJ-2A used the "Go Devil" L-Head 134 I4 engine. Early versions of the CJ-2A were produced with a T-90 utilizing a column shifter. The later versions of the CJ-2A were produced with a "three on the floor" shifter rather than the column "three on the tree". The 26 tooth, small hole Dana/Spicer 18 transfer case was used. Front axle used in the CJ-2A was a Dana/Spicer 25 with drum brakes. Some early versions of the CJ-2A used the full-floating Dana/Spicer 23-2 rear end and had shovel and axe grooves on the driver side like the MB. Later the CJ-2A had a semi-floating Dana/Spicer 41 rear end and lacked the shovel and axe grooves on the driver side.

CJ-3A

The CJ-3A was introduced in 1949, and replaced the CJ-2A by the next year. It featured a one-piece windshield with a vent in the frame. A bare-bones Farm Jeep version was available starting in 1951 with a power takeoff. 131,843 CJ-3A's were produced before the series ended in 1953.

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.

CJ-4

Only one CJ-4 was produced. It used the new Willys Hurricane engine and had an 81-inch wheelbase. It was a test model, but was sold to a factory employee.

CJ-3B

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.

The CJ-3B was available with the "Hurricane" F-Head 134 I4 engine, the T-90 3 speed transmission, the Dana 18 transfer case, either the Dana 25 or the Dana 27 front axle, and the Dana 44 rear axle.

CJ-5

The CJ-5 was influenced by new corporate owner, Kaiser, and the Korean War M-38 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. 603,303 CJ-5's were produced between 1954 and 1983.

In 1965, Kaiser bought the casting rights to the Buick 225CID V6 Dauntless and the CJ-5 and CJ-6 got a new engine with 155 hp supplementing the Willys Hurricane engine.

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 6 engines, the 232 and 258 and offering one V8 engine - 304CID.

To accommodate the new I6 the fenders and hood were stretched 3" starting in 1972. 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
1969 Camper
1969 462
1970 Renegade I
1971 Renegade II
1972-1983 Renegade Models - featuring a 304CID V8, alloy wheels and a limited-slip differential
1972 Super Jeep
1977-1983 Golden Eagle

Engines:
Many engine options have been offered for the CJ-5 over it's 29 year production run. The original engine offered in the CJ-5 was the "Hurricane" F-Head 134 I4. The first optional engine offered for the CJ-5 was the Perkins 192 I4 diesel followed by the "Dauntless" Buick 225 V6 in 1965 when Kaiser bought the casting rights to the Buick 225CID V6 Dauntless. That's when the and the CJ-5 and CJ-6 got a new engine with 155 hp supplementing the Willys Hurricane engine. Soon after AMC purchased Jeep from Kaiser, the AMC 232, 258, and 304 became available in the CJ-5. During the last three years of production, the GM 151 I4 was the standard engine.

Transmissions:
For many years the T-90 3 speed was used as the standard transmission for the CJ-5. When the CJ-5 began using the Dauntless V6 the T-86 3 speed was used. The T-14 replaced the T-90 and later the stronger T-15 was used behind the 304 V8. The T-98 was an optional 4 speed for the CJ-5 until 1971 when the T-18 became the optional 4 speed. The T-150 became the 3 speed for the CJ-5 in 1976 and in 1980, the heavy duty 3 speeds and 4 speeds were no longer offered, replaced by the lighter duty SR-4, T-4, T-176, and T-5. The CJ-5 never came with an automatic from the factory.

Transfer Cases:
The Dana 18 was used in the CJ-5 from '55 until '71. In 1972 the Dana 20 replaced the Dana 18. From 1980 to 1983 the Dana 300 was used.

Front Axles:
From 1954 to 1965 the CJ-5 used the Dana 25, then the Dana 27 replaced the Dana 25 and was used until 1971. From 1972 to 1983, the Dana 30 was used in the CJ-5.

Rear Axles:
From 1954 to 1970 the Dana 44 with two piece axle shafts were used in the CJ-5 until about mid-1970 at which time a Dana 44 with one piece axle shafts replaced the original 2 piece. Production of the CJ-5 with the one piece axle shafts ran until 1975. From 1976 until the 1983, the AMC 20 was used.

CJ-6

The CJ-6 was simply a 20 inch 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 CJ6 Jeeps in to use. Former President Ronald Reagan owned a CJ6 and used it on his California Ranch. 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, new V6 and V8 engine choices appeared in 1965 and 1972.

Engines:
The original engine offered in the CJ-6 was the "Hurricane" F-Head 134 I4. The first optional engine offered for the CJ-6 was the Perkins 192 I4 diesel followed by the "Dauntless" Buick 225 V6 in 1965 when Kaiser bought the casting rights to the Buick 225CID V6 Dauntless. That's when the CJ-6 got a new engine with 155 hp supplementing the Willys Hurricane engine. Soon after AMC purchased Jeep from Kaiser, the AMC 232, 258, and 304 became available in the CJ-6.

Transmissions:
For many years the T-90 3 speed was used as the standard transmission for the CJ-6. When the CJ-6 began using the Dauntless V6 the T-86 3 speed was used. The T-14 replaced the T-90 and later the stronger T-98 was an optional 4 speed for the CJ-6 until 1971 when the T-18 became the optional 4 speed.

Transfer Cases:
The CJ-6 used the Dana 18 from 1958 until 1971. 1972 through 1975 the Dana 20 was used.

Front Axles:
Up until 1965, the CJ-6 used the Dana 25 front axle, then the Dana 27 replaced the Dana 25 and was used until 1971. From 1972 to 1975, the Dana 30 was used in the CJ-6.

Rear Axles:
The Dana 44 with the two-piece shafts was used in the CJ-6 until about mid-1970 at which time a Dana 44 with one piece axle shafts replaced the original 2 piece.

CJ-5A and CJ-6A

From 1964-1968 Kaiser elevated the Tuxedo Park from just a trim package to a separate model for the CJ-5A and CJ-6A.

A Tuxedo Park Mark IV is signified by a different prefix from a normal CJ-5 with a VIN prefix of 8322, while a normal CJ-5 VIN prefix is 8305 from 1964-1971.

CJ-7

The CJ-7 was produced from 1976 until 1986 and was basically a stretched CJ-5 featuring a wheelbase of 93.4 inches, 10 inches longer than the CJ-5. The extra 10" was added behind the front seats and allowed AMC to offer an automatic transmission for the first time in a CJ. 379,299 CJ-7 Jeeps were produced in the 11 years of production. A CJ-7 tub can be identified by the shape of the door opening, the opening is square where as the CJ-5 has a curving, "S" shaped door opening.

The CJ-7 used a fully boxed frame, which was stronger than frames used in earlier CJs. Stability was also improved with the CJ-7 by widening the frame in the rear and a swaybar as well as a steering stabilizer were added to improve on-road handling. In 1982, The CJ-7 received wider axles, known as Wide-Track axles which further improved stability on and offroad. It should be noted that the Wide-Track axles are for the most part interchangeable with the earlier 1976 thru 1981 CJ narrow-track axles.

During the production of the CJ-7, several different trim package were available including the Laredo and Jamboree packages.

Drive Train

Engine

In the first few years of production of the CJ-7, the 232 I6 was the stock engine with the 258 and 304 offered as optional engines. By the late 70s, the 232 was dropped and the 258 became the stock engine. Then in 1980, the GM 151 I4 engine became the CJ-7's stock engine with the 258 and 304 offered as optional choices. After 1981 the 304 was discontinued as an available engine. In 1984, the GM 151 was replaced with the AMC 150 I4.

Transmission

The T-150 3 speed was the stock transmission From 1976 through 1979 and the T-18 4 speed with granny low was offered as an optional manual transmission. From 1976 through 1979 Jeep also offered the the GM TH400 3 speed automatic as an optional automatic transmission.

1980 marked the end of the Great Transmission Era. From 1980 to the end of production in 1986, the CJ-7s used medium and light duty transmissions compared to the heavier duty transmissions available in the late 70s. Starting in 1981, the heavy duty transmissions were no longer used and the SR-4 and T-176 were used with the I4 and I6 power plants. The T-176 was used with the 304 during 1981. After 1981, the T-4, T-176, and T-5 5 speed were used as the manual transmissions. From 1980 through 1986, the TF999 was used with the I6 and V8 and the TF904 was used with the I4.

Transfer Case

The Dana 20 was used from '76-'79 and the Dana 300 was used from '80-'86.

Front Axle

All CJ-7s used the Dana 30 front axle. In 1982, the Dana 30 was widened.

Rear Axle

The common axle in the CJ-7 was the AMC 20. Some rare models of the CJ-7 used the Dana 44. In 1982, the Dana rear axles were widened.

A 1980 CJ-7 appeared in the TV series The Dukes of Hazzard.

CJ-8

Introduced in 1981 and produced through 1986, the CJ-8 Scrambler was a pickup truck version of the CJ-7 and held many of the characteristics of the CJ-5 and CJ-7 of that era. It featured a 103 in wheelbase and a pickup bed. Only 27,792 were built in the 6 years of production.

Drive Train

Engine

In 1981, the CJ-8 was offered stock with the GM 151 I4 engine and the 258 I6 and 304 V8 were optional. The last year for the 304 was 1981. The GM 151 was replaced with AMC 150 I4 in 1984 through 1986.

Transmission

The SR-4 and T-176 were used with the I4 and I6. The T-176 was used with the 304. After 1981, the T-4, T-176, and T-5 5 speed were used. The TF999 was used with the I6 and V8 and the TF904 was used with the I4.

Transfer Case

The Dana 300 was the transfer case used in the CJ-8.

Front Axle

The Dana 30 was always used in the CJ-8.

Rear Axle

The CJ-8 used the AMC 20 rear axle.

CJ-10

The CJ-10 was a CJ-based pickup truck. Produced from 1981 through 1985, it was sold mainly as an export vehicle, though some were used by the United States Air Force for use as an aircraft pulling vehicle. They featured square headlights like the Jeep Wrangler and an unusual 9-slot grille.

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