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99-569: The DJ-3A was introduced in 1955 for the 1956 model year. It was inexpensive because it used Jeep's existing tooling and technology. At the time, it was the lowest-priced production car offered in the United States, with a 1956 base price of US$ 1,284 (equivalent to $ 14,400 in 2023). It used the body style of the older CJ-3A , along with the L-134 engine. Unlike the CJ-3A, it came with either

198-410: A steering column or a floor-mounted shifter for the three-speed Borg-Warner T-96 manual transmission. The vehicle was offered with many different body options, including a soft top, metal top, or a full van body with sliding doors . The marketing focused on it being "perfect for economical deliveries" and "for carefree business and pleasure transportation." One model was a postal delivery vehicle with

297-518: A 1956 model. It was stretched version of the CJ-5 with a 20 in (508 mm) longer-wheelbase (101 in, 1955-1971 / 103.5 in, 1972–1981). The extended chassis allowed a variety of configurations, including adding a second row of seats. The M170 military version shared many of the features of the M38A1 (Military CJ-5), but had the passenger-door opening extended back to the rear wheel well. As in

396-517: A 1965 CJ5 would be fitted with 1965 Falcon engine/clutch components. Combat 6 jeeps were also fitted with Australian Borg Warner differentials, and Borg Warner-brand gearboxes. Very little documentation about these Jeeps remains, and often the only way to conclusively identify them is by owner history. While most foreign assemblers focused on the CJ-3B, Brazil received the CJ-5, instead. After having closed their market to imported cars in 1954, assembly of

495-621: A 54-volt 30 bhp (22 kW; 30 PS) compound wound DC motor. The motor was mounted in the location of the conventional transmission with a short driveshaft to the rear differential featuring a 5.89:1 gear ratio. The engine bay contained the battery pack totaling 330 amp hours (17.8 kWh) capacity. The Electruck featured an electronic, silicon-controlled, rectifier-based, and continuously-adjustable speed electronic module made by Gould Electronics that controlled forward or reverse direction, provided for regenerative braking , and supplied 12-volt power for accessories and lighting. The Electruck had

594-489: A T-handle shifter located on the floor next to the driver's seat. The main body was a single unit, resembling the earlier Jeep equipped with the metal Extreme Cold Weather Enclosure hard top. There were no cutouts in the body for the rear wheels, which made tire changes more difficult, as even when the frame was jacked well off the ground, the axle did not fall enough for the tire to clear the body. The DJ-5A used standard 15-inch passenger car tires, with no provision for carrying

693-814: A closed steel body in both left- and right-hand drives for hotel, resort, police, and later United States Postal Service markets. In 1942, the US Department of Agriculture tested the MB. By 1944, the Allies were confident the war would be won, and wartime production looked to be winding down. This allowed Willys to consider designing a Jeep for the postwar civilian market. Documentation is scarce, but in early 1944, Willys seemed to have found time to start drawing up plans, and one or two prototypes dubbed CJ(-1), for "Civilian Jeep", were running by May of that year. The first CJs had apparently been created by quick modification of

792-423: A distributor with conventional mechanical and vacuum advance featuring a computer, and individual cylinder knock sensors that can advance up to 6 degrees when the engine is running knock-free or compensate for low-quality fuel in two-degree steps for up to 12 degrees of spark retard. The 1984 and 1985 engines included a one-barrel carburetor. Starting in 1986, a throttle-body fuel injection system took advantage of

891-461: A faster burn from the spark. The head combustion chamber and port design were later used on the 4.0 L engine. The 2.5 L engine also features five main bearings and eight overhead valves . The new engine retained the water pump and front housing as well as connecting rods from AMC's existing I6 engines. The timing chain is a "super-duty" double-roller design with the added protection of an automatic tensioner. The initial versions included

990-507: A few DJs remain in daily use delivering mail through 2023, as privately owned vehicles of Postal Service employees. The DJ-5A was introduced in 1967, beginning the lettering system, indicating changes within the series. As initially produced by Kaiser Co., the DJ-5A used a standard CJ front end. It was equipped with a four-cylinder Chevrolet 153 engine, shared with the contemporary Nova , and two-speed Powerglide automatic transmission, with

1089-517: A heavy-duty steering gearbox. Other improvements include a vent in the roof and cut-outs around the rear tires. American Motors experimented with electric vehicles and starting in 1974 mass-produced the DJ-5E, a rear-wheel drive electric delivery van, also known as the Electruck . Similar in appearance and in most of its dimensions, the DJ-5E was powered by a set of 27-volt lead-acid batteries with

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1188-613: A higher grille and hood to clear the new Willys Hurricane engine . A four-speed manual transmission became optional in 1963, at an extra cost of $ 194 (~$ 1,931 in 2023). The turning radius was 17.5 ft (5.3 m). Until 1968, about 196,000 CJ-3Bs were produced, of which 155,494 were assembled in the U.S. The CJ-3B was turned into the M606 military jeep (mostly used for export, through 1968) by equipping it with commercially available heavy-duty options, such as larger tires and springs, and by adding black-out lighting, olive drab paint, and

1287-596: A lighter, less durable design than the standard Jeep. These changes included the use of C-channel frame rails (as opposed to the box rails of the CJ-5), and while the hood was the exact dimensions as (and interchangeable with) the CJ, it did not have the reinforced design of the original. The standard configuration had only a driver's seat and a letter tray installed. This decreased curb weight, combined with different leaf springs than other models, allowed carrying more cargo weight behind

1386-542: A local 4 door option existed for the 1963 model, called "Jeep Universal 101 Bernardão 4 portas." From 1964 until 1968, Kaiser elevated the Tuxedo Park from 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 and a CJ6a is 8422, while a normal CJ-5 VIN prefix is 8305 from 1964 through 1971. The Jeep CJ-7 featured

1485-521: A long-wheelbase version, similar to the CJ-6 , was added to the line. Called the "Willys Jeep 101", it shared the chassis of the local Rural, a redesigned Willys Jeep Station Wagon . Like the Brazilian-made CJ5s, the 101 has square rear-wheel openings. This version was introduced in 1961, but was not retained after Ford's takeover in the fall of 1967. On 9 October 1967, Ford do Brasil bought

1584-426: A manual wiper on the passenger side and a vacuum wiper on the driver side), dual taillights (stock CJ-2As had a taillight on the driver side and a reflector on the passenger side), hot-climate radiator, driveshaft guards, heater, side steps, and radiator brush guard. The CJ-2As were produced in lively color combinations that in some ways symbolized the hope and promise of postwar America. True to their intended purpose,

1683-411: A one-barrel Carter YF carburetor. Also in 1972, AMC's 304 cu in (5.0 L) V8 engine became available, which upgraded the power-to-weight ratio to a level comparable to a V8 muscle-car. Other drive-train changes included a new front axle - a full-floating, open-knuckle Dana 30 , which was both 25 lbs lighter and reduced the turning circle by 6 ft. To accommodate the new engines,

1782-462: A platform for early Zamboni ice resurfacers produced from 1950 until 1964, which were mounted on top of the Jeeps to clean and smooth the surface of ice rinks . Zamboni resurfacers would be constructed using original chassis designs starting in 1964, eliminating the need to source Jeep parts. The Willys-Overland CJ-4 or "X-151" was only built as an experimental concept in 1950 or 1951. It used

1881-566: A range of model numbers, and several corporate parents, the Jeep CJ line was officially ended after 1986. More than 1.5 million CJ Jeeps were built, having continued the same basic body style for 45 years since the Jeep first appeared. Widely regarded as "America's workhorse", the CJs have been described as "probably the most successful utility vehicle ever made." American Motors VP Joseph E. Cappy said

1980-494: A spare. While the front bumper was of the standard CJ design (though thinner and lighter than the original), the rear bumper was a unique design, a single stamped part that ran the full width of the vehicle. At each end was a rubber stopper for the sliding doors. The 10-gallon fuel tank was under the rear body, just ahead of the bumper. After American Motors purchased Kaiser-Jeep in 1970, the AMC Straight-6 engine replaced

2079-526: A striped fabric top in white and colors that matched the body, as well as a decorative white fringe . In fall 1959, a similar model called the Jeep Surrey was introduced in the US market. The primary target markets were resort hotels and vacation centers. It also served as a low-cost rental vehicle for their guests. The Surrey came with a standard striped fabric top, as well as a matching fabric cover for what

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2178-492: A sturdier drivetrain than the war jeep, because the targeted rural buyers would work the vehicles hard and expect years of durability, instead of mere weeks as during WWII. From then on, all CJ Jeeps consistently had a separate body and frame, rigid live axles with leaf springs both front and rear, a tapering nose design with flared fenders, and a fold-flat windshield, and could be driven without doors. Also, with few exceptions, they had part-time four-wheel drive systems , with

2277-400: A swinging rear door. Most models only had the driver's seat and a mail tray where the second seat would typically be. One improvement over earlier Jeeps was mounting the rear springs outside of the frame rails, thus providing greater stability for the vehicle with its top-heavy enclosed cargo area, especially at highway speeds. Most models were also equipped with a limited slip differential and

2376-506: A top speed of 40 mph (64 km/h) and was capable of cruising at 33 mph (53 km/h) with a range of 29 mi (47 km) with 20% of its battery power remaining in reserve. Analysis by NASA in 1977 concluded that the DJ-5E was "state-of-the-art." The U.S. Postal Service performed a "Route Profile Analysis," and the DJ-5E returned with a favorable verdict. It purchased 352 vehicles for mail delivery in cities with severe air pollution. Five units were acquired by Canada Post for

2475-479: A total of 357 Electrucks built by AM General. Jeep CJ#CJ-3A The Jeep CJ models are a series and a range of small, open-bodied off-road vehicles and compact pickup trucks , built and sold by several successive incarnations of the Jeep automobile marque from 1945 through 1986. The 1945 Willys "Universal Jeep" was the world's first mass-produced civilian four-wheel drive car. In 1944, Willys-Overland ,

2574-611: A trailer hitch. Shipments of the M606 militarized version of the Jeep CJ-3B, exported for military aid under the Mutual Defense Assistance Program , accounted for a substantial percentage of the limited CJ-3B production in the 1960s. The CJ-3B design was also licensed to a number of international manufacturers, which produced a civilian and military variants long after 1968, including Mitsubishi of Japan and Mahindra of India . Mitsubishi's version

2673-579: A unique variant of the CJ5/CJ6 was produced in limited numbers. In 1965, when the CJ was given the all-new Buick V6, Jeep saw the need for something similar in Australia. So, they began to fit Australian Ford Falcon 6-cylinder engines to them at their Rocklea factory in Queensland. The Jeep was fitted with an engine, pedal box, and clutch/brake system corresponding to the equivalent Falcon at the time;

2772-480: A wheelbase 10 inches longer than that of the CJ-5 , with its curved side entry cutouts partially squared up to accommodate hinged doors. The other main difference between CJ-5 and CJ-7 was to the chassis, which consisted of two parallel longitudinal main c-section rails. To help improve vehicle handling and stability, the rear section of the chassis stepped out to allow the springs and shock absorbers to be mounted closer to

2871-412: Is ranked among the very best of Jeep's I4 engines and is highly regarded for its robust build. It was not known to be the most powerful engine, but it has an almost flat torque curve, making it as robust as the modern iterations in the early 2020s. Initially rated at 105 hp (78 kW; 106 PS) and 132 ft⋅lb (179 N⋅m) of torque using throttle body injection, output the final year

2970-519: Is unknown. Although at least 40 were built, the Willys-Overland CJ-2 was not available for retail sale. The CJ-2s, also known as "AgriJeeps", were the second-generation prototypes for the first production civilian Jeep, and were used solely for testing purposes. Although their design was directly based on the military Willys MB , using the same Willys Go Devil engine — they were not only stripped of all military features, particularly

3069-500: The AMC 4.0 L I6 that was introduced for the 1987 model year. The 2.5 L engine was designed specifically for the vehicles it went into and became known for its reliability and longevity. The GM Iron Duke was a predecessor I4 engine in some AMC vehicles, but it shares nothing in common with the AMC 2.5 L. The Chrysler 2.5 L I4 shares nothing, and this successor engine family

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3168-480: The Buick 225 cu in (3.7 L) V6 Dauntless engine, to offer the new 155 hp (116 kW) option on the CJ-5 and CJ-6, countering complaints that the 75 hp four-cylinder Willys Hurricane engine was underpowered. Power steering was an $ 81 option. The V6 engine proved so popular, by 1968, some 75% of CJ-5s were sold with it. Kaiser Jeep was sold to American Motors Corporation (AMC) in 1970, and

3267-491: The Chevy 153 . In 1971, a unique five-slot grille without turn signals that were used only on postal Jeeps were introduced. The 1971 model has the grille extend past the front of the hood edge. This allowed more room for the larger engine and radiator. Like the DJ-5A, while resembling the CJ series, these were built as a completely enclosed, rear-wheel drive vehicle, with sliding side doors (which could be opened while driving), and

3366-484: The National Safety Forces . Mitsubishi continued knock-down production of vehicles derived from the CJ-3B design until August 1998, when tighter emissions and safety standards finally made the Jeep obsolete. In total, about 200,000 units were built in this 45-year period. Short, medium, and long wheelbases were available, as well as a variety of bodystyles, and gasoline and diesel engines. In Japan, it

3465-412: The machine tools for the AMC straight-6 engine . According to Jeep's chief engineer, Roy Lunn , "Unlike most engines available today [it] was not designed for passenger cars and then adapted for trucks. We specifically developed it with our Jeep vehicles and Eagle in mind. That's the reason that performance and durability were of such prime consideration from the very beginning." Although some of

3564-577: The "Golden Eagle" package (which included a tachometer and clock) were new options, as well as air conditioning. In 1979, the standard engine became the 258 cu in (4.2 L) I6 that now featured a Carter BBD two-barrel carburetor . From 1980 through 1983, the CJ-5 came standard with a "Hurricane"-branded version of the GM Iron Duke I4 with an SR4 close-ratio, four-speed manual transmission. The 258 cu in (4.2 L) AMC straight-6 engine remained available as an option, but

3663-493: The "Willys Jeep Universal" (as it was known in Brazil) from CKD kits began in 1957. By 1958, production relied on locally sourced components, with the vehicles equipped with a 90 hp (67 kW) 2.6 liter I6 engine (also used by Willys do Brasil for passenger cars). The Universals came with a three-speed manual transmission. The Brazilian-built vehicles are easily recognized by their squared-off rear wheel openings. In 1961,

3762-581: The 1951 M38A1 and M170 military Jeeps. Although the CJ-4M prototype may not have been actually built, the stretched wheelbase ambulance prototype with registration "CJ-4MA-01" turned up in 2005. The Willys CJ-3B replaced the CJ-3A in 1953, the same year Willys-Overland was bought by Kaiser Motors . The Kaiser parent company removed "Overland" from the Willys Motors subcompany name. The CJ-3B introduced

3861-453: The 1955 through 1975 model years are different from the 1976 through 1983 CJ-5 versions. The rear axle was also changed in 1976 from a Dana 44 to an AMC-manufactured model 20 that had a larger-diameter ring gear, but used a two-piece axleshaft/hub assembly instead of the one-piece design used in the Dana. For 1977, the frame was modified again to a completely boxed unit. Power disc brakes and

3960-520: The 2.2 L (2,199 cc) F-head "Hurricane" (called JH4 by Mitsubishi, for J apanese H urricane 4 -cylinder) inline four-cylinder, originally producing 70 PS (51 kW; 69 hp) at 4,000 rpm. In 1955 a slightly longer wheelbase J10 which could seat six was added, and in 1956 the J11 appeared, a two-door "delivery wagon" with a full metal body. This was considerably longer, at 433 cm (170 in) versus 339 cm (133 in) for

4059-574: The Brazilian Maverick ) and a four-speed manual transmission. This engine produced 91 PS (67 kW; 90 hp) ( SAE ) at 5000 rpm. In 1980, the engine was modified to run on Neat ethanol fuel (E100); this option lasted until 1983, when Ford ended the production of the CJ-5 in Brazil. Introduced in 1953 as the M170 military version, the civilian CJ-6 made its debut in 1955 as

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4158-665: The Brazilian Willys subsidiary and took over the production of the CJ-5, the Willys Jeep Station Wagon -based " Rural ", and its pick-up truck version. Ford kept the line with no modifications except for some Ford badges on the sides and on the tailgate. In 1976, Ford equipped the CJ-5 and the Rural with the locally built version of the 2.3-L OHC four-cylinder engine used in the Ford Pinto (also used in

4257-578: The Buick 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.) The "Trac-Lok" limited-slip differential replaced the "Powr-Lok" in 1971, and PTOs were no longer available after that year. AMC began marketing the Jeep less as a universal utility vehicle, and more as a sporty one, notably increasing its performance and features. 1972 Revamp The 1972 model year brought significant changes to

4356-606: The CJ-2 led to the development of the first full-production CJ, the 1945-1949 Willys-Overland CJ-2A , or Universal Jeep . A trademark for "AGRIJEEP" was granted in December 1944, but was not used. The CJ-2A looked very much like a civilianized MB with a tailgate and side-mounted spare wheel. A distinct difference between the MB and the CJ-2A lay in the grilles of the two vehicles. Where the MB had recessed headlights and nine-slot grilles,

4455-440: The CJ-2A had larger, slightly bulging headlights, flush-mounted in a seven-slot grille. While still powered by the reliable L-134 Go-Devil engine, the CJ-2A replaced the MB's T-84 transmission with a beefier T-90 three-speed. Production of the CJ-2A started on 17 July 1945, sharing production time with the MB – roughly 9000 more MBs were produced through September 1945. Many of the early CJ-2As were produced using remaining stock of

4554-865: The CJ-5, the V6 and V8 engine choices appeared in 1965 and 1972. The U.S. Forest Service put CJ-6 Jeeps into use. American sales ended after 1975, with the introduction of the CJ-7. A total of 50,172 were produced when the series went out of production in 1981. Never very popular in the United States, most CJ-6 models were sold to Sweden and South America. It was also assembled in South Africa, by Volkswagen 's local subsidiary, and in Israel by Kaiser in Haifa and later by Israel automobile industries in Nazareth. In Brasil,

4653-487: The CJ-5. American Motors began fitting their own engines, which also required changes to both body and chassis. The base Willys 4-cylinder was replaced by AMC's Torque Command straight-6 engines, giving the entry-level CJ-5 the power of the previously optional Buick V6. Standard became the 232 cu in (3.8 L), and optional the 258 cu in (4.2 L), which was standard in California. Both engines used

4752-478: The CJ5 was apt to roll over "in routine road circumstances at relatively low speeds." Years later, it was revealed the testers only managed to achieve eight rollovers out of 435 runs through a corner. The IIHS requested the testers implement "vehicle loading" (hanging weights in the vehicle's corners inside the body, where they were not apparent to the camera) to generate worst-case conditions for stability. In Australia,

4851-516: The GM 2.8 L ( ACDelco PF47 or equivalent) through 1986, when the 4.0 L was phased into production with the XJ models, the oil filter was changed over to a 20mm thread size shared with Renaults until 1991. The AMC I4 first appeared in 1984 model year with the new XJ Cherokee . In 1986, the head underwent a minor revision: the head bolts were increased from 7/16 to 1/2 inch. From 1997 until 2002, it

4950-652: The J3. Local production of the JH4 engine commenced in 1955. A locally developed diesel version ( KE31 ) was introduced for the JC3 in 1958, originally with 56 PS (41 kW) at 3,500 rpm but with 61 PS (45 kW; 60 hp) at 3,600 rpm a few years later. Later versions used 4DR5 and 4DR6 (J23 turbo) 2.7 liter overhead-valve diesel engines. The final military version J24A produced 135PS from an improved 4DR5 engine with front-mounted air-to-air intercooler. By 1962,

5049-476: The Picket Gray, Michigan Yellow, and Normandy Blue combinations were dropped. Olive drab was also available for export models. On early CJ-2As, the front seats were covered in olive-drab vinyl. Around mid-1947, Slate Gray vinyl became available for certain color combinations. Later, Barcelona Red was added to the mix. A total of 214,760 CJ-2As were produced. Because of the use of military production parts on

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5148-477: The Postal Service developed a list of the characteristics of an ideal postal delivery rather than selecting an existing vehicle. Three finalists in 1985 were American Motors, a joint venture between Fruehauf and General Automotive Corporation, and a joint venture between General Motors and Grumman. The GM- Grumman LLV or Long Life Vehicle was selected. Nevertheless, after being retired by the Postal Service,

5247-541: The TBI system was made by Renix and used from mid-1986 through August 1990. The AMC 150 cu in (2.5 L) engine was used in the following vehicles: AMC's Chinese joint venture Beijing Jeep Corporation also manufactured the 150 cubic-inch inline-four for installation in the locally built XJ Cherokee, originally called the Beijing Jeep BJ213 Cherokee. Local manufacturing began in 1984, and

5346-602: The USPS during the 1970s and 1980s. The DJ-5 models built for the United States Post Office were rudimentary vehicles for mail carrier needs with an automatic transmission, an enclosed metal cabin with sliding doors, a sorting table that carriers used to help process mail along the route, and a right-hand drive for quickly reaching mailboxes without leaving the vehicle's seat. The right-hand drive Postal Service DJs came without power steering and were built with

5445-560: The blackout lighting, but also the CJ-2s had many significant differences in body features and construction versus the military Jeep. They had tailgates, power take-offs, engine governors ($ 28.65), column-shift T90 manual transmissions , 5.38 gears, 2.43:1 low-range transfer cases, and driver's-side tool indentations. Rear wheelwells were redesigned so that seats could be enlarged, improved, and moved rearward, and new, more weathertight top designs were tried. A canvas half-top with roll-down doors

5544-520: The channel (and the vehicle). A single, hinged rear door gave access to the cargo area from the floor to the bottom of the hard top, and the door was the width of the open area between the wheel wells. AM General used a variety of engines during production. Production of the DJ ended in 1984 with the DJ-5M, which used the 150 cu in (2.5 L) AMC straight-4 engine . With the DJ serving many decades,

5643-455: The choice of high and low gearing, and open bodies with removable hard or soft tops. A few stand-out changes during 42 model years were the introductions of round-fendered vs. flat-fendered bodies (1955 CJ-5), straight-6 and V8-engines, automatic gearboxes, and different 4-wheel drive systems. The 1976 CJ-7 stretched the wheelbase by 10 inches (25 cm), and made doors and a removable hardtop common items. After remaining in production through

5742-941: The combinations also resembled those used by the most popular farm equipment manufacturers of the day. From 1945 to mid-1946, CJ-2As were only available in two color combinations: Pasture Green with Autumn Yellow wheels and Harvest Tan with Sunset Red wheels. Additional color combinations added in mid-1946 were: Princeton Black with Harvard Red or Sunset Red wheels, Michigan Yellow with Pasture Green, Sunset Red or Americar Black wheels, Normandy Blue with Autumn Yellow or Sunset Red wheels, and Harvard Red with Autumn Yellow or Americar Black wheels. The Pasture Green and Harvest Tan combinations were dropped later in 1946. The Harvard Red combinations were dropped in 1947 and replaced with Picket Gray with Harvard Red wheels, and Luzon Red with Universal Beige wheels. In 1948, these color combinations were also added: Emerald Green with Universal Beige wheels, Potomac Gray with Harvard Red or American Black wheels. For 1949,

5841-511: The components were interchangeable between the AMC 258 cu in (4.2 L) six-cylinder and the new engine, the four-cylinder was not a cut-down version of the big six. Noted Roy Lunn, "There are some common parts, but the 4-cylinder includes many unique items such as its own electronics systems. It also has a shorter stroke and larger bore. The valves are larger and the pistons are new." Roy Lunn recollected, "We wanted as much displacement – for power and torque – as possible within

5940-466: The confines of bore centers of the tooling. The only parameter we could influence substantially was stroke. So we picked the largest bore and stroke in order to get 2.5 Liters." The AMC 150 cu in (2.5 L) engine has a bore and stroke of 3.875 in × 3.1875 in (98.43 mm × 80.96 mm) for an overall displacement of 2,458.06 cc (150 cu in). The 2.5 L I4 head lost two cylinders in its center compared to

6039-572: The driver's position on the right side for mailbox delivery. In early 1959, Willys introduced the Jeep Gala to the export markets and users desiring the nimble size and open bodywork, but did not need a four-wheel drive system. This model gained popularity as a "fun car" at resorts in Hawaii , Mexico , and islands in the Caribbean . It was available in pink, green, or blue paint and trimmed with

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6138-418: The driver. The metal side doors were designed to slide open and closed. They could also be locked open while driving. They were supported by ball bearings, which ran in a channel just under the rain gutter, and a plastic retainer ran in a small channel along the body. A worn, damaged, or lost retainer would allow the door to swing outward, fail to engage the rubber stop on the rear bumper, and slide entirely off

6237-405: The earliest CJ-2As, and the many changes made during its early production, restorers and collectors refer to CJ-2As up to around serial no. 34,530 as "Very Early Civilian" and from mid-1946 to about mid-1947 as "Early Civilian". Only minor changes were made after the mid-1947 models. The Willys-Overland CJ-3A was introduced in 1949, and was in production until 1953, when replaced by the CJ-3B. It

6336-531: The end of "CJ production will signal an end of a very important era in Jeep history." In 1987, the Jeep CJ-7 was replaced by the first-generation Jeep Wrangler . Looking very similar and riding on the same wheelbase as the CJ-7, it carried over some important components, including its use of leaf springs . The similar model the DJ "Dispatcher" was introduced in 1956 as a two-wheel drive version with open, fabric, or

6435-516: The engine was detuned for the Wrangler; from at least 1992 through 1995, it produced 130 hp (97 kW; 132 PS) and 149 ft⋅lb (202 N⋅m) of torque with 9.2:1 compression ratio in the Cherokee and Comanche. When emissions and fuel economy are a priority, the final MPFI versions of AMC's 2.5 L engine are considered superior. Tests of the newly downsized 1984 Jeep XJ with

6534-421: The engine's breathing capacity. The redesign included a revised computerized spark curve and 10% higher cranking speeds due to a new lighter weight - going from 17 to 8 lb (8 to 4 kg)), low-current draw permanent-magnet starters with compact planetary reduction gears. American Motors introduced plastic quick-connect fittings with pre-attached vacuum hoses starting with the 1987 model year. This reduced

6633-584: The engine's name was C498QA in China. A wide variety of variants and code names were applied to the Cherokee over the years, with the most drastic change being the facelifted Beijing Jeep 2500 which arrived in 2002. Beijing Jeep also developed a stroked 2.7 L version called the C498QA3, which entered production around 2003. This fuel-injected engine displaces 2,744 cc (167.4 cu in), produced 96 kW (131 PS; 129 hp) at 4800 rpm and

6732-515: The exhaust valve seats and the water jacket was incorporated in the head casting to enhance heat transfer. These improvements allowed the engine to sail through AMC's tough 1,000-hour torture tests. Instead of the standard AMC bell housing bolt pattern, AMC/Jeep engineers adopted the General Motors small V6 and four-cylinder bolt pattern (commonly used with GM's transverse-mounted powerplants ) for their new engine for two reasons. First,

6831-512: The full engine line-up, and a catalytic converter was added to models equipped with the 304 V8. In 1975, for the 1976 model year, the tub and frame were modified from earlier versions. The frame went from a partially open channel/boxed frame with riveted crossmembers, to majoritively boxed with welded crossmembers, and from parallel rails to widening fore to aft to benefit stability. and the body tub became more rounded. The windshield frame and windshield angle were also changed, meaning that tops for

6930-448: The initial carbureted version and five-speed manual transmission returned 15.3 mpg ‑US (15.4 L/100 km; 18.4 mpg ‑imp ) on the first tankful. Strictly in terms of miles per gallon fuel efficiency in stock Jeep Wrangler applications, Motor Trend described "almost no difference" between the 2.5 L I4 and 4.0 L I6 engines, but the 4.0 having an advantage in on- and off-road drivability. Note that

7029-409: The maze of vacuum hoses, reduced mistakes on the assembly line, and made checking for leaks easy before joining each connector half. The engine's reliability can be partially credited to its simple valvetrain design using hydraulic lifters, pushrods, and rocker arms. American Motors incorporated hardened exhaust valve seat inserts that are typically used only on aluminum heads. A thinner wall between

7128-525: The military jeep components such as engine blocks, and in a few cases, modified frames. Up to serial no. 13453, the MB-style full floating rear axle was fitted. Once they were used up, the CJ got a stronger Dana / Spicer model 41. Sometimes the use of MB parts was due to strikes at suppliers, such as Autolite. Since Willys produced few parts in-house and relied heavily on suppliers, it was vulnerable to strikes. Unfortunately for Willys, strikes were common after

7227-450: The new Willys Hurricane engine and had an 81 in (2,057 mm) wheelbase . The CJ-4 body tub was an intermediate design between the straightforward raised hood from the CJ-3B and the all new curved body style of the CJ-5. The design was rejected and the vehicle was eventually sold to a factory employee. Evidence has surfaced, that derived prototypes called CJ-4M and CJ-4MA (XM170) have also been seriously considered, as precursors to

7326-405: The new AMC 2.5 replaced the four-cylinder engines purchased from GM. Second, AMC continued to purchase the 2.8 L V6 from GM until the 4.0 L I6 was introduced in 1987. The AMC 2.5 L I4 and GM's V6 shared the same drivetrain components in Jeep vehicles, whereas stronger transmissions were needed for the new 4.0 L. The 2.5 L also shared an 18mm threaded oil filter used with

7425-404: The original 258 cu in (4.2 L) I6 design. A new cylinder head for the 2.5 L I4 engine featured a double-quench combustion chamber . Its shape provides little space at the front and rear when the piston rises to the top of its compression stroke. These "squish" areas cause the air-fuel mixture to be more turbulent in the center of the chamber, making a more uniform mix followed by

7524-462: The output of the gasoline JH4 engine had crept up to 76 PS (56 kW; 75 hp). By the time of the introduction of the longer J20 in 1960, a six-seater like the J10, but with a differently configurated (more permanent) front windshield, as well as available metal doors, Mitsubishi had also added small diagonal skirts to the leading edge of the Jeep's front fenders. This remained the last change to

7623-460: The outside of the body. It was introduced for the 1976 model year, with a total of 379,299 built during eleven years of production. AMC straight-4 engine The AMC straight-4 engine is a 2.5 L inline-four engine developed by American Motors Corporation (AMC) that was used in a variety of AMC, Jeep , and Dodge vehicles from 1984 through 2002. The 2.5 L I4 Jeep engine shared design elements and some internal components with

7722-465: The primary manufacturer of the World War II military Jeep , built the first prototypes for a commercial version – the CJ, short for "civilian Jeep". The design was a direct evolution from the war jeep, but the most obvious change was adding a tailgate, and relocating the spare wheel to the side. Also, besides adding basic civilian amenities and options and legally-compliant lighting, the CJ required

7821-411: The production Jeeps. They were painted olive-drab, and had brass “JEEP” badges on the windshield base, the hood sides, and the rear. Some CJ-2s also had an "AgriJeep" plaque fixed to the dash. Later models were stamped "JEEP" and were painted in a few civilian colors that translated into the "WILLYS" stamping and the colors that appeared on the first production CJ-2A Jeeps built from 1945. The spare tire

7920-474: The regular military MB, adding a tailgate, lower gearing, a drawbar , and a civilian-style canvas top. The first CJ served as a quick proof-of-concept test, and when a further design evolution materialized, probably became the CJ-1 by default. They were manufactured until the CJ-2s appeared, and they were the first Jeeps built from the ground up for civilian use. No CJ-1s built have survived, and how many were made

8019-667: The series ended in 1953. About 550 of the CJ3-As were assembled by Mitsubishi as the J1/J2 in late 1952 and early 1953, exclusively for the Japanese police and forestry agency. The CJ-3A-derived military jeep was the Willys MC (or M38) , and it began complementing the Ford and Willys World War II jeeps starting in 1949. The CJ-3A, along with the later CJ-3B and CJ-5 models, was used as

8118-664: The sheetmetal up front until the end of Mitsubishi Jeep production in 1998. Later models include 2-L, short-wheelbase, soft-top J58 ( J54 with a diesel engine), and the J38 gasoline wagon on the longest wheelbase. The last iteration of the Japanese Jeeps was the J53 with diesel turbo engine. The Willys CJ-5 (after 1964 Jeep CJ-5 ) was influenced by new corporate owner, Kaiser, and the Korean War M38A1 Jeep. It

8217-569: The suburban residential routes by 1969. The Postal Service held a competition in 1968 to select a light delivery vehicle, evaluating the Ford Bronco , International Scout , and the Jeep Dispatcher 100 (DJ-5). The USPS selected the Jeep Dispatcher. The first units were delivered in the northern U.S., replacing the three-wheeled Mailsters that were too small and weak to maneuver through winter's snow and ice. The Jeeps became widely used by

8316-615: The transmission was changed from the Tremec T-150 three-speed to a Tremec T-176 close-ratio four-speed. The Dana 30 front axle was retained, but the locking hubs were changed to a five-bolt retaining pattern versus the older six-bolt. The demise of the AMC CJ5 model has been attributed to a December 1980 60 Minutes segment where the Insurance Institute for Highway Safety (IIHS) staged a demonstration to illustrate that

8415-619: The war, and this likely contributed to low production totals in 1945 and early 1946. Since the CJ-2A was primarily intended for farming, ranching, and industrial applications, stock CJ-2As only came with a driver seat and driver side mirror, and a wide variety of options was available, such as: front passenger seat, rear seat, center rear-view mirror, canvas top, front power take-off (PTO), rear PTO, belt pulley drive, capstan winch, governor, rear hydraulic lift, snow plow, welder, generator, mower, disc, front bumper weight, heavy-duty springs, dual vacuum windshield wipers (stock CJ-2As were equipped with

8514-514: The wheelbase was stretched by 2.5 in (64 mm), and the fenders and hood were stretched by 5 in (127 mm). A new box-frame was fitted, featuring six cross-members for more rigidity. Also, a larger fuel tank was mounted, moved from under the driver's seat to under the rear, between the frame rails. A dealer-installed radio became available in 1973, air conditioning became available via dealership in 1975. Electronic, breakerless distributors replaced breaker-point Delco distributors for

8613-414: Was 121 hp (90 kW; 123 PS) at 5400 rpm and 145 ft⋅lb (197 N⋅m) of torque at 3250 rpm using sequential multiple-port fuel injection (MPFI). For comparison, the 258 CID I6 provided 112 hp (84 kW; 114 PS) at 3200 rpm and 210 ft⋅lb (280 N⋅m) of torque at 2000 rpm in its final year with the computer-controlled carburetor . For several years,

8712-415: Was a shorter rear wheelwell (the wheelwell from the top front edge to the rear of the body is 32 in (810 mm) on the 3A compared to 34 in (860 mm) on the 2A) and moving the driver's seat rearward. As of 1951, a Farm Jeep and a Jeep Tractor version were offered; the latter was very bare-bones, for field use only, and featured a power takeoff . In total, 131,843 CJ-3As were produced before

8811-507: Was advertised as a " Continental tire mount." The DJ-3A was replaced by the right hand drive DJ-5 Dispatcher 100 in 1965. It was based on the CJ-5 and used the Hurricane and Dauntless engines. A 20-inch (508 mm) longer wheelbase DJ-6 model was built from 1965 through 1973 alongside the CJ-6 . The United States Postal Service used 1953 Willis Jeeps, Cushman Mailmasters, and sit-stand trucks to motorize more than half of

8910-685: Was built from 1953 until 1998, while Mahindra continued to produce vehicles based on the Willys CJ-3B until October 1, 2010. The CJ-3B was also built by Türk Willys Overland in Tuzla county of Kocaeli city. It was the first off-road vehicle plant to be opened in Turkey , in 1954. It was produced under Tuzla 1013 brand. Mahindra's "Mahindra CJ" produced in two versions: four-seater CJ 340 and six-seater CJ 540. Both were equipped with Peugeot -sourced 64 hp (48 kW; 65 PS) engines. The Jeep

9009-400: Was designed to improve emissions and fuel economy. American Motors devoted three years to the development of a new four-cylinder engine. The brand new engine was designed to use AMC's existing spacing between the cylinder bores so that the tooling remained the same. The location of other major components, such as the distributor , oil filter , and starter , were also kept the same to use

9108-588: Was installed in a variant of the 2500 model called the Jeep 2700. From the beginning of the Jeep joint venture, Beijing had envisioned installing the C498QA engine in the original Beijing Jeep , with trial installation taking place in 1986 (the BJ 212 E model). However, the first derivative of the old Beijing Jeep to be fitted with the American engine was the facelifted BJ 2020 V of 1999. Beijing's BJ 752 prototype sedan

9207-659: Was intended to replace the CJ-3B, but that model continued in production. The CJ-5 repeated this pattern, continuing in production for three decades while three newer models appeared. "The CJ-5 has the distinct honor of being a vehicle that was hard to kill off... equaling the longest production run of note." From 1961 until 1965, optional for the CJ-5 and CJ-6 was the British-made Perkins 192 cu in (3.15 L) Diesel I4 with 62 hp (46 kW) at 3,000 rpm and 143 lb/ft (213 kg/m) at 1350 rpm. In 1965, Kaiser bought license to produce

9306-666: Was introduced to the Japanese market as the Jeep J3 in July 1953 after Willys agreed to allow Mitsubishi to market the car, competing with the Nissan Patrol and the Toyota Land Cruiser . The name wasn't in reference to "CJ3", but rather denoted the fact that 53 "J1"s (CJ-3A with 6-volt electrics) had been built for the Japanese regional forest office and around 500 "J2"s (CJ-3A with 12-volt electrics) were built for

9405-783: Was marketed as the "PowerTech I4." It was produced through 2002 for the Jeep Wrangler , as well as for the Dodge Dakota pickup that also featured the AMC/Jeep-designed four-cylinder as its standard engine on regular-cab, rear-wheel-drive models from 1996 through 2002. This lightweight engine is similar to its "big brother" 4.0 L, and although not as powerful, it is durable with no reliability issues. It has become "notorious for lasting well beyond 200,000 miles, and some owners report putting upwards of 300,000 miles on their 2.5-liter-equipped Jeeps." The AMC 2.5 L

9504-504: Was mounted forward of the passenger-side rear wheel on the earlier models and aft of the rear wheel on later ones. The CJ-2s were likely distributed to "agricultural stations" for evaluation purposes. Of the 40–45 CJ-2s built, serial numbers CJ2-03, CJ2-04, CJ2-06 (X30), CJ2-09 (X33), CJ2-11, CJ2-12, CJ2-14, CJ2-16, CJ2-26, CJ2-29, CJ2-32 (X56), CJ2-37 (X61), and CJ2-38 (X62) have survived, although some in very rough condition. CJ2-06 and CJ2-09 have been restored. The lessons learned with

9603-529: Was one of several top designs tried before production. The CJ-2 Go-Devil L-head engine was largely the same as the wartime Jeep, but used a different carburetor and ignition system. The CJ-2s were built in two main batches, but even within the two groups, each was a little different, as they evolved and were modified for various types of work. For instance a number of experimental combinations of powertrain components were tested. Earlier models were dubbed “pilot models” because they still had so many differences from

9702-430: Was powered by Willys' 60 hp (45 kW; 61 PS) L-134 Go-Devil four-cylinder engine, with a T-90 transmission and Dana 18 transfer case, a Dana 25 front axle and Dana 41 or 44 rear axle. It featured a one-piece windshield with a vent, and wipers at the bottom. The CJ-3A had beefed-up suspension (10 leaf) to accommodate the various agricultural implements that were being built for the vehicle. Another difference

9801-418: Was sold at a specific retail chain called Galant Shop . The Japanese GSDF refers to them as Type 73 light truck . The original J3 was a basic, doorless, and roofless version, with steering on the left, rather than the right, despite Japan having left-side traffic. The first right-hand drive versions did not appear until nearly eight years later (J3R/J11R). The original J3 and its derivatives were equipped with

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