Interested in a little more info on your CJ?

Jeep CJ 5

The Willys CJ-5 (after 1964 Jeep 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 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." A total of 603,303 CJ-5s were produced between 1954 and 1983.

From 1961 to 1965, optional for the CJ-5 and CJ-6 was the British-made Perkins 192 cu in (2.3 L) Diesel I4 with 62 gross horsepower (46 gross kW) at 3000 rpm and 143 gross torque at 1350 rpm.

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 four-cylinder Willys Hurricane engine.

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

The company was sold to American Motors (AMC) 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.) The "Trac-Lok" limited-slip differential replaced the "Power-Lok" in 1971.

American Motors began using their own engines in 1972. Replacing the Hurricane was the one-barrel 232 cu in (3.8 L) (except in California). Optional was a one-barrel 258 cu in (4.2 L) (standard in California). Also in 1972, AMC's 304 cu in (5.0 L) V8 engine became available in the same tune as a base V8 muscle car. To accommodate the new engines the fenders and hood were stretched 5 inches (127 mm) starting in 1972 and the wheelbase was stretched 3 inches (76 mm). Other drive train changes took place then as well, including the front axle becoming a full-floating Dana 30.

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

In 1979, the standard engine became the 258 cu in (4.2 L) I6 that now featured a two-barrel carburetor.

From 1980 to 1983, the CJ-5 came standard with 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 cu in (5.0 L) V8, alloy wheels, and a Trac-Lok limited-slip differential

• 1973 Super Jeep
• 1977-1983 Golden Eagle
• 1979 Silver Anniversary

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 cap, 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.

The Jeep CJ-7 featured a longer wheelbase than the CJ-5 and lacked the noticeable curvature of the doors previously seen on the CJ-5. The other main difference to the CJ-5 was to the chassis which hitherto 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 road springs and dampers to be mounted closer to the outside of the body. 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. Rear axle ratio typically 3.54, but later went up to 2.73.

The reports of the CJ7 were different in each type of engine: the 2.4-liter diesel was mated to the short 4.10 axle (in both Renegade and Laredo), while the 4.2 and 2.5 straight sixes used 3.73 and AMC V8 304-powered models (produced 1976-1981, which became part of the Golden Eagle version) used 3.55.

From 1976 to 1980 was mounted a Dana 20 transfer case, Dana 30 front axle (27- or 31-spline), and an 29-spline AMC 20 rear axle, while in recent years, Laredo package added tachometer, chrome bumpers, tow/recovery hooks and interior, comfortable leather seats, and clock. In 1980, the Laredo was first fitted with an AMC model 20 rear end until mid year 1986 when it was equipt with a dana 44 and all 1980 and newer cj7s came with the Dana 300 transfer case; parts for the 300 are still in production and the case is sought after by lovers of off-road due to its durability and upgradability.

During its 11 years, the CJ-7 had various equipment packages:

• Renegade 1976-1986 (2.4D L6-2.5-4.2-5.0 AMC 304 V8)
• Golden Eagle 1976-1979 (5.0 AMC 304 V8)
• Laredo 1982-1986 (2.4D-4.2 l6)
• Jamboree Edition (Limited Edition 2500 models which were built for the 30th anniversary 2.5 and 4.2)

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. This model had the Isuzu C240 engine, T176 transmission, Dana 300 transfer case although there are reports of some being produced with the Dana 20. Typically they had 4.1 ratio, narrow track axles.

The CJ-7 continues to be used in the sport of mud racing, with either the stock body or a fiberglass replica. It is also a favorite for rock crawling.

Engines

• 150 cu in (2.5 L) AMC I4
• 151 cu in (2.5 L) GM Iron Duke I4
• 232 cu in (3.8 L) AMC I6
• 258 cu in (4.2 L) AMC I6 99.4 PS (73 kW; 98 hp), 261 N·m (193 lb·ft)
• 304 cu in (5.0 L) AMC V8 127 PS (93 kW; 125 hp), 296 N·m (218 lb·ft)^[25]
• 145 cu in (2.4 L) Isuzu Diesel C240

Transmissions

• Warner T-18 (4-speed married to the dana 20 1976-1979) (adapters exist to marry it to a dana 300 but it was not an option)
• Borg-Warner T-4 (4-speed married to dana 300)
• Borg-Warner T-5 (5-speed married to dana 300)
• Tremec T-150 (3-speed Manual transmission married to dana 20 1976-1979)
• Tremec T-176 (4-speed manual married to dana 300)
• Borg-Warner SR-4 (4-speed married to dana 300)
• GM TH-400 (3-speed married to BW QuadraTrac #1339)
• Chrysler TF-999 (3-speed automatic transmission - 4.2L married to dana 300)
• Chrysler TF-904 (3-speed automatic transmission - 2.5L married to dana 300)

Transfer Cases

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

Axles

• Dana 30 Front narrow track (1976–1981)
• Dana 30 Front wide track track (1982–1986)
• 2-Piece AMC 20 Narrow track Rear (1976–1981)
• 2-Piece AMC 20 Narrow track offset pumpkin Rear (1976–1979) For QuadraTrac #1339 equipt jeeps only
• 2-Piece AMC 20 Wide track Rear (1982–1986)
• Dana 44 Wide track Rear (mid year 1986)