Читать книгу Jeep CJ 1972-1986 - Michael Hanssen - Страница 8

CHAPTER 1

THE AMC ERA: A BRIEF HISTORY

The Jeep brand has seen a few ownership changes since 1941, perhaps most notably the sale from Kaiser-Jeep to American Motors in 1970, which began a new and final era of the Jeep CJ series. The 1972–1986 CJ, often referred to as AMC-era CJs, began 1972 with the introduction of many changes to the line that included new engines, transmissions, and body styles.

The 1970 and 1971 models stayed the same, and after two years of planning for design changes, the 1972 model introduced the new AMC Jeep to the world, featuring a several-inch extension of the front clip to accommodate the length of the AMC I-6 and V-8. The CJ-5 remained a regular model in the series until 1983 when AMC, continuing to face criticism of the short Jeep’s rollover reputation, decided to discontinue this nearly 30-year-old model.

An addition to the CJ lineup came in 1976 with the introduction of the longer 93½-inch-wheelbase CJ-7. The CJ-7 was the first CJ to arrive factory equipped with an optional automatic transmission, hardtop, air conditioning, and full-time four-wheel drive.

A 1984 CJ-7 and its driver expertly maneuver a bed of rocks at the now-closed Paragon Off-Road Park. This pristine CJ runs a fuel-injected 4.2L I-6, with 33-inch tires, an Old Man Emu 2½-inch lift, and Powertrax No Slip lockers.

A final addition to the CJ lineup came in 1981 as a midyear model when Jeep introduced the CJ-8, also known as the Scrambler. The Scrambler was a hybrid Jeep/truck, extending the CJ into a small pickup truck whose unique fit in the market set it apart but at the same time isolated it, which resulted in moderate sales.

The AMC-era CJs were the first CJ models to run an I-6 or V-8 engine. The standard I-6 engines were workhorses in the CJ from 1972 to 1986, and the 304 V-8 was an option from 1972 to 1981. Production was low for 1981 models that came with a V-8, none of which were Scramblers. The new engines brought new transmission offerings to the CJ, most notably the automatic transmissions for the CJ-7 and Scrambler and T-18 heavy-duty 4-speed. Sitting at the end of the transmissions were two new transfer cases. The Dana 300 transfer case, offered from 1980 to 1986, is still considered one of the best transfer cases found in a Jeep.

This 1978 CJ-5 is the perfect balance of original look with modifications. The Jeep runs 33-inch tires with original aluminum slot wheels. Under the hood sits a Ford 5.0L V-8, a popular engine swap in a CJ. The Jeep features many other modifications and accessories such as a Rock Hard front roll bar, high-lift jack, and side rocker protection. (Photo Courtesy Craig Brown)

The AMC 304 was the first V-8 that was factory fitted into the CJ. The new engine provided extra torque and horsepower that, when combined with the relative light weight of the Jeep, pushed the CJ into muscle car territory. The engine used the 2-barrel Motorcraft carburetor and later the Ford Duraspark ignition system.

All 1972–1986 CJs used the Saginaw steering box, combined with a drag link and tie-rod. Early years offered power steering as an option, followed by standard power steering in later models.

A 1982 Scrambler white knuckle tackles some off-camber rocks on a trail. The added length of the Scrambler, especially in the rear overhang, is obvious. This Scrambler is mostly stock, with the exception of a 4-inch lift, 35-inch tires, and one-piece rear axles.

The Dana 300 transfer case provided a fully gear-driven four-wheel-drive system and a 2.66:1 low range. It gained a reputation as a strong and durable transfer case with many modification options. Lower gearsets, twin-stick shifters, and clocking rings are a few of the possible modification options.

Attention was given to making the CJ safer and more street friendly, which led to many enhancements being introduced through the years. The CJ frame was strengthened in 1972, including boxed sections and more crossmembers to increase rigidity. Steering systems were changed to use the drag link/tie-rod configuration, and the Saginaw steering box offered optional power steering for the first time. In 1976, to further enhance the CJ’s road handling, the frame was widened in the rear and included a front sway bar.

The 1972–1986 CJ models came equipped with the Dana 30 front axle. Rear axles were the Dana 44 from 1972 to 1975 and the AMC Model 20 from 1976 to 1986. Interestingly, some of the late 1986 CJ models came equipped with a Dana 44 after the AMC 20 supplies ran out. Starting in 1982, in a further effort to improve CJ road handling, the CJ-7 and CJ-8 included wider front and rear axles that were referred to as the “Wide Trak” axles. With pressure for increased fuel mileage and lower exhaust emissions, Jeep was forced to use higher gear ratios that reduced its effectiveness off-road.

The Wide Trak axles offered some additional width to the CJ, which improved handling and reduced rollover risks. The additional width added approximately 1½ inches of track width on each side. A small drawback of the added width is that aftermarket wheels and tires would almost always exceed the width of the Jeep’s fender flares, a problem in some states. Shown is the passenger’s side of a front Wide Trak axle modified with a tie-rod flip kit.

Adding a level of class to the Jeep line, the Limited package, offered only in 1982 and 1983, gave a more sophisticated look to the Jeep, while retaining the features that make the CJ a Jeep. This restored 1983 CJ-7 Limited is pristine in nearly every detail. (Photo Courtesy Eric Jankowski)

Jeep introduced the Renegade model in 1970 and continued it until 1986. Renegade models featured special decals, wheels, and interior options. An all-original 1985 CJ-7 equipped with an automatic, Trac-Loc, and factory air conditioning is a rare survivor. (Photo Courtesy Eric Jankowski)

The Super Jeep model was only offered in 1973 and was added to the Jeep line as a result of wheel supply problems due to the unexpected popularity of the Renegade model. The Jeep featured elaborate decals, special seats, and exterior additions.

The AMC era brought some interesting model options including the Renegade, Laredo, Limited, and Super Jeep. These trim options brought special paint schemes, striping, and more to add to the “stand out from the crowd” nature of the Jeep CJ.

Model Specifics

In breaking it all down, the AMC era splits into two distinct time periods and three distinct models. The 1972–1975 years and then the 1976–1986 years represent time periods that had distinct differences. The three significant models of CJs during this 15-year run are the CJ-5, CJ-7, and CJ-8. Note: The CJ-6 model was produced during the AMC era from 1972 to 1975 but was never a mainstream vehicle. Inessence, the CJ-6 from 1972 to 1975 shared all the same parts as a CJ-5 of the same era, with some obvious exceptions such as bodies, tops, and a rear driveshaft. The next few paragraphs cover the important details of the time periods and models.

1972–1975

The earliest AMC-produced CJ-5 had an 84-inch wheelbase, 3 inches longer than the 1971 and earlier CJ-5s. The increase was inserted at the rear of the front clip. During the first few years of the AMC era, the CJ retained many of the design features found in the prior year’s CJ-5. The most notable differences were standard electric wipers with an exterior-mounted engine, individual taillights and reverse lights, a rear-mounted fuel tank, and Saginaw steering with a power option. The braking system was upgraded to 11-inch drum brakes using a newly introduced proportioning valve (1974). These early CJs had a stamped “Jeep” logo on the body in front of each door until later in the 1974 model, when the stamping was moved lower and used the plain Jeep lettering.

An iconic Renegade ad from 1973 shows the Jeep used in a more sporty form than utility. This early trend continued in the CJ series throughout its run. “The toughest four letter word on wheels” and “Only in a Jeep” were some favorite catchphrases from the era. (Photo Courtesy Fiat Chrysler Automobiles)

The introduction of the CJ-7 allowed Jeep to offer options not found in previous CJ models such as an automatic transmission, a hardtop, full-time four-wheel drive, and added space. Early CJ-7 ads capitalized on the new details of the longer CJ. (Photo Courtesy Fiat Chrysler Automobiles)

The Renegade model was continued and saw some changes in the striping features. In 1973 only, a new trim package called the Super Jeep was introduced when supply for the aluminum Renegade wheels ran short. This model featured colorful 1970s-style striping from front to rear. Interestingly, Jeep toyed with the idea of reissuing the Super Jeep in 1976 to celebrate America’s bicentennial. A few were produced but were never available to the public.

1976–1986

The CJ lineup received many changes in 1976, including the introduction of the longer CJ-7 and eventually, in 1981, the even-longer CJ-8. A new floor layout was introduced to accommodate the larger optional automatic transmission. The frame was widened in the rear starting behind the front leaf spring mounts and reaching full width just before the rear spring mounts. The rear leaf springs were widened to 2½ inches and a front sway bar was added. These improvements helped the CJ’s road handling and stability. To further improve the CJ’s road manners, Jeep introduced front disc brakes with a power brake option, and in 1982 wider “Wide Trak” front and rear axles were added to the CJ-7 and CJ-8.

The CJs of this time period included many other notable details. The heater system was improved and air conditioning was optional. The taillights were integrated to merge the brake lights and reverse lights. The wiper motor was moved to the inside of the windshield and the dash was redesigned to include heater controls, optional tachometer, and clock. Other interior additions included a locking steering column with an optional tilt and a radio.

1972–1975 Specifications

Engines: 232 I-6, 258 I-6, 304 V-8

Transmissions: T14, T15, T18

Transfer Case: Dana Model 20

Rear Axle: Dana 44

Front Axle: Dana 30

1976–1986 Specifications

Engines: 151 I-4 (Iron Duke), 150 I-4 (AMC), 258 I-6, 304 V-8

Transmissions: T150, T18, T4, T5, SR4, T176

Transfer Case: Dana Model 20, Dana Model 300

Rear Axle: AMC Model 20, Dana 44

Front Axle: Dana Model 30

Models

The AMC CJ era continued the use of the original CJ name, at first with just the CJ-5 model and later with the addition of the CJ-7 and CJ-8. Each of the three mainstream models share many features but all have their own unique detail that sets them apart.

1976–1983 CJ-5

The final run of the CJ-5 still included the 83½-inch wheelbase but was now equipped with a widened rear frame section, which was fully boxed starting in 1977, and a front sway bar to improve road handling. The rear springs were increased in width to 2½ inches. Notable CJ-5 Models were Renegade, Golden Eagle, and Laredo.

1976–1986 CJ-7

The CJ-7 was the first new CJ since 1955, and it was a near-perfect CJ featuring a 93½-inch wheelbase. The extra 10 inches were added at the rear of the door opening, widening the entrance to actually allow a person to enter the Jeep without special maneuvers. This extra space created increased room behind the front seats and allowed the rear seat to be mounted more forward to create useable room in the rear. The optional factory hardtop including lockable full metal doors with roll-up windows offered a quieter, more secure interior. The U-shaped door easily identifies the CJ-7. The CJ-7 had the same frame and suspension features as the CJ-5, with the exception of some added space in the middle. This model always had a tailgate and most often had a spare tire mounted to a swing-away body-mounted carrier. Notable CJ-7 models were Renegade, Golden Eagle, and Laredo.

A 1978 CJ-7 on the trail sporting its bright yellow paint and a list of modifications and accessories a mile long. The swapped AMC 360 V-8 runs through a T-18 transmission and a TeraLow-equipped Dana 20 transfer case. Both front and rear axles are swapped Dana 44s from a Scout.

The 1980s brought the Scrambler, a small truck like the CJ, that would gain an almost cult following after the discontinuation in 1986. The added wheelbase gave extra interior room, but the increased rear overhang could be troublesome off-road. Fortunately, the Scrambler shared nearly all the same components as the other CJs so modification options were nearly endless. This 1981 Scrambler sits in its owner’s garage after the completion of an AMC 4.2L I-6 to AMC 401 V-8 swap.

A rare Wedgewood Blue 1979 CJ-5 looks at home on the boardwalk at the Jersey shore. This Jeep is an unrestored survivor Jeep found in Oregon, equipped with year-correct Goodyear Tracker tires and 304 V-8. (Photo Courtesy Eric Jankowski)

1981–1986 CJ-8

The CJ-8, more commonly called Scrambler, was essentially a CJ-7 with 10 inches of wheelbase (103½ inches) added to the area behind the door and 14 inches added to the rear of the body to create a small truck-like bed. This Jeep featured a small-cab hardtop and the interior was equipped with a removable separator between the bed and front seats. The final year of the Scrambler was 1985 with an extremely limited run of only 2,015 built, with some likely carried over as 1986 models.

Spotting a Renegade

The Renegade was a regular model through the entire AMC era of the CJ. Renegade models frequently had special features and options such as decals, extra gauges, roll bars, and special wheels. Questions often arise about how to identify a particular year of Renegade. It’s all in the decals.

• 1972 and 1973 have a black stripe down the center of the hood, along with a straight black stripe with white “Renegade” lettering along the side of the hood extending to the cowl, where it ends.

• 1974 and (first half of) 1975 have a black stripe down the center of the hood, along with a straight black stripe with white “Renegade” lettering along the side of the hood extending to the cowl, where it turns downward 90 degrees and passes through the Jeep logo, ending directly below it.

• 1975 (second half) and 1976 saw the removal of the center hood stripe and the introduction of the single-piece decal that stretched across the hood from side to side.

• 1977 and 1978 introduced a large hood decal with separated “Renegade” lettering on the sides of the hood.

• 1979 and 1980 featured a much more complex decal arrangement. The center hood stripe returned, which was connected to progressive stripes that slightly changed in color and thickness. The “Renegade” lettering stood alone and a gradient stripe went under the door and behind the rear wheel.

• 1981 and 1982 changed the multi-colored striping to a tri-color design that created a U-shaped stripe over the hood with “Renegade” lettering on the sides of the hood. The tri-color stripe also went in a straight line below the door to the rear of the Jeep.

• 1983 and 1984 have a further change, where the multicolor hood stripe was only on the raised center section of the hood in a U-shape. The “Renegade” lettering was in all caps on the side of the hood, and there was a side stripe that went from the rear, under the door, and finally ended behind the front fender in a stacked-looking stripe.

• 1985 and 1986 were the final years of the CJ Renegade, and the hood design remained similar to the 1983 and 1984 style. The side stripe was changed to start at the rear of the front fender and curve over the rear fender, ending in the rear. ■

Another iconic ad from the 1974 Jeep Renegade model. The slight variation of the black side stripe and black hood decal only survived partway through the year. This Renegade look still remains a favorite today, where Wrangler JK versions of the same stripe are still made in the aftermarket. (Photo Courtesy Fiat Chrysler Automobiles)

The new striping on the 1975 and 1976 combined the entire decal into one piece that stretched from one side of the hood to the other. The 1976 model year was the first year of the CJ-7 and the last year to offer factory aluminum slot wheels. (Photo Courtesy Fiat Chrysler Automobiles)

The 1977 and 1978 scheme was a bit tamer than the prior years but still offered a look that made the Jeep stand out. The massive decal covered a large percentage of the Jeep’s hood. (Photo Courtesy Fiat Chrysler Automobiles)

The gradient color striping on the 1979 and 1980 CJ is another favorite scheme. The light blue 1979 Jeep with blue-themed gradient striping made a look that still seems to work today.

The final years of the CJ-7 Renegade featured a thinner hood stripe and capital letters on the side of the hood. The optional chrome grille finished the look of this 1985 white CJ-7 Renegade.

Choosing the Right CJ

Any of the three CJ models in any of the years discussed here makes an awesome off-roader, but each offers its own advantages and disadvantages. Some of these traits can be the source of debate among Jeepers and that could probably fill a volume on its own. For this book, I home in on a few of the key advantages (pros) and disadvantages (cons) of each to establish the baseline of the ingredients to building a CJ for maximum performance on- and off-road.

CJ-5

Pro: The short wheelbase of the CJ-5 is an advantage off-road when it comes to maneuvering through tight trails. The low breakover angle makes clearing obstacles that might high-center the Jeep easier. In more recent years, the CJ-5 has had a distinct advantage over the 93½-inch wheelbase found in the CJ-7, Wrangler YJ, and Wrangler TJ that are so popular on the trail by allowing the 83½-inch wheelbase to not get stuck in the 93½-inch worn trail obstacles.

Con: The short wheelbase can be a small disadvantage on hills because it causes the front to become very light from weight shift, resulting in poor traction. Perhaps a larger consequence of this short length is the lack of interior space. The CJ-5 offers so little interior space that Jeepers usually need to get very creative to find a space to stow all their gear. This is made worse when the Jeep has no tailgate. It is common to see CJ-5s on the trail with no rear seat to make way for storage.

Driveline modifications can be a challenge in the CJ-5. The short length can cause high driveshaft angles when longer transmissions or higher lifts are installed. These high angles can lead to vibration and universal joint failures.

CJ-7

Pro: The size of the CJ-7 is nearly perfect. Its longer wheelbase makes it more stable and its increased interior space gives more room for people and gear. Perhaps a favorite characteristic of the CJ-7 is a doorway that one can actually enter. The added wheelbase is a bonus for the rear driveshaft for its added length that makes it less prone to vibration when the Jeep is lifted. The CJ-7 was also available with an automatic transmission that is preferred by some off-roaders. Swapping transmissions and transfer cases is much easier in the CJ-7 thanks to the added wheelbase.

Because the CJ is known for its ability to rust effortlessly, a rusted CJ-7 body can be replaced by a substantially newer Wrangler YJ body with minimal modifications. These bodies are relatively easy to obtain and are often in good shape because rustproofing has improved in the years following the AMC era.

Finally, much of the aftermarket caters to the CJ-7 because of its popularity. Most components are interchangeable across the CJ line, but items such as tops, seats, and body protection are often aimed at the CJ-7. The CJ-7 and Wrangler YJ share many interior and body components including tops, doors, and roll bars.

Con: Because so many Jeeps run this similar wheelbase, tough spots on trails are frequently even worse with a CJ-7 because the ruts are usually the exact same size as the wheelbase of the Jeep. The CJ-7 is the dominant Jeep of the AMC era, so if you are the type of person who likes to stand out with a unique Jeep, a CJ-5 or Scrambler may suit you better.

CJ-8

Pro: The pickup truck style of the Scrambler gives you much more room to carry gear. The added wheelbase helps on the hills and improves street ride quality. The longer wheelbase reduces driveline angles to reduce vibration from high lifts. The Scrambler production numbers were low, making this Jeep increasingly rare. Scramblers often gather more attention from Jeep fans than other AMC-era Jeeps.

Con: The increased wheelbase creates a larger breakover angle that increases the chances of high-centering the Jeep on an obstacle. Larger lifts and/or tires help with this. The Scrambler has a large rear overhang, which can be trouble off-road. The addition of a substantial aftermarket rear bumper helps prevent body damage. People occasionally “bob” a Scrambler to remove the excess body.

The Scrambler was designed to be a two-seater, which limits interior room. Adding a full roll bar can be a challenge when the small cab’s hardtop is retained.

The Perfect Out-of-the-Box CJ?

An examination of all of the years of the CJ will conclude that the 1978 and 1979 CJ-5 and CJ-7 were the epitome of the CJ. These two years offered a V-8, strong reliable transmissions such as the T18 and GM TH400 automatic, large front disc brakes, and 11-inch rear drum brakes. One little exception to this is the somewhat rare 1980 CJ-7 with a V-8 and an automatic. This combination included the Chrysler TorqueFlite automatic (TF999) and a Dana 300 transfer case, a formidable off-road package.

Putting It All Together

In truth, any year and any model CJ makes a perfect Jeep for on- and off-road use. Even a stock CJ is a blast to drive off-road and is very capable. In the following chapters, building and modifying a CJ from top to bottom for maximizing performance on- and off-road is discussed in depth. Jeep owners tend to tinker with their Jeeps continuously. From engine modifications, lift kits, lockers, and more, it’s common for CJs to see many changes and phases. Not surprisingly, CJs still remain a favorite Jeep for many, even with modern Wranglers everywhere.

Considered the best years of the CJ, the 1978 and 1979 CJs offered strong I-6 and V-8 engines, tough transmissions, and usable gear ratios. After 1980, the CJ became less off-road friendly out of the box due to fuel mileage and exhaust emissions requirements.

A small number of 1980 CJs were available with a 304 V-8 until the 304 was discontinued. This, combined with the newer Chrysler automatic and Dana 300 transfer case, made this Jeep extra special and extra rare. This 1980 CJ-7 is perfectly modified to perform well both on- and off-road.