Jeep: The First 70 Years Part 2

129 1103 Jeep The First 70 Years 1944 Jeep Cj2

1944 CJ-2
The CJ-2 was the first civilian Jeep. A small number were built for testing, and this is the ninth built of approximately 45. The brass "Jeep" tags were fitted to a number of these prototypes. Some of the early units had data tags marking them as an "Agrijeep." Willys envisioned Jeeps becoming the new farmer's best friend, and that's why many of them were fitted with V-tread (tractor-style) tires. This restored CJ-2, one of a handful of CJ-2 survivors, belongs to Jeep historian Fred Coldwell.

1944 CJ-2 The CJ-2 was the first civilian Jeep. A small number were built for testing, a

Swords to Plowshares:
CJs, 1944-1971
The World War II military jeeps had many attributes, comfort not being among them. Willys knew the jeep was at least a base hit, if not a triple, that might turn into a home run when the war ended. As early as 1943, they were able to devote some time to developing the jeep for civilian use. From these efforts, the CJ ("Civilian Jeep") was born. The first prototypes, called the CJ-1, were pulled from the military line and adapted with tailgates and the addition of accessories. After various tests, the vehicle was fine-tuned mechanically for the agricultural/commercial use that was seen as its primary postwar role. Many of the improvements, such as lower transfer-case gears, lower axle ratios, and a stronger transmission were things that had been developed for other wartime projects. In 1944, the first CJ-2 emerged as a substantially altered design, not merely an adapted military jeep. It could have been just a dolled-up GI jeep, but it was much more. It wore work clothes but was far more capable in every respect than the wartime jeep, and more comfortable.

The production CJ-2A emerged in late 1945 and, even though surplus military jeeps were a dime a dozen, they sold well enough to make Willys happy. The beginning of the Korean War in 1950 both helped and hurt Jeep development. The military contracts were helpful, but materials shortages and a slack economy were not. Historians have speculated this was why the civilian round-fender (later known as the CJ-5) didn't appear in 1952 with the military version. The upgrades made to the CJ-3A weren't earth-shattering, but in those lean times Willys needed some hoopla-even if it only filled a shot glass. Kaiser Industries bought Willys-Overland in 1953 and injected some much needed cash and stability.

When the 1955 CJ-5 and CJ-6s debuted, there was a lot more to talk about. The new bodies offered much more interior room, more comfort, and an array of features and options that expanded rapidly as the '50s became the '60s. In 1957, the T-98 four-speed and the Powr-Lok limited-slip were added to the options list. In 1961, the Perkins 4-192 diesel was added as an engine option. Also that year, the Tuxedo Park option came available, which added more comfort and style accessories. Likely the biggest bit of hoopla for the '60s was the addition of the 225ci V-6 to the line in 1966. With 160 (gross) horsepower on tap, it gave the CJ some muscle to flex. When Jeep passed to AMC in 1970, the CJ line was in pretty good shape.

1945 CJ-2A
The first production civilian Jeeps, dubbed the CJ-2A, appeared in July 1945, and a total of 1,824 models were sold in its first year. Lindsay Clark's is the 67th unit built, and mounts an early capstan winch and has a canvas half-cab fitted. The 2As built into the middle of 1946 were very different animals than those built later. They have column-shift transmissions and many leftover World War II-style parts incorporated into their designs.
1945 CJ-2A The first production civilian Jeeps, dubbed the CJ-2A, appeared in July 1945,
1950 CJ-3A
The CJ-3A was a fairly minor remake for the civilian Jeep that started in the 1949 model year; the CJ-2A and CJ-3A overlapped that year. Jim Marski's '50 has only 8,900 original miles and a period "Jeep-a-Trench" trencher with a front blade and capstan winch. Few conversions like this have survived because this equipment was extremely hard on the vehicles.
1950 CJ-3A The CJ-3A was a fairly minor remake for the civilian Jeep that started in the
1955 CJ-5
This basic CJ-5 would have cost you $1,476 in 1955, and the front passenger seat, top, heater and rear seat were extra. Brandon Corwin restored his bare-bones '55 back to original "bare-bonesness." You can tell the year of the '55 and some of the '56 models by the shackles being at the rear of the front springs, like the MD model. This feature left the civvy rigs in 1953 in favor of the more familiar front-mounted shackle.
1955 CJ-5 This basic CJ-5 would have cost you $1,476 in 1955, and the front passenger se

1964 CJ-3B (M606)
The answer to fitting the taller and more powerful F-head four into the CJ was twofold: the CJ-3B was one and the CJ-5 was another. The CJ-3B appeared in 1953 as a stopgap, but amazingly, both were kept around after the CJ-5 debuted for 1955. The CJ-3B soldiered on to '68, sold mostly commercially. Daniel Walton's restored '64 is a government-spec unit often known as the M-606. These military variants were often given to friendly governments under a program called MDAP (Mutual Defense Assistance Program).
1964 CJ-3B (M606) The answer to fitting the taller and more powerful F-head four into th
1965 CJ-6A
Jim Marski's '65 CJ-6A gives us two things to talk about. The long-wheelbase CJ-6 offered Jeep owners lots more room, but it wasn't a hot seller. The "A" in the nomenclature here indicates a Tuxedo Park model. Tuxedo Parks were not much more than a few cosmetic options until 1964, when it embodied enough changes to become a separate model, the "A." It had a revised suspension, chrome bumpers, column shifter, vastly improved seating, honest-to-goodness chrome and special colors, among other things. The CJ-6 lasted to 1976 domestically (1981 for export), and the Tuxedo Park hung on through 1968.
1965 CJ-6A Jim Marski's '65 CJ-6A gives us two things to talk about. The long-wheelbase
1969 CJ-5 V-6
This 1970 vintage factory color photo shows a '70 Model CJ-5 in Spring Green paint. This beauty would set you back $2,868.23 plus $210.93 for the V-6, $82.12 for five H78-15 Goodyear Polyglas Suburbanite tires, $74.27 for the passenger-bucket, and $87.77 for the rear seat. If you wanted 4.88:1 gears and a rear limited slip, it cost you $48.43. The heavy-duty springs and shock would set you back $35.19. The steps were an even $30. Would you pay $3,500 for this rig now?
1969 CJ-5 V-6 This 1970 vintage factory color photo shows a '70 Model CJ-5 in Spring Gre

129 1103 Jeep The First 70 Years 1949 Willys Station Wagon

1949 Station Wagon
The Willys Wagon made its debut in 1946 but wasn't available in four-wheel drive until 1949. That year, they still had a flat nose and the two-tone faux Woody paint. The only engine available was the 60 hp Go-Devil, but this rig was useful to a lot more people than the original jeep. This one belongs to the Chrysler Museum. (Photo courtesy Chrysler Group LLC.)

1949 Station Wagon The Willys Wagon made its debut in 1946 but wasn't available in four-

The New Jeeps:
1946-1965
The Jeep CJs were good as far as they went but the market was narrow. By the end of World War II, Willys-Overland's thoughts returned to cars-but as a carmaker, they were little more than an also-ran behind the Big Three and several other larger car builders. By developing new lines of trucks and station wagons, they carved themselves a unique niche in the market. Though there was resistance internally, Willys management eventually decided to focus on utility vehicles. A line of innovative cars was produced in the early '50s, but they were generally unsuccessful in the market and discontinued by 1955. From there, the die was set, and the core business for the company, eventually to be owned by many corporate entities, was utility vehicles. "Jeep," once an obscure generic term with multiple meanings, became the trademarked name for a particular vehicle in 1950 and had evolved into a corporate identity by the '60s.

1948 Pickup
Willys pickups had the four-wheel drive option right from the get-go in 1947. They too bore the flat-nosed, very CJ-like front end. These trucks were very generously rated for a 2,000-pound payload, even though they were Go-Devil powered. This stupendous '48 was restored by Willys America. (Photo courtesy Willys America/Jane Barry.)
1948 Pickup Willys pickups had the four-wheel drive option right from the get-go in 1947
1952 Ranger Fire Truck
Many Willys trucks were sold as chassis-cabs or flat-faced cowls, and conversions were common. The Ranger was offered though the factory, even though the actual conversion was done by Mobile Fire Apparatus. This '52 Ranger was restored by Willys America, in Cazadero, California, and it's still ready for a good fire.
1952 Ranger Fire Truck Many Willys trucks were sold as chassis-cabs or flat-faced cowls,
1961 Pickup
By 1950, the flat nose was gone, replaced by a V-nose on both the Wagons and trucks. The flathead four was replaced by the F-head that year. In 1954, the 226ci flathead six was added to the options list. By the time this '61 was built, the windshield was a single pane and the rear window had been enlarged.
1961 Pickup By 1950, the flat nose was gone, replaced by a V-nose on both the Wagons and

1957 FC-150
In 1957, Willys went into uncharted territory by offering forward-control (cabover) light trucks. They came in two varieties: the FC-150 short- and the FC-170 long-wheelbase trucks. The FC-150s, like Ed Tromley's '57 seen here, used a chassis layout very similar to the CJ-5 and with the same 81-inch wheelbase. The combination of a narrow track and nose-heavy attitude yielded some unusual handling characteristics, which inspired Jeep to strap a big iron weight to the rear chassis. In 1958, the axles were widened from the CJ-version 48.4 inches to the same 57-inch track used on the FC-170. This FC is mostly original and happens to be the 18th FC-150 ever built.
1957 FC-150 In 1957, Willys went into uncharted territory by offering forward-control (c
1964 FC-170 DRW
One of the most useful applications of the FC was the dual rear-wheel version, available from 1959-65. Most had a full 9,000-pound GVW rating with a nearly 4,000-pound payload. Power came from the 226ci six-cylinder. M. Barshinger's nice unrestored '64 shown here showed up at the 2010 All Breeds Jeep Show equipped for a snowplow. In the late '50s, Jeep built some prototype medium-duty trucks using the FC body and Ford V-8s engines, but the project never went beyond the development stage.
1964 FC-170 DRW One of the most useful applications of the FC was the dual rear-wheel ve
1964 M-677
Among the most interesting FC variants are the military units built for the Marine Corps in 1963 and 1964. Most were powered by a unique three-cylinder Cerlist two-stroke diesel. The M-Series FC-170s came as a regular-cab pickup, crewcab pickup like this, a carryall van with windows or an ambulance. This one is owned by Fred Williams (he works for something called 4 Wheel & Off-Road), who threatens to install a GM big-block in it. He must be stopped.
1964 M-677 Among the most interesting FC variants are the military units built for the M

129 1103 Jeep The First 70 Years 1964 Jeep Wagoneer Two Door

1964 Jeep Wagoneer Two-Door
For 1963, the Wagoneer debuted as both a two- and four-door model in two- or four-wheel drive. An independent four-wheel drive front suspension was optional, as well as an automatic transmission, power steering, power brakes and comfort features that equaled a mid-level station wagon. Power came from a sprightly OHC Six. This rare, low-miles original two-door belongs to Jim Marski.

1964 Jeep Wagoneer Two-Door For 1963, the Wagoneer debuted as both a two- and four-door

Defining Sport Utility:
1963-1991
By the mid-'50s, the Jeep station wagons and pickups were getting dated, and engineers started on a process to modernize them. The merger of Kaiser-Frazier and Willys-Overland in 1953, to become Willys Motors, had moved that process along handily. By the late '50s, Willys Motors had prototypes of a new vehicle that merged the station wagon with the 4x4 in a way that no truck-based carryall, such as the GM Suburban, could match. It evolved through several looks and names but emerged in 1962 as the Wagoneer-a name with almost as much recognition now as Jeep itself. Near that time, Willys Motors became Kaiser Jeep, ensuring everyone knew the name of the man who signed the checks.

For 1967, the late-'40s Willys Jeepster concept was dusted off and refined into the Jeepster Commando. The original Jeepster was touted as being a "sports" car. Its anemic four-banger performance did not live up to that term, even by 1948 standards. With a snappy V-6, the '67 C-101 Jeepster Commando was different, plus it had four-wheel drive, which the original Jeepster did not. It was a modest success as a sport-utility rig. After the 1970 American Motors takeover of Kaiser Jeep, the Commando evolved a new snout and sported a new AMC Six and a V-8 option, but was replaced in the lineup after 1973 by the SJ-based Cherokee.

129 1103 Jeep The First 70 Years 1966 Jeep Wagoneer

1966 Jeep Wagoneer Four-Door
For 1965, a bunch of new stuff was added to the Wagoner lineup. The full-width grille was just one. Under the hood, a new V-8 option appeared in the form of the AMC 327. The OHC 230 Six left in favor of the AMC 232. The options list and packages were already showing a swing towards the high end at this point.

1966 Jeep Wagoneer Four-Door For 1965, a bunch of new stuff was added to the Wagoner lin

During the '60s, the Wagoneer gradually moved upmarket. One notable sign of that was the '66-'69 Super Wagoneer, which was a luxury version that rivaled cars for comfort. This was the first factory-built luxury SUV, and Jeep gets the credit for it.

But moving the Wagoneer upmarket left a hole at the bottom. That hole was filled by the Cherokee in 1974. The Wagoneer had debuted in both two- and four-door models. The two-door option faded away by 1968 but was resurrected for the Cherokee, which was initially offered only that way. Later, a four-door Cherokee S was offered. Though it was offered with plenty of options, the Cherokee had plenty of basic and middle-range options the Wagoneer didn't.

1968 Jeep Super Wagoneer
The '66-'69 Super Wagoneer was the world's first luxury 4x4. With leather, full power, special trim and paint, and a high-compression four-barrel 327ci V8, it rivaled a high end car of the day-but it had four-wheel drive.
1968 Jeep Super Wagoneer The '66-'69 Super Wagoneer was the world's first luxury 4x4. Wi
It's was a "gentleman's" 4x4, of course, not meant for hard wheeling, and a little over 3,900 were built in three years of production. Jim Marski's '68 was once owned by Buddy Hackett and was slightly customized by the late comedian.
It's was a "gentleman's" 4x4, of course, not meant for hard wheeling, and a little over 3,
1979 Cherokee Chief
The Cherokee debuted in 1974 as a lower-priced alternative to the Wagoneer, but its two-door style lent itself to some sporty treatments like the Cherokee Chief. Until it was phased out in 1978, the AMC 401ci four-barrel engine was an option, and with 4.11:1 gears and big tires, it was truly a "Chief" among its peers. Later in its life, the Laredo and Golden Eagle Cherokees were other stylish variations. The big SJ Cherokee bowed out after 1983 to let the XJ Cherokee shine.
1979 Cherokee Chief The Cherokee debuted in 1974 as a lower-priced alternative to the Wa

1991 Grand Wagoneer
You know you're getting long in the tooth when they add "Grand" to your name. That had occurred in 1984 when the XJ-based Wagoneer appeared. Jeep actually thought they'd retire the SJ in a year or two, but its popularity surprised them. The axe finally came in the 1991 model year, when federal CAFE standards finally took a big enough bite. Jeep slapped a "Final Edition" badge on the remaining Grand Wagoneers and sold 'em while they lasted.
1991 Grand Wagoneer You know you're getting long in the tooth when they add "Grand" to y
1968 Jeepster Commando Convertible
When the original-model Jeepster debuted in 1948, nobody denied it was neat. It just didn't have the "go" to go with the "show." That wasn't true when Jeep reintroduced a similar-looking rig, the Jeepster Commando, for the 1967 model year. The top-o'-the-line unit was the model 8701 convertible. It came with a snappy V-6, four-wheel drive and the convertible came with an optional power-operated top and a Continental-style spare tire. Pat Hughes' '68 8701 is one of only 422 built from '67-'69.
1968 Jeepster Commando Convertible When the original-model Jeepster debuted in 1948, nob
1970 Jeepster Commando Pickup
Jeep touted the Jeepster Commando as a "Sports Utility" when it debuted in 1966. This 8705H pickup certainly fits that bill. With the optional 4,200-pound GVWR, the stylish little trooper could handle a 1,200-pound load.
1970 Jeepster Commando Pickup Jeep touted the Jeepster Commando as a "Sports Utility" wh

1973 Commando Station Wagon
Job 1 for AMC was to integrate as much home-built componentry as possible into the Jeep line. That included the engines . . . and that was a good thing. The AMC inline-six or V-8 engines were generally better than what Jeep had been using, though they did require some alterations to fit. In the case of the C-104 Commando (note the "Jeepster" part was dropped), you either loved or hated the new look. You definitely loved the power of an available 304ci AMC V-8 as is fitted to this stellar '73. Not much was changed from the cowl back.
1973 Commando Station Wagon Job 1 for AMC was to integrate as much home-built componentr
1967 Jeepster Commando Roadster
The basis for the Station Wagon and Pickup was the model 8705 Roadster, to which the tops were added according to the order. Anthony and Nancy Immers' '67 Roadster is a very early production unit (about the 887th built) and very original, right down to the paint and top. It's a V-6 model with the T-14A manual trans.
1967 Jeepster Commando Roadster The basis for the Station Wagon and Pickup was the model
1971 Hurst Jeepster Commando
A number of special editions appeared in the C-101 and C-104 Commando lines, including the SC-1 and SC-2 models, but none is better remembered than the Hurst Commando. The project began as a collaboration between Hurst and Kaiser Jeep, and 500 units were planned (300 automatics and 200 manuals). The AMC changeover stalled that. In the end, an uncertain number, probably around 100, were actually built. Most were automatics, but one surviving stick shift hints there were at least some manual transmission models built. The Hurst Jeepsters are a rising star, and at latest count there may be as many as 65 survivors. This one belongs to Rod and Luana Schneider, who bought the unit while on vacation in Colorado in the '70s, not knowing they bought a rare bird. It's been a family treasure ever since.
1971 Hurst Jeepster Commando A number of special editions appeared in the C-101 and C-10

129 1103 Jeep The First 70 Years 1964 Jeep J300 Thriftside

1964 J-300 Thriftside
The Jeep Thriftside bed is what people today call a stepside. It was a carryover of the long, narrow bed found on the old-style Willys pickups, and trucks so equipped were a few dollars less than the more stylish Townside models. In the '63-'70 Gladiator era, signified mostly by the "bucktooth" grille, Jeep trucks were offered in a staggering variety of configurations, three wheelbases, and around 10 GVWs. Through 1964, the only engine was the 230ci OHC "Tornado" six. It was snappy enough, but Jeep needed a V-8 to compete. That came in '65 in the form of an AMC 327. AMC's 232 OHV Six replaced the Tornado. Kevin Banonis' '64 Thriftside represents the last of the Tornado era at Jeep.

1964 J-300 Thriftside The Jeep Thriftside bed is what people today call a stepside. It w

The New Trucks:
1963-1987
When the Wagoneer debuted, so did a new line of pickups that used a similar style and shared the same chassis. Where the old utility pickups had been at least a generation behind in many ways, the new J-Series trucks were on par with the cutting edge, if not ahead of the curve in some ways. Available independent front suspension in the 4x4s from 1963 to 1965 was an industry first. A staggering array of GVW, bed and wheelbase combinations were available initially. The truck line evolved with Jeep, but with the heavy competition in the truck markets, they began to get less and less of a development budget. As business got tighter and tighter, and with each successive new buyout, Jeep truck production numbers dropped and the model lines were consolidated. The Chrysler buyout in 1987 ended Jeep truck production altogether, except for the XJ-based Comanche midsize truck which continued through 1992.

1968 J-3000 Townside
By 1968, the AMC 327 had been discontinued, so Jeep contracted with Buick for a two-barrel version of its 350 V-8, and the Jeep Gladiators began to truly scoot. The Buick engine is generally regarded as the best V-8 offered in the Kaiser era. The AMC 232 soldiered on as the six-cylinder option, but the 225 V-6, also originally a Buick engine, came this close to being the base engine. Its odd-fire roughness bothered the engineers, so it never went past the experimental stage. This factory photo just screams "Truck!"
1968 J-3000 Townside By 1968, the AMC 327 had been discontinued, so Jeep contracted with
1979 J-20
The '70s were not kind to the Jeep truck line-nor to AMC, its parent company. This J-20 is still a snappy truck, but other than the AMC engine changeover of the early '70s and slight cosmetic changes, such as the grille in this '79, the trucks weren't getting a lot of upgrades or attention. AMC was in dire financial straits at this point.
1979 J-20 The '70s were not kind to the Jeep truck line-nor to AMC, its parent company.
1979 J-10 Honcho Townside
The wide-track Honcho debuted in 1976 alongside the Cherokee Chief as a wide-tire, muscular 1/2-ton that could be ordered with engines as big as 401 cubic inches. The graphics changed slightly by year and there were a number of different Honcho color schemes. They could be ordered in Townside (shown) and Sportside beds, but they were all on the short 118-inch wheelbase.
1979 J-10 Honcho Townside The wide-track Honcho debuted in 1976 alongside the Cherokee C

1988 J-10 Townside
Yeah, yeah, we know the J-series truck sales were officially discontinued in '87, but '88 press kits were created, from which this pic was pulled. There has also been one verified '88 truck found that indicates at least a few were released. There were virtually no changes from 1987 listed in the press info. It was a sad end for a proud line of trucks, but triage surgery was needed to focus the Jeep line in a new direction and nobody can argue with the results.
1988 J-10 Townside Yeah, yeah, we know the J-series truck sales were officially disconti
1983 J-10 Honcho Sportside
Richard Gump's '83 Honcho is a low-miles original truck and the last of the Honcho breed. The line was discontinued that year, and only the Sportside bed was available. This one has the biggest engine available, the 360ci two-barrel V-8.
1983 J-10 Honcho Sportside Richard Gump's '83 Honcho is a low-miles original truck and t
1978 J20 Stakeside
All through its life, the Jeep J-series truck was used in many commercial operations, and Walter Zimmerer's stakeside illustrates this. Unlike most commercial rigs, which are "rode hard and put away wet," his is a 25,000-mile creampuff and all original. This was the last year for the "toothy" Jeep grille that had been introduced in 1965, first for Wagoneers.
1978 J20 Stakeside All through its life, the Jeep J-series truck was used in many commer