Hope everyone is enjoying the summer and their rides. Our poster lineup is undergoing some changes so we have decided to offer the existing stock at great sale pricing. Buy three get 2 FREE. You will not find these anywhere else on the planet but here. Thats only $6.00 each for a unique  12 x 18 poster which helps support this non profit website.  Choose from any shown on the store page.  Just use the regular order form to purchase three and then email me your other 2 choices: willysjeep@gmail.com .

* The free posters will be available until stock runs out. We reserve the right to substitute. Do it now as stock is limited

Tim

Hello All;

A reader has requested help with wiring a 2A with a 3 wire alternator. I am posting the original diagram with generator,but as I do only 100% original restorations, I can’t advise on the alternator hookup. If anyone can help, please look on the forum for the link. I will send a better image of the wiring if you request it directly from me.     tim@willysjeep.com

Thanks,

Tim

The last time a war bond was issued by the US Government in 1945, a good many of our readers were not yet born. Originally called defense bonds, there were seen as a way to help reduce inflation by saving the publics money. In effect,this was a form of rationing the amount of cash people had to spend while providing funds to finance military operations. On average, the return was 2.9% after 10 years of maturity. The average income during those years was $2000 for a family. The bonds were sold at 75% of their face value starting at $25.00.  A massive radio and print campaign went to work by the government and private industry to not only sell, but refrain from cashing the bonds ahead of time.

Comic strip writers had their characters hawk the bonds. Movie stars were always recruited to do “road shows” and theaters had free days; all to promote the purchase of war bonds. One set of shows known as “Stars over America” featured Bette Davis, Greer Garson , Rita Hayworth and hundreds of volunteer performers. This tour sold $838,540,000 worth of bonds. Over the course of the war,more than 85 million Americans (half the population) purchased $185.7 billion dollars of them.

While the above photo was never a real bond, it undoubtably helped in the promotion and marketing of them. This particular picture was found on the cover of the July 1944 issue of Hunting and Fishing magazine. The real bonds were offered on the inside of this cover. One more use of the Jeep in Marketing.

Here in Wisconsin it’s not often that we have warm, clear weather conditions in April. This is absolutely the best Spring I have ever seen in 60 years.  Because of the nice weather, I have been “Up North” getting the cottage cleaned , the yard mowed and watching the river flow. Trout season just opened, but no luck so far. The Jeep and ATV’s are all charged up and ready to ride. I have no computer or Internet up there so my writing has been on hold. As of today , I am faced with a week of unseasonably cold weather and rain so…. it’s back home to the computer. I will begin anew to provide useful tidbits of info and hope you are enjoying them.

Tim

By the time 1963 rolled around,the FC-170 had been around for about 6 years. Its sales were not staggering and Kaiser was doing all it could to save the lineup. While the FC-170 had always had a 6 cylinder, the Super Hurricane was now providing 190 Ft.lbs. of torque at 1,400 rpm. Its 226.2 CI displacement was utilized to haul heavier cargo , particularly when using a larger stakebed and the dual rear wheel version. This FC-170 was equipped with a full floating axle, heavy duty suspension and could haul 4000 lbs of cargo.

It had a 103.62 in wheelbase and could turn in a “compact”  21′ 11″ circle.

The ads stated “Big truck action with smooth handling” were the trademarks of this heavy duty 4 wheel drive truck. It provided more loadspace per inch of wheelbase than any competitive truck and it was reasonably priced for the average person. The total production of the FC-170 was under 15,000

As with all automobiles, Willys Overland offered a Warranty with their vehicles. It is surprising that compared to today’s vehicles, the terms were hardly favorable to the owner. Those “built to last” Jeeps had coverage for a term of 90 DAYS! It was also extended to an operational mileage of 4000 as long as that occured within those 3 months. All service was required to be performed by the original selling dealer unless the vehicle had broken down and was over 50 miles from the dealership. In that case, the nearest Willys Motors dealer could do the job. No outside service shops would be reimbursed.

A 1000 mile inspection was necessary to validate the remainder of the warranty period. They would check all fluids for proper levels and leaks, add water to the battery, reset timing if necessary and adjust carburetor.

By todays standards with our 100,000 mile warrantys and long service intervals, these standards seem ridiculous , especially when dealing with the most basic of drivetrains and no electronics. It is certainly a testimonial to the durability of the Jeep that so many are still operational after more than 50 years.

In 1970, as ownership of the Jeep name was in transition, this camper edition was offered for CJ5 or CJ6 with the V-6 powerplant. The Dauntless engine was 160 hp and its lightweight V configuration allowed for less weight on the front end and greater fuel economy.

According to the sales literature, in could take you to the ‘boondocks” for hunting, fishing and easily run back to town for supplies. It slept 4 and had a kitchen, toilet and running water.They even pictured two kids peering out the front window of the camper while driving. (A really SAFE practice- NOT)  Of course, there was no other place to ride as the Jeep was still a two seater.

Its hard to believe the strain this weight must have put on a small CJ and I doubt many were sold, but it was another foresighted effort to find uses for the Jeep.

The Farm usage of the CJ2A had long been promoted. When a new model arrived on the scene in 1949, it was welcomed as being a stronger, more powerful model with a few other improvements. This CJ3A offered better seats, larger windshield visibility and a better horsepower rating for the 4 cylinder powerplant.  The salesforce offered to bring one to your farm and show what it could do using your implements. At 3500 lbs., it had better drawbar torque (1200 #) than the previous 2A’s. Its beefier leaf springs could handle a better payload and stronger axles were a bonus.

Its powerful 7″ sealed beam headlights prepared the vehicle for night work and seat padding made it a more comfortable ride, although by todays standards, it was still primitive.

Th CJ3A is a great all around Jeep and for some reason, I don’t see many around or for sale. The production numbers were high enough, but I think the manufacturers of farm machinery had almost 5 years to get back to production and the Jeep really could not compete with a real tractor. It is interesting that the supplanting model, the CJ3B was still offered as a Farm Jeep  to be used with implements.

Beginning this year, the name “WILLYS” had officially been dropped from all vehicles. Kaiser had owned the company for 10 years and was ready to move on. The markets had changed and the sporty family vehicle (read : SUV) had become the targeted machine to be produced. People were on the move and a station wagon that could haul the family and cargo was a hot commodity. Of course, in additiion to its roominess, it was the “drivepower” that made this car so distinctive. Kaiser touted the fact that this 4-wheel drive system was safer on wet and snowy roads and more fun to drive. The Wagoneer had many options, including: Automatic transmission, air conditioning, power steering and brakes, Independent front suspension (2WD) and electrically operated tailgate window… all items that are standard today. Plush carpeting, foam filled seats (No belts) color keyed accents and easy entry were all items that set this apart from your traditional station wagons. The concept was sound and the same type of vehicles are still being made today by Chrysler and many other manufacturers.

The CJ5 was undeniably the most widely produced of Jeep vehicles ( until Chrysler) . Its production figures totaled over 603,000 and it was produced over a 30 year span with only slight modifications. It has proven itself to be a worthy off-road vehicle and the many aftermarket conversions continue to its legend. A variety of trim packages and special editions were offered.

The Jeep 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 3 decades while three newer models appeared. A total of 603,303 CJ-5s were produced between 1954 and 1983.

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 Willys Hurricane engine.

The company was sold to American Motors in 1970, and the GM engine was retired after the 1971 model year. (GM’s Buick division repurchased the engine tooling in the early 1970s which served as the powerplant in several GM vehicles.) AMC began using their inline six-cylinder engines, the 258 cu in (4.2 L) in 1972 and offering one V8 engine in the same tune as a base V8 muscle car, 304 CID.

To accommodate the new I6 the fenders and hood were stretched 5 inches (127 mm) starting in 1972 and the wheelbase was stretched 3 inches (76 mm). Other minor drive train changes took place then as well.

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

In the early 1980s, the CJ used a “Hurricane”-branded version of the GM Iron Duke I4.

Several special CJ-5 models were produced:

* 1961-1963 Tuxedo Park Mark III
* 1965 “Tuxedo Park Mark IV”
* 1969 Camper
* 1969 462
* 1970 Renegade I
* 1971 Renegade II
* 1972-1983 Renegade Models — featuring a 304 CID V8, alloy wheels and a limited-slip differential
* 1973 Super Jeep
* 1977-1983 Golden Eagle

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 camp, 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 CJ-5 has the distinct honor of being a vehicle that was hard to kill off. It came in 1954 and left in 1984, equaling the longest production run of note (and before you send letters to us, know that those are Jeep’s defined production dates, so we’re sticking to ‘em, but we’ll grant you the ’55 model year). The push was that the Universal Jeep was truly universal–stick it in agriculture, public service, transportation, communications, industry, and it would do the job–from street sweeping to “acting as a public address vehicle” because it was “the world’s most useful vehicle.” Hey, if it was good enough to rid the roads of trash and Bob’s Big Boy wrappers, it was good enough for public consumption.

The History

The CJ-5 was a bit bigger/longer than the CJ-3B and was based on the round-fendered 1951 M38A1. As touted in the ads, it was completely new! New ruggedness! New dependability! New comfort! New versatility! The CJ-5 was stepping it up in the brakes, suspension, seating, and even the glovebox (now with cover!) departments. A new instrument panel, larger windshield, and hand brake were selling points. As the CJ-5 migrated from Willys to Kaiser and then to AMC, it saw itself get longer as a CJ-6 version, and even inspired the FC models. Because of the CJ-7′s arrival in 1976, the CJ-6 was dropped in North America.

The Model/The Body

Among the improvements made to the CJ-5s were a fully boxed crossmember for rigidity and flanged, overlapped sheetmetal for strength. There was a new, optional, all-weather top and a new instrument panel, plus the engineering refinements we mentioned.

In 1956 came the CJ-6, which had a 101-inch wheelbase and was 155 inches long; its curb weight was 2,336 pounds. For 1964, the CJ-5A and CJ-6A Tuxedo Park sports cars arrived, and in 1969, the brief 462 edition came out with skidplates and a swing-out spare-rubber carrier among the features. Come 1970, it was all about racing stripes, the Dauntless V-6, and the Renegade I; the Renegade II came the following year, and by 1972, it was simply Renegade. By 1974, it was a full-fledged model in the CJ lineup.

Specs vary on the CJ–some claim the overall length at birth was 135-plus inches, while others say it was 138”. In 1972, the wheelbase of the CJ-5 jumped to 84 inches and the length to 142.1 inches, while the CJ-6 increased to 104 and 162.1 inches, respectively. Most of the increase came from the stretching of the front section, hence the name “long-nose” CJ-5 for the later years.

The Super Jeep had a brief life in 1973 and featured those racing stripes again, plus a chrome bumper. The Gold Eagle limited edition was an arrival in 1977, while the chromed Laredo joined the family in 1980.

By 1983, CJ choices were simply the Renegade and a base model. In 1975, the Levi’s upholstery made its debut. The DJ-5 and DJ-6 were two-wheel-drive versions of the CJs. Numerous “collectable” versions of the CJ-5 were also built. Did you know there was a Playboy CJ-5?

The Engine

Under the hood of the original CJ-5 and CJ-6 was a four-cylinder Hurricane F-head with an optional compression ratio of 7.4:1 for high altitude. It had rotating exhaust valves, cast-in-head intake manifolds,aluminum-alloy pistons, and with the intake valves in the head and the exhaust ones in the block in an effort to improve gas mileage. Then 1965 brought the 225ci Dauntless V-6, which made 160 gross horsepower at 4,200 rpm and 235 lb-ft of torque at 2,400 rpm. Wedge-shaped combustion chambers and a deep-skirt block were utilized for longevity. The V-6′s bore-and-stroke was 3.75×3.40-inch, with 9.0:1 compression. For 1967, a two-barrel carb was used, gaining 5 hp and 10 lb-ft of torque.

The optional two-barrel V-8 came in 1972–it was a 304 that made 150 net horsepower at 4,200 rpm and 245 lb-ft of torque at 2,500 rpm, with an 8.4:1 compression ratio and 3.75×3.44-inch bore-and-stroke. Additionally, the AMC one-barrel 232ci became the base engine (except in California), replacing the Hurricane. It made 100 hp at 3,600 rpm and 185 lb-ft of torque at 1,800 rpm and had an 8.0:1 compression ratio; it ran a 3.75×3.50-inch bore-and-stroke. An optional one-barrel 258ci V-6 was available (standard in Cali), with 110 hp at 3,500 rpm, 195 lb-ft of torque at 2,000 rpm, and a 8.0:1 compression ratio; the bore-and-stroke was 3.75×3.90-inch. Gone by 1979 was the 232, with the standard becoming the 258, now with a two-barrel carb. Getting the V-8 in California required power steering.

A 151ci four-cylinder built by GM (their Iron Duke) debuted in 1980 (Jeep called it Hurricane again), which was a two-barrel with a 8.2:1 compression ratio and 4.00×3.00-inch bore-and-stroke. It made 82 hp at 4,000 rpm and 125 lb-ft of torque at 2,600 rpm until 1983, when there was only the 258.

The Transmission

Out of the box, there was a BorgWarner T-90 manual three-speed, followed by a BorgWarner T-14 for the V-6. An optional T-98 heavy-duty four-speed was available for the CJ-5 Hurricane starting in 1966; the three-speed with the V-6 was fully synchronized. The 232 and 258 could be hooked to a three- or four-speed, while the 304 was mated to a three-speed; again, only the CJ-5 could opt for the four-speed.

A mandatory option (nothing like an automotive oxymoron) with the four-speed and the six-cylinder was a heavy-duty frame. In 1971, the T-14 three-speed was fully synchronized with the V-6; the four-cylinder had an optional T-98 four-speed. In 1972, the 232 and 258 used a BorgWarner T-14 three-speed and a T-18 four-speed; the V-8 ran with the T-15 three- and T-18 four-speed. In 1976, the Tremec T-150 three-speed was used, then the Tremec T-176 starting in 1980.

The Transfer Case

The Dana Spicer Model 18 was the first; the switch to Dana Model 20 started in 1972. By 1980, it was a Dana 300.

The Suspension/Axles

The CJs used semi-elliptic leaf springs both front and rear. The front axle was a full-floating Dana Spicer 25 until it was switched to a Dana Spicer 27 in 1966. The rear was a semi-floating 44, with available gearing of 4.27s until 1967; those were 3.54s. For 1972, the front axle was a full-floating Dana 30; the rear went to a semi-floating AMC 20 in 1976; 3.54s and 4.09s were available. A Powr-Lok diff was available starting in 1966, and Trac-Lok came in 1971, which was standard equipment on the Renegade.