The Cj 5 Workhorse to TrailRider

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.