Ex Military Jeeps For Sale – The Jeep Wrangler has a long and storied history. It traces its lineage back to its least progenitor—the “Jeep”—and through at least a dozen models before America entered World War II that share its complex, unmistakable DNA.
Jeep’s lineage begins in May 1940 with the small American automaker Bantam. The company was losing the car game and was looking for government jobs to stay afloat. This month he presented proposals to the US Army Ordnance Corps’ Army Technical Committee for a reconnaissance vehicle being developed from his small Bantam Roadster.
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The committee liked the idea so much, they bought it from 135 manufacturers. Each had to submit a proposal for a four-ton reconnaissance vehicle with four wheels, room for three and a 30-caliber machine gun, a payload of 600 pounds, and a feather-light weight limit of 1,300 pounds. Any interested automaker had just 49 days to build a working prototype.
Ex Army Truck Hi Res Stock Photography And Images
The Bantam was the only manufacturer to meet this deadline, but Willys-Overland and Ford soon submitted their own proposals based on the Bantam design. The Army ordered 1,500 prototype cars from each manufacturer for further evaluation – and the Willys design beat them all.
The final design, called the MB, used a 60-horsepower, 134-cubic-inch (2.2-liter) 4-cylinder Willys engine, weighed 2,450 pounds, and incorporated Ford’s flat-tail hood. done pioneered Willys-Overland eventually built 362,841 general purpose military vehicles, while Ford built 280,448 under the name GPW for general purpose Willys. The Bantam, which drew the basic size, built only 2,643 units, including this order for 1,500.
The Jeep was an integral part of America’s “Arsenal of Democracy” as part of a lend-lease program given to our allies before America entered World War II. He worked all over the world—in Europe, Africa, and China—any job the Army needed—and the soldiers loved it.
When the war ended, Willys-Overland realized it could sell the vehicle to civilians. Through the decades and various corporate owners that followed, Jeep became the Jeep, and finally the Wrangler. Here is how we draw this family tree.
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The government’s contract with Ford expired on July 31, 1945, leaving Willys-Overland with the rights to the Jeep. The company had been planning the Civilian Jeep, or CJ, since 1943, and the vehicle on which it was based, the CJ-2A, differed from the MB military Jeep in several ways. It used 7-inch headlights instead of 6-inch ones, the spare tire was moved to the rear right, a tailgate was added, the passenger side got an automatic windshield wiper instead of a hand-operated unit, and a Remote added. Fuel filler instead of filler directly under driver’s seat. Gear ratios were also changed to allow a top speed of 60 mph (up from 55), cooling was improved, the frame was strengthened, and the clutch was strengthened. In the interest of comfort, the springs were softened, better shocks were used, and a new driver’s seat was installed. However, he was still a Spartan. The front passenger seats and rear seats were optional, as were a rear power liftgate ($90.67), a front headrest ($51.05), a rear headrest (28.44), a heater ($17.41), and more. The price was only $1,090 plus $46.53 federal excise tax. Willys-Overland marketed it as a universal Jeep for its many capabilities, and indeed, the little Jeep did yeoman work for agriculture, fire departments, gardening, and just about anything else America could throw at it. It sold well as 214, 202 were built until 1949. In 1950, Willys-Overland trademarked the Jeep name.
The CJ-3A was slightly modified from the 2A. It received a one-piece windshield that raised the vehicle’s ride height from 64 to 66 3/8 inches, rear passengers lost front passenger legroom, and the transmission and transfer case were enlarged. The wheelbase remains a narrow 80 inches. Willys-Overland built the CJ-3A for five years, producing a total of 131,843 vehicles. Later models will last much longer.
Jeep received its first power upgrade for 1953. Now, under Kaiser ownership, Willys-Overland changed the 4-cylinder Go-Devil to an F-head design and renamed it the Hurricane. The conversion put the intake pipes in the head and the exhaust ports in the block, leading to larger pipes and improved breathing. The result was an increase in horsepower from 60 to 72 and improved torque from 106 to 114 pound-feet. The new engine required a higher roofline that moved the headlights higher and gave the Jeep an odd look, surprising some onlookers. The CJ-3B lasted until 1968 and overlapped with the CJ-5 for several years.
The CJ-5, which arrived in 1955, was developed from the MD-MB38 A1 military jeep, which was based on the CJ-3A. However, it was a much improved model that was nearly 6 inches wider at 135.5 inches with a 1-inch longer wheelbase (now 81 inches). It was also 3 inches wider, so it had more legroom and room in the front. A new rear bench seat makes four people a more realistic proposition. A strong, fully boxed frame with soft front springs and stiff rear springs and an additional crossmember make the ride easy to live with. Even the 4-cylinder Hurricane delivered the same 72 hp and 114 lb-ft of torque as the CJ-3B, but the high-hood jump look was gone. The lights have added chrome surrounds and extended to the grille, the front fenders draw a different curve, and the head now fits better. The CJ-5 remained in production until 1983, and a total of 603, 303 were built. A rear-wheel-drive version was also released under the name DJ-5.
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Jeeps were still small, so when the CJ-5 came out, the CJ-6 also came with a 20-inch longer wheelbase. The 101 inches between the tires allowed more room for passengers and cargo, but they made for an awkward look that didn’t catch on with American buyers. A total of only 50, 172 were built until 1976, and they continued for the export market until 1981. Buyers could order a 192-cubic-inch (3.1-liter) Perkins 4-cylinder diesel engine for both CJs from 1961 to 1969. -6 and CJ-5, and long-wheelbase Jeeps were introduced as the DJ-6 with two-wheel drive. Ironically, the Wrangler Unlimited took the CJ-6’s extended length idea in 2004 and quickly boosted Jeep sales.
Kaiser Industries Corporation sold Jeep to AMC in late 1969 and the new company’s first new offering was the CJ-7. Longer than the CJ-5, the CJ-7 splits the gap with the CJ-6. It mounted a new 93.4 inch wheelbase to give it an automatic transmission as well as plenty of room for passengers but kept it short enough for road agility. It also allowed the use of Jeep’s Quadra-Trac full-time four-wheel-drive system for the first time, improving off-road capability in concert with a stiffer frame. The Jeep had a new plastic top, roll-up windows, and metal-locking doors. Engines include 4-cylinder gas and diesel engines, 232- and 258-cubic-inch straight-6s, and AMC’s 304-cubic-inch V-8. A total of 379,299 CJ-7s were built until retirement in 1986.
Before the Jeep Gladiator was the CJ-8 Scrambler. Released in mid-1981, it was based on the CJ-7, but used a 10-inch longer wheelbase to accommodate the 5-foot pickup bed. The top of the cab was removable, and passengers could access the bed simply by turning. A soft top was standard and a hard top was optional. Other options include a folding rear liftgate and steel doors. Otherwise, it was mechanically identical to the CJ-7. The Scrambler was originally a graphics package, and like these graphics, the name was attached to the little pickup. By 1986 only 27,792 had been built.
The Wrangler was developed under AMC, when Renault took over AMC, and brought to market under new Chrysler ownership. The Wrangler sat lower than the CJ-7, and its track was 2.2 inches wider in the front and 2.9 inches wider in the rear, all significant because the CJ-7 was accused by “60 Minutes” in 1980 of rolling too easily. was It features a circumferential frame with semi-elliptic leaf springs and front and rear traction bars and a front stabilizer bar. Despite the solid front and rear axles, all are tuned for a better ride on the road. The body looked familiar, but square headlights replaced the traditional round units. Buyers chose a 2.5-liter 4-cylinder that makes 117 hp and 135 lb-ft of torque or a 4.2-liter inline-6 that makes 112 hp and 210 lb-ft of torque. The Command-Trac four-wheel drive system could run in two-wheel drive and offered low-range gearing and on-the-fly shifting capabilities, but it wasn’t intended for use on dry pavement. A locking rear differential was optional. Production continued until 1995, and 632,231 were built.
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The square headlights of the Wrangler YJ proved unpopular and the later TJ models reverted to round headlights. Most importantly, it received coil springs for the first time to greatly improve ride quality and increase wheel travel. Angle of approach and departure
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