The Bantam Jeep Heritage Festival is held annually in Butler, Pennsylvania, the town considered the birthplace of the Jeep. The festival holds a Jeep Invasion, where hundreds of Jeeps parade to Butler and line Main Street to kick off a weekend of all-Jeep events.
In the following chapters, I discuss the accessories and modifications that go into building and modifying a CJ. You will learn the kind of modifications that enhance your Jeep’s performance, both on- and off-road. In addition, you’ll learn about both the ease and complexity of a build. This will help you figure out if you want to take on a build or leave it to a professional. Most of the modifications and builds I cover can be performed in a well-equipped home garage; I provide tool tips and recommendations along the way.
I’ve been building and modifying Jeeps since 1984 and have been working on a 1978 CJ-5 I refer to as “Number 5” consistently since 1997. This Jeep has seen many modifications through the years and was continually run on the trail for 10 years. It has seen many versions of lift kits, engine rebuilds, and modifications, a frame replacement, lockers, tires, wheels, etc. The list goes on and on and is still going. In 2006, I semi-retired the Jeep from regular trail use, and now it serves as a joy to drive and reminder of the capability and heritage of this era. Look for Number 5 throughout this book.
Finally, safety is the number-one concern when working on your Jeep. Don’t take chances, plan ahead, get help when needed, and be aware of your surroundings. Another word on safety is less about working on your Jeep and more about the safety of the modifications you are making; modifications often alter the way the Jeep drives. Lift kits and larger tires affect road handling and stopping ability. Low-quality or incorrect components can cause failures, damage, and potential injury.
A 2-mph traffic jam in the middle of nowhere. Jeep trail rides are unique in that the majority of the day is spent moving at a snail’s pace. Low range, low gears, and good tires are part of the recipe in an off-road Jeep.
A 1978 CJ-5 modified, used, and loved for nearly 20 years at its final trail run at Rausch Creek Off-Road Park in Pennsylvania, before being retired from regular trail use. This Jeep has seen many types of trails and many stages of modifications.
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
