The Jeep: From Willys to Wrangler

How the World’s Most Famous Go-Anywhere Vehicle Earned Its Stripes

If you had to pick a single candidate for “the most American car ever,” there are a lot of potential candidates. The Corvette would be near the top of the list—it’s always been “America’s sports car” from the original C1 racers at LeMans through the iconic split-window 1963 model and the C3 that defined the Apollo Era of American exceptionalism (and endured the dark days of smog restrictions and gas lines), all the way up to today’s C7 and upcoming mid-rear-engine C8 supercar.

You could also make a case for the Ford Mustang that launched the Pony Car wars and spawned the Camaro and Challenger, or the “shoebox” Chevy sedans that became a favorite of hot rodders. The original muscle car, the Pontiac GTO, would also be on the shortlist, and even the Ford Model T would be a strong contender, thanks to the way it put car ownership in the reach of the working class and created the impetus for America’s shift from roads designed for horse-drawn conveyance to ones better-suited for cars and trucks.

But out of all the possibilities, in the end there’s only one vehicle that truly deserves the title—the Jeep. In continuous production (and continually popular) since 1941 and showing no signs of ever falling out of favor, the iconic off-roader is the one motor vehicle that stands above the rest. Born in the shadow of looming global conflict, the original Jeep served admirably in the Arsenal of Democracy, transitioned to civilian life as a workhorse for farmers and ranchers, and evolved into a status symbol that never lost its off-road credibility.

While “Jeep” grew from a single, scrappy 4×4 light scout car into an entire brand that has encompassed multiple different platforms over the years, including today’s unibody SUV and crossover vehicles, what we’re really interested in is the MB, CJ, and Wrangler models that are first to mind when you hear the name “Jeep.” Here is their story.

Flat Fenders

The vehicle we know today as the Jeep began its existence as a US Army specification for a “Truck, ¼ ton, 4×4” just prior to America’s entry into the Second World War. Post-WWI, the country’s armed forces had been significantly drawn down and reorganized, and many experiments were in progress to determine how new technology would make the next conflict different from the static trench warfare that characterized the Great War.

…the original Jeep served admirably in the Arsenal of Democracy, transitioned to civilian life as a workhorse for farmers and ranchers, and evolved into a status symbol that never lost its off-road credibility.

Light trucks and cars had shown promise toward the end of that war as a way to conduct reconnaissance, quickly move troops, artillery, and supplies, and generally, replace the large numbers of horses that had previously done most of the heavy lifting. The Army had a number of vehicles already in development or production that ranged from a half-ton to 7.5 tons in payload capacity, but a need was recognized for a smaller, more agile vehicle in the quarter-ton capacity range for the reconnaissance and liaison role.

American Bantam, a manufacturer with a somewhat-troubled history of bankruptcy but plenty of experience with small cars, and Willys-Overland, another faltering Depression-era builder and seller of small cars, endeavored to produce prototypes to meet the somewhat-unrealistic specifications set out by the Ordinance Technical Committee: 4-wheel drive, a crew of three, a 75-inch wheelbase and 47 inch track width, a fold-down windshield, 660-pound payload, and an engine with a minimum of 85 pound-feet of torque, all weighing in at a scant 1,300 pounds empty. Oh, and by the way, bids were required in 11 days, with a deadline of 49 days for the first prototype and 75 days to deliver 70 test vehicles.

While Willys was the low bidder, they were passed over in favor of Bantam when they couldn’t commit to the incredibly short deadline, and the Army moved ahead with the project. Over the course of development, Willys and eventually Ford became involved, as Bantam didn’t have anything close to the production capacity that would be required for full-scale manufacturing. The specification evolved from the ridiculously-light 1,300-pound weight goal to a more sensible 2,160-pound maximum, and Bantam ended up being edged out of the project as the Willys MB and Ford GPW became the definitive production models, with the US Army securing the patent for what would be known as the WWII Jeep in 1942.

Over the course of the war, Willys would manufacture more than 360,000 MBs and Ford would build another 280,000-plus GPWs. Ford being Ford, while parts were mostly interchangeable between the two, many of the parts produced by Ford would be stamped with a stylized cursive capital letter “F” in the same font as the Ford logo.

Post-War Production

With the Second World War drawing to a close, and all of America’s manufacturing corporations eyeing the future beyond the massive expansion they’d experienced since 1941, Willys-Overland was keen to find a way to turn the MB into something that could be sold on the civilian market. In 1944 with victory in sight, they began to work on prototypes for the “Civilian Jeep,” or simply CJ, mainly consisting of removing military-specific details like blackout lights and adding a tailgate. The initial conversions would later be referred to as the CJ-1, though none have survived and details are scant. The follow-on CJ-2 prototypes would be another limited experiment with only a few scores produced for internal company testing of more civilian-friendly modifications, and a few still exist today.

These led to the CJ-2A, the first true production civilian Jeep, which introduced the now-trademarked 7-slot vertical grille (previous models had 9) and was primarily intended for the agricultural market with a wide range of factory accessories like winches, snow plows, mowers, and even welders powered off of the engine’s PTO mount. More than 200,000 were sold between the end of the war and 1949, in a bewildering array of possible configurations that have become a collector and restorer playground/nightmare.

The next model, the CJ-3A, debuted in 1949 and included more detail changes to improve the transmission, axles, and suspension, and was adopted to replace the now-elderly wartime MB and GPW Jeeps in US military service as the Willys MC, designated the “Utility Truck, M38.” 130,000 or so were produced before being replaced by the CJ-3B in 1953, with more minor changes. Kaiser (yes, the same car manufacturer that eventually spawned the healthcare company) bought Willys-Overland that same year, and licensing of the Jeep design was expanded from Mitsubishi (who had produced the 3A in post-war Japan exclusively for police and other government use) to also include Mahindra in India, who would continue to grind out CJ-3B-based vehicles all the way through 2010.

The CJ-4 moniker was applied to a stillborn concept project in 1950-51, so the next Jeep model the world would see was the CJ-5. In various versions, it would remain in production from 1955 to 1983, and it soldiered on through many changes – not the least of which came when Jeep was sold to American Motors Corporation in 1970. In military service it would be known as the M38A1, and in 1972 AMC engaged in a major revision to the platform that increased the wheelbase by 3 inches, added overall length, and increased the size of the engine bay to accommodate both a 304 cubic inch V8 and 3.8 and 4.2 liter straight six engine options.

…Jeep fans absolutely lost their minds, with the YJ being panned by hardcore enthusiasts as an unworthy successor to the legendary CJ series.

AMC’s marketing increasingly targeted mainstream buyers instead of the agricultural and utilitarian appeal previous Jeeps had cultivated. Multiple appearance, accessory, and performance packages were offered, leaning heavily toward the stickers-and-stripes design ethos of the 1970s and early ‘80s.

A stretched-wheelbase version of the CJ-5 was designated as the CJ-6 and was produced between 1955 and 1981, but most of the 50,000 or so units made ended up overseas, with US availability ending in 1975. As a hint of things to come, a 4-door version was available, but never caught on domestically. The definitive “Civilian Jeep” model, the CJ-7, debuted in the 1976 model year in the US in production that overlapped its predecessor. It was visually distinctive from the CJ-5 primarily due to different door cutouts, but also featured changes to the ladder frame beneath the bodywork that allowed wider placement of the rear leaf springs for more chassis stability—the CJ-5 had been somewhat unfairly faulted for being dangerous in sudden obstacle avoidance maneuvers, and the suspension improvements were intended, in part, to address that issue. As the last of the classic Jeep models that could draw their lineage directly to the original WWII MB and GPW, almost 380,000 were built before the sun set on the CJ series in 1986.

Meet the Wrangler

For 1986, AMC (now owned by French auto conglomerate Renault) introduced a mostly-clean-sheet replacement for the CJ-7 named the Wrangler, with the internal chassis code YJ. The redesign continued the trend toward more safety and comfort features, but retained the Jeep essentials—leaf-sprung live axles front and rear, body-on-frame construction, a folding windshield and removable doors, and a strong bias toward off-road competence over everyday practicality. Nevertheless, Jeep fans absolutely lost their minds, with the YJ being panned by hardcore enthusiasts as an unworthy successor to the legendary CJ series. The distinctive square-headlight Wrangler continued in production through the purchase of the Jeep brand by Chrysler in 1987, with total production topping 685,000 units before the final 1995 production year.

Remaining 1995 YJ production models continued to be sold through the “missing” 1996 Wrangler model year, and the new TJ made its debut for 1997. Bowing to the power of nostalgia, the new Wrangler went back to round headlights, but introduced a major change to the suspension in the form of coil springs in place of the front and rear leaf spring setup that dated back to 1940. Once again, Jeep purists were enraged, but the Wrangler gained another major improvement in everyday on-road practicality in exchange for essentially no loss of off-road competence. The top engine option remained as a modernized 4.0L version of the venerable AMC straight-6, with 4-cylinder power in base models. A “Wrangler Unlimited” model, still retaining the 2-door body configuration but stretched 10 inches in wheelbase and 15 inches overall compared to the standard TJ, debuted for 2004, offering better room in the back seat and greatly improved towing capability.

TJ production wrapped up in 2006, and Jeep introduced the JK Wrangler for the 2007 model year. While still retaining live axle suspension and styling that was very similar to the TJ, the JK was a complete redesign that was wider and longer in wheelbase (though shorter overall) than its predecessor. Most importantly, the Wrangler Unlimited, AKA the JKU, introduced a true 4-door option with a 20-inch longer wheelbase while being less than 3 inches longer overall than the previous TJ Unlimited. This decision turned out to be hugely successful, with the overwhelming majority of JK buyers opting for the 4-door Unlimited model. Finally giving in to the inexorable march of progress, hardcore Jeep fans have embraced the JK/JKU, and the aftermarket has shown incredible enthusiasm for the third-gen Wrangler with an enormous variety of suspension, engine, and body upgrades.

For the 2018 model year, Jeep introduced the JL, which continues the tradition of body-on-frame construction and live front and rear axles, with more concessions to the luxury and comfort features buyers of the increasingly-expensive Wrangler have come to expect. While it remains the most competent off-road domestic vehicle you can buy off the showroom floor, especially in “Rubicon” trim, today’s Wrangler has come a very, very long way from the tiny “go-devil” known to US troops in WWII. Over the past eight decades, Jeeps have gone from a thrown-together way to haul a few soldiers and their gear across inhospitable terrain to luxury mall-crawler and every point in between. In the process, they’ve become the most uniquely American form of transportation, recreation, and personal expression, and there’s no end in sight.

38 Inch Special:
A Guide to 38 Inch Tires

Go into any current forum or social media group for Jeeps and 4x4s and you will find the most frequently asked question is “How big of a tire can I fit on my *insert 4×4 here*?” The question is posed so frequently that the query is “stickied” to the top of the forum page with countless replies. “You can fit 35 inch tires if you have…” “37 inch tireswork, but only if you’ve done…” “You need tons in order to run 40 inch tires…” (“Tons” is shorthand for 1-ton axles sourced from a pickup). They’ve all been asked.

These seemingly universal 4×4 questions have been answered in their entirety, which we won’t get into here. The Jeep community has seen the 37×12.50R17 become the ubiquitous size on any new Jeep. Go back just over a decade and 37s were the extreme size tire to have and only a handful of brands to choose from. 33s and 35s were BIG, but 37s meant you were serious! So how did this desire for ever-larger tires come to be so common and why is there such a jump in size going from 37 inch tires to 40 inch tires with no choice in between?

In today’s tire world, nearly every tire manufacturer has an All-Terrain (A/T) and a Mud-Terrain (M/T) in a 33, 35, or 37 inch tire that fits on a 17 inch rim. These sizes have become a standard upgrade for several reasons. First is 4×4 vehicles are bigger than ever before with auto manufacturers adding extra space, seats, and cargo capacity. Second, with the added space and creature comforts comes the weight.

33s and 35s were BIG, but 37s meant you were serious!

Everything gets bigger from the drivetrain, axles, brakes, steering to handle the extra weight and still be a capable vehicle. This transition to more capacity and capability was lead by growing popularity in outdoor activities amongst families. With the vehicles and their components getting bigger and adding capability, enthusiasts took to modifying them with greater earnest and in greater numbers. One of the easiest ways to add capability is by gaining clearance through a larger tire size.

It can be argued that this rapid expansion in tire sizes was brought about by the advent of a single vehicle: the 2007 Jeep Wrangler Unlimited (JK). It dropped the iconic Inline 6-Cylinder for a V-6 that was better suited to a minivan than a 4×4. The improved approach and departure angles showed enthusiasts that Jeep engineers were focused on making a capable vehicle.

But the one change that was seen as heresy initially and is now beloved: 4 full doors. Jeep aficionados scorned the longer Wrangler, thinking it more of a minivan than a true Jeep. But over time, the extra wheelbase lent itself to improved off-road capability, with the right modifications.

Chief among them: Larger tires. Tires are the only thing that connects the vehicle to the ground. They are the easiest and quickest way to gain ground clearance, improve approach and departure angles, and provide that oh-so-desirable “tough” aesthetic that many enthusiasts are after. But there is a canyon in terms of budgets between running a 40 inch tire and the ubiquitous 37 inch tire.

But the one change that was seen as heresy initially and is now beloved: 4 full doors.

40s are an average of 40-60% more expensive than their 37 inch tire counterparts, and a lot of expensive changes have to be made to the vehicle in order to reliably run a 40 INCH tire as well. So what does an owner do when they want more than their 37s, but can’t afford or justify the required upgrades for 40s? Enter the Milestar Patagonia 38 inch.

While the 38×13.50R17 is only one inch taller than its smaller sibling—the 37 inch, it pays off in ways that become greater than one would initially think. It poses less strain on the hard parts that turn and drive the tires when compared to 40 inch tires. The 38 inch tire size clears factory brackets and bumpers and keeps any sort of body modification to a minimum.

Wheel offset, suspension bump stops, steering, and fenders all can stay the same if the vehicle has been properly kitted for 37’s. Where 37’s provide a better “stance”, the 38 inch tire make the vehicle look like it has 40s. All of this is gained with a reasonable bump in price on just the tires. Not only is the 38 inch Patagonia M/T taller, but it’s a bit wider at 13.50 inch giving the wheeler that much more of a footprint.

The tires’ C-Load Range is also a nod to the recreational wheelers as it is commonly thought that having some sidewall give, while still being 3-ply, will allow the tire to “grab traction” or “bite” when aired down. This is further supported when one takes into consideration that tire manufacturers often modify the construction material of the plys depending upon the load the tire is expected to bear and how much air pressure it is rated for.

…the added capability of a 40-inch tire, without the 40-inch wallet.

Strength is upheld with the Patagonia, while being a more focused 4×4 product. At 82 pounds, the 38 inch Patagonia M/T’s optimized construction is shown as it is the same lighter weight as many of it’s 37 inch competitors. This is important because added unsprung weight negatively affects suspension performance and ride quality.

In addition, extra weight also brings down fuel economy and increases wear and tear on the drivetrain and steering components. The 38 inch Patagonia M/T is constructed to balance strength, size, and weight; all major factors when enthusiasts start their 4×4 project.

The 38 inch Milestar Patagonia M/T is the choice when one wants the added capability of a 40-inch tire, without the 40-inch wallet. It is tailor-made for the recreation wheeler with its strong, yet pliable sidewall, all-important 17″ wheel construction, and true 38 inch tire sizing. Your next question is simply where will you buy your set?

This Jeep Wrangler LJ Is Loaded to the Gills

Reid Nordin’s 2006 Jeep Wrangler Rubicon Unlimited LJ

Reid Nordin’s 2006 modified Jeep Wrangler Rubicon Unlimited LJ is loaded with custom features to enhance its offroad capabilities, and to provide comfort for its occupants. The Jeep’s 4.0 liter inline 6 engine has been left mostly stock for reliability, but a relocated air box and custom cold air intake has been incorporated. The automatic transmission and transfer case also remain as delivered from the factory except for the addition of an external transmission cooler. Once the power makes its way down to the axles, the fun begins. Currie Rock Jock 60s with ARB Air Lockers reside at both ends. The front Rock Jock is engaged by Warn locking hubs. Getting the front axle to articulate is done with a Savvy Mid Arm suspension and Currie springs. The swaybar is a Currie Antirock with Walker End Links. Out back, the set-up is similar with the Savvy Mid Arm kit, Currie springs, and Currie Antirock swaybar. Walker Evans remote reservoir shocks with compression adjusters take care of the suspension damping. 17X8.5 Walker Evans Beadlocks are wrapped with 35X12.50-17 Milestar Patagonia M/T tires. PSC steering with Ram Assist keeps him pointed in the right direction.

Reid’s favorite spots to go 4 wheeling in his Wrangler LJ are Moab, Sand Hollow, and Ocotillo Wells. Playing in such diverse terrain, Reid needed a tire that would excel in all three and also be comfortable on the road. The Patagonia M/T was designed to be at home while rock crawling, exploring the desert, mud bogging, playing in the dunes, or a casual drive through mountain trails. The staggered, high void tread sheds mud, and special stone ejectors in the 3 ply sidewall help to eject rocks. The aggressive tread design is surprisingly quiet on pavement and has generous siping to shed water in wet conditions. 

With the traction to get into some challenging situations, some care was taken to protect the AEV Hi-Line hood, Poison Spyder Hi-Line aluminum front fenders, rear flairs, and flat candy green wrap by Platinum Paint Protection. Speaking of protection, Reid’s Jeep Wrangler LJ has full aluminum Belly up skid plates. The GenRight +5 gallon fuel tank is also protected by a GenRight steel skid plate. To protect the occupants, a GenRight weld in cage has been installed. The driver and passenger sit in Mastercraft Safety, Baja RS Seats and standard belts. The rear seat has been removed and a custom aluminum Storage box with above fender rack sits in its place; a favorite perch for Reid’s German Shepherd.

Lighting on the Wrangler LJ consists of Truck-Lite headlights, Laser Star driving lights, Gen-Right LED rear tail lights, and Gen-Right back up lights. The Optima Yellow Top battery powers a Magellan TRX7 GPS and Rugged Radio’s 2-way radio when the SSV WORKS full stereo system isn’t cranking out tunes. The Optima also supplies power for the Warn 9000 Winch with synthetic line and Factor 55 Fairlead with Flatlink. The Warn winch is mounted to a Currie front bumper. The Currie rear bumper has a Currie Swing out tire carrier to mount the spare, and Currie Rock Rails complete the impressive package. Reid Nordin’s Jeep is a perfect example of a well thought out rig that performs beautifully, on and off the road. Every modification was chosen to complement each other to provide a functional rig that works as well as it looks.