The "perfect" Jeep - The Jeep Cj7's Storied History
The Jeep CJ7 first made its appearance in 1976. Redesigned from the frame up, the new CJ was much more practical for "civilian" use than any of its predecessors. The now fully boxed frame not only provided superior strength, but was also widened to increase stability. The leaf springs were changed and moved further outward, and a steering stabilizer and anti-sway bars were added for even more improvements in drivability. Although the CJ5 also received these improvements, the CJ7 boasted an additional 10 inches in its wheelbase. On top of the more stable ride this provided, it increased rear leg room and interior cargo space. In 1982, the Jeep CJ7 was again improved with "wide track" axles upgrades, providing better cornering abilitys and overall handling, thanks to the wider stance.
The 1976 CJ7 came standard with a 232ci inline 6 cyclinder engine, though Jeep offered upgrades in the form of a 304ci 5.0 liter and a 258ci 4.2L inline 6 cylinder.. Also offered by Jeep was the choice of a standard heavy duty Borg Warner T-150 3 speed transmission, or an optional Borg Warner T18 4 speed "granny" transmission. Initially, the Dana Model 20 was the only transfer case available.
Things began to change for the Jeep CJ7 in 1980. The GM 151ci 4 cylinder engine was the stock powerplant. 1981 would be the last year of the optional 5.0L V8 engine. The AMC 150ci 4 cyclinger replaced the GM 151 in 1984.
Along the way, the transmission saw come changes as well. The Tremec T-176 and SR4 were both introduced in 1980, whose 4 speeds were built more for street use, rather than off-roading. Automatic transmissions, the TF999 and TF904, also debuted in 1980, for the more casual Jeep consumer. The "light duty" Borg Warner T4 (4 speed) and T5 (5 speed) transmissions were both first used in 1981.
The Dana Model 20 transfer case was replaced in 1980 by the Dana Model 300. This new transfer case had a much deeper low range, at 2.62:1 compared to the 2.03:1 Dana 20. The change was necessary due to Jeep no longer offering anything like the granny gear found in the T18 transmission.
As for the CJ7's standard axles, Jeep offered the Dana Model 30 in front and the AMC 20 for the rear. The Dana 44 rear axle was being offered as an upgrade on select models, and later became standard in 1986. There were no optional factory front axles.
In 1987, the AMC badges were lost and the Wrangler was born. The CJ7 was gone. Many Jeep purists believe this was the end of the real Jeep. Although the basic geometry and engines were maintained, the rear axle, transmission, and transfer case became more suitable for "lighter" duty. The interior took a shift for a more car-like appearance, and safety changes were made. For instance, the roll bar morphed to a full roll cage, which kept the windshield from folding down.
Since 1987, there has not been a vehicle produced which could compete head to head with the Wrangler. However, the Jeep CJ7 remains a vehicle in its own class. It is still one of the most sought after Jeeps for off-roading, restoration, or just weekend trips to the beach. Luckily, it's popularity and simplistic design has kept the aftermarket alive with accessories and parts. With frames now available, you can literally build a Jeep CJ7 from the ground up. All of these reasons, and many, many more, make the CJ7 the "perfect" Jeep.
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