Jeep CJ Series - CJ-2, CJ2A, 3A & 3B models. 1945-1955
For decades all 4x4s have been called 'Jeeps' by the uninitiated when describing any 4WD and the veritable Willys was pivotable in the Allies success in WWII, being able to tackle all manner of terrain, quickly and reliably. Traits that Jeep perpetuates today. The original Willys Quarter-ton is highly revered, with some 640,000 vehicles built by Willys and Ford by the end of hostilities. Wherever there was a theatre of war, the Jeep was present, carrying loads of all shapes and sizes over all types of terrain in all weather.
The Jeep had captured the imagination of Americans and with military personnel coming home and speaking of the exploits of the go anywhere Jeep, the question for the Willys-Overland company was what to build now that the demand for military Jeeps was largely fulfilled? The idea of adapting Jeeps to civilian use was first pitched in 1942, with the proposal to build a "Victory Car" based on the Jeep. The idea never went beyond the drawing board, but the idea of the Jeep as a postwar workhorse became Willys-Overland highest priority.
The civilian Jeep project commenced in 1944 and a pilot model, dubbed the CJ-1 (CJ standing for civilian Jeep) was up and running by May. Willys-Overland thought the Jeep would find its civilian role in agriculture and placed a number of advertisements along the lines of 'the Jeep as the farmers friend'. The CJ-1 wore a cast-iron hood emblem that said "AGRIJEEP." The CJ-1 had a lower gearing in the axles and transfer case and was modified with a tailgate, drawbar and a spare wheel mounted on the passenger side.
The first CJ-2 civilian Jeep was produced at the Toledo, Ohio Willys-Overland plant on July 17, 1945. The CJ-2 was built from the ground up to suit the civilian market, although remaining robust and offering minimal comfort. Some 45 CJ-2 prototypes were built, all with tailgates, 5.38:1 gears, lower transfer case gearing, T-90 column shift transmissions, and drawbars. Many were equipped with PTOs and governors. Others mounted air compressors, post hole diggers, mowers and various other equipment.
The standard CJ-2 Jeep had "JEEP" stamped into the hood sides and a lower windscreen frame. The CJ-2 was available with both soft top and removable hardtop. Around 9,000 CJ-2A Jeeps were built, with the majority using interchangeable MB parts. Jeep historians note that the later built CJ-2A's were really the beginning of a civilian Jeep as MB parts became exhausted. For example early CJ-2A Jeeps had the same model 23-2 fully floating rear axle as the MB. Similarly, later CJ-2A Jeeps used a stronger, semi-floating Dana/Spicer 41-2 unit, as opposed to the MB Dana/Spicer 25 fully-floating front axle.
The CJ-2A began production with the 1944 version MB exhaust system, which routed the exhaust pipe to a muffler exiting in front of the rear right wheel. Later production models saw this arrangement replaced by a system that routed the pipe straight back, up over the transmission cross member and the rear axle, where a 90 degree turn was made through a small muffler, with the tail pipe exiting behind the rear right wheel.
Development of the CJ-2A began in December 1944. There were a number of visual changes, the most distinguished being the seven-slot grille versus the nine slot military version, larger headlights and fuel filler located outside the body rather than under the seat. Early features of the CJ-2A that were later dropped included a column shift transmission, a fully floating rear axle, recessed front lights, and tool indents on the left body.
The CJ-2A had a stronger chassis than its predecessors, a stronger T-90 Warner Gear three-speed transmission and a transfer case with 2.43:1 ratio replacing the military models 1.97:1 ratio. The suspension was also upgraded to carry a 1,200 Ib load. The Go-Devil side valve in-line 4, with cast iron and cylinder head engine continued almost unchanged from the military engine until it received internal improvements in 1946, that included a new crankshaft, and a modified cylinder head.
The CJ-3A was introduced in late 1948. At first glance it appeared very similar to the CJ-2A, but there were a number of differences. The most obvious change was a one-piece windshield and the vent below it. Less noticeable were the body changes such as the reshaped rear wheel arches that allowed the seat to move further back, along with a new top arrangement to accommodate taller drivers.
Mechanically the CJ-3A was equipped with a stronger Spicer 44-2 rear axle, a better carburetor and fuel pump, and a higher rated clutch. The CJ-2A and 3A were produced concurrently during the beginning of 1949, just as the 3A and 3B models were in 1953. Production was relatively low for the CJ-3A at around 138,000 units. While there were some improved components, Willys saw no reason to throw out existing stock of CJ-2A parts, which were suitable for use on the CJ-3A.
This model continued almost unchanged through its four and a half year life. The CJ-3B was introduced on January 28, 1953. The CJ-3B used the same F-head engine as was used in the Jeep station wagons and trucks, and provided an extra 20 percent power over the L-head engines. The 3B is distinguished by its higher hood, necessitated by the greater height of this engine, with large letters "WILLYS" filling this space. The dash layout was revised to carry a single circular instrument cluster rather than the separate gauges found on the CJ-3A. The carry over of parts from the earlier models was over 90 percent.
By the time the CJ-3B was in production, plans for a new Jeep, the CJ-5 were well in hand and in many respects the CJ-3B was intended as a short term interim model. Many Jeep enthusiasts may not be aware that there was also a CJ-4, which was a civilian version that used the same F-head engine in a military Jeep chassis. The CJ-4 pilot was built in 1950 and combined a CJ-3A with the F-head engine and a new frontal design. Jeep historians say only one CJ-4 model was produced, with the rationing of materials needed for the Korean War slowing development and when materials did become available Jeep was selling a simpler version of the CJ-3A.
The CJ-3B continued through 1954, with a new universal jeep, the CJ-5 announced on October 11,1954 representing a new era for the Jeep. Jeep also offered a special Farm Jeep during this period, and despite causing some interest with farmers only 77 were ever produced. The CJ-3B sold along side the CJ-5 (and later CJ-6) until 1965. The stopgap CJ-3B went on to sell well over 155,000 and endearing itself to thousands of enthusiasts and restorers around the world.
