It was 1976 when the first Jeep CJ7 appeared on the roads. Redesigned from the ground 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 for increased stability. The leaf springs were modified and moved further out, and stabilizer bars and a steering stabilizer were added to further improve drivability. Although the CJ5 also received these improvements, the CJ7 had an additional 10 inches on its wheelbase. Not only did this provide an even more stable ride, it also added rear legroom and interior cargo space. The Jeep CJ7 was further improved in 1982 with improvements to the axles, which provided better cornering and overall handling, thanks to the wider stance.
The 1976 CJ7 came standard with a 232ci inline 6-cylinder engine, although Jeep offered upgrades in the form of a 5.0-liter 304ci and a 4.2L 258ci inline-6. Jeep also offered the choice of a standard heavy-duty Borg Warner T-150 3-speed transmission or an optional Borg Warner T18 4-speed transmission with a “granny” first gear as an upgrade. The Dana Model 20 was the only transfer case available at its launch.
In 1980, things started to change for the Jeep CJ7. The GM 151ci 4-cylinder engine became the original engine and the optional 5.0 L V8 engine was later discontinued for 1981. In 1984 the AMC 150ci 4-cylinder replaced the GM 151.
Along the way, the transmission also saw changes. Both the Tremec T-176 and SR4 were introduced in 1980, the 4 speeds of which were built more for street use than off-roading. Automatic transmissions, the TF999 and TF904, also debuted in 1980, for the more casual Jeep consumer. In ’81, the Borg Warner T4 4-speed and T5 5-speed transmissions saw their first use.
1980 was the year the Dana Model 20 transfer case was replaced by the Dana Model 300. The Model 300 had a much deeper low range, 2.62:1 compared to the 2.03:1 Dana 20. The change was necessary due to that Jeep is no longer offering anything like the granny kit found on the T18 transmission.
As for the CJ7’s standard axles, Jeep offered the Dana Model 30 for the front and the AMC 20 for the rear. The Dana 44 rear axle was offered as an upgrade on select models and then became standard in 1986. Jeep did not offer optional front axles from the factory.
In 1987, the CJ7 disappeared, the AMC badging was lost, and the Wrangler was born. Many Jeep purists believe this was the end of the true Jeep. Although the engines and geometry remained the same, the transfer case, rear axle and transmission were even “lighter”. The interior changed for a more car-like appearance and safety changes were made. For example, the roll bar was transformed into a full roll cage, which prevented the windshield from bending.
Since 1987, no vehicle produced can compare to the Wrangler. However, the Jeep CJ7 is still a vehicle in its own class. Today, it remains one of the most sought after Jeeps for off-roading, restoration, or just a weekend trip. Its simple design and popularity have kept the aftermarket awash with parts and accessories. Also, a Jeep CJ7 can literally be built from scratch, as many jeep parts sites offer frames. For these and many other reasons, the CJ7 may be the “perfect” Jeep.
