The Jeep CJ-5 Was Built Forever to Go Wherever

If popularity hasn’t quite bred contempt for the Jeep CJ-5, it has seen this big-selling off-roader being unfairly overlooked in the gold rush for classic 4x4s. Where early Land Rovers, Range Rovers, Toyota Land Cruisers, and various other Jeep models have all attracted big interest and commensurate values, the CJ-5 has reassuringly just gotten on with things, as it has since it launched in 1954.

Over a life span of nearly 30 years, the CJ-5 evolved and adapted, and it also moved from being marketed and sold as a utilitarian workhorse to something more akin to the modern SUV. Even so, the CJ-5 never lost the basic functionality that was at the root of its appeal and abilities, and this is why it still makes for a great addition to any classic car line-up. It’s just so darned useful.

Conceived by Kaiser as a go-anywhere car for the masses, the CJ-5 was a development of the military-spec M-38A1 that had arrived in 1952. At its launch in October 1954, the CJ-5 benefitted from the M-38A1’s strong chassis, axles, brakes, suspension, transmission, and improved seating. It also came with the more rounded styling that set it apart from the earlier “flat fender” models that had been spawned by Jeeps of World War II. Other practical updates for this latest Jeep included a larger windshield and the option of a weatherproof top and doors. There was a new instrument display and a closing glovebox—hardly radical, but all small points that made the CJ-5 easier to live with.

At launch, the CJ-5 came with the trusty 134-cid 70-hp Hurricane F-head four-cylinder, coupled to a three-speed manual gearbox and Dana/Spicer two-speed transfer case. Optional after 1965 was Buick’s 155-hp 225-cid Dauntless V-6, which more than doubled the output of the Hurricane four. It didn’t take long for the buying public to take to this engine, and it quickly accounted for three quarters of all CJ-5 production. Rarest of the early CJ-5s of the ’60s were those powered by a 62-hp 192-cid Perkins diesel.

In February 1970, American Motors Corporation (AMC) acquired Jeep from Kaiser, and by 1972, the company’s changes to the CJ-5 were apparent. Primarily, AMC swapped in its 145-hp 232-cid straight-six for the Dauntless, with a 258-cid six optional (and standard by the end of the decade). In true go-big-or-go-home fashion, its 304-cid V-8 was also available, which necessitated modified bodywork and a small stretch in the wheelbase, taking it from 81 to 84 inches. Toward the end of its long life, the CJ-5 had one more engine under the hood, in the form of GM’s 151-cid Iron Duke four-cylinder.

Variations on the CJ-5 theme included a longer-wheelbase CJ-6, along with the two-wheel-drive DJ-5 often used by the United States Postal Service for mail delivery. There were also several special editions over the years—the Renegade, the Golden Eagle, the Levis Edition, etc.—all of which contributed to a total production of 603,303 CJ-5s.

What’s a CJ-5 Like to Drive?

Engine choice drives three distinct flavors of Jeep CJ-5, and which one suits your taste will depend on what you want to do with the car. Early and later four-cylinder Jeeps are, as one would expect, slower to accelerate and have a lower top speed, so if you want to head further afield, one of the bigger-engined versions will more suitable. However, the Hurricane motor works happily through its three-speed manual, and a 50-mph cruise or less is where it’s comfortable. Go for the later Iron Duke four and you gain an easy-shifting four-speed gearbox, which enables cruising at around 60 mph. If you do happen find a diesel model, its rarity makes it worth saving, but don’t expect anything other than sluggish performance.

The rugged four-cylinder engines also perform admirably off-road, thanks to the low-ratio transfer box that makes the most of their torque. However, the six-cylinder and V-8 engines offer a better all-around driving experience for anyone looking to use their Jeep on a regular basis and not just for Sunday runs. These models are able to keep pace with modern traffic and also offer more power for heading off the beaten path.

What all CJ-5s have in common is the way they drive. The steering doesn’t give much in the way of sporting sensation, of course, but it’s accurate enough and fends off kickback through the wheel when off-roading, at least when well greased and properly maintained. Jeep offered power steering as an option after AMC took over the company, and it’s worth having with the larger engines that added extra weight.

Enzo Ferrari might have described the Jeep as “America’s only true sports car,” but the handling is very much in the agricultural 4×4 camp. It can be hustled more than you’d think, and it’s generally better through corners with less lean and more grip than a contemporary Land Rover, but this is all relative and care is still needed on damp roads. In off-road situations, the nimble CJ-5 is superb and still offers go-anywhere ability to this day that few modern 4x4s can better. The suspension is neither too firm nor bouncy, but you know you’re driving a car designed for unmade tracks more than asphalt. Jeeps from 1977 gained front disc brakes, which make stopping more powerful and confidence-inspiring for drivers coming from newer cars.

You can fit four people into a CJ-5 with reasonable comfort. The driver has a great view all around, though the top does create a few blind spots when erected. A compromise is to drive with the doors fitted and the top off, or buy a bikini top to keep the worst of the rain and sun off while preserving the open feel of the cabin. In the back, there’s space for kids, and seat belts are a good upgrade if not already fitted. The same applies to a roll bar if not already equipped, which can be used to mount three-point belts for those in the front seats.

What Goes Wrong and What Should You Look for When Buying a CJ-5?

When shopping the CJ-5, your best bet may be to go for one that needs only modest work and some tidying, so that you won’t worry about driving as intended. Whether from the ’60s and equipped with the Hurricane four, or from the ’70s with either six- or eight-cylinder power, a CJ-5 in such condition (#3 Good) will set you back about $14,000–$17,000. Golden Eagles and Renegades in similar shape start at around $22,000, but when you encounter one in pristine shape, expect to pay double that.

Now, Jeeps rust. The good news is that the design of the CJ-5 makes it easier to check for corrosion than on many other classics of the same era. The rugged chassis should be your first port of call with a screwdriver or hammer to check the entire length of the frame and its outriggers, which are usually the first to succumb to rot, alongside the suspension mounts. If the chassis is completely shot to pieces, replacements are available—if you want to go down the restoration route.

The body is also prone to rust, and you should check the floors around the mounts where it fixes to the chassis. You should also look around the tops of the inner and outer wheel tubs, the rear arches, the tailgate, sills, and around the windshield where it joins the scuttle. As well as rust, it’s also advisable to look for cracks in the body and chassis metalwork, as they can fatigue through age and the stresses of off-road driving.

All of the engines found in the Jeep CJ-5 are tough, reliable, and long-lived, so any problems tend to be due to neglect, high mileage, and general wear. Look for smoke on start-up or any rattles, and check the engine for signs of oil and coolant leaks. The BorgWarner three- and four-speed manual gearboxes are typically stout, and a five-speed was offered in the last few years of production. If you want an automatic transmission, CJ also came with the reliable GM TH-400. The four-wheel-drive system in the CJ-5, with strong Dana axles and transfer cases, shouldn’t need anything other than regular servicing, unless the transfer case has been allowed to run low on oil and stretch its chain.

On a test drive, take the time to think how the steering feels. Lots of slop and the need for constant correction are almost certainly down to worn components in the steering linkage. This is also the time to be satisfied the clutch engages smoothly and the pedal doesn’t feel like the cable is snagging as it’s depressed.

The electrical system in the Jeep CJ-5 is quite simple and should not give trouble beyond corroded connections or wires that have gone brittle and broken with age. However, the ignition system for all CJ-5 engines is not the car’s strong suit, especially on AMC engines. Most should have been upgraded by now with more modern ignition, or you should budget for this important improvement.

Just as important is to make sure the Jeep has all of the correct trim and upholstery, especially if it’s one of the special-edition models, as these parts are now hard to track down. Thankfully, almost all mechanical, service, and body parts are available for the CJ-5 from specialists.

Which Is the Right CJ-5 for You?

If you have your heart set on a particular version of the Jeep CJ-5, such as a Golden Eagle or Renegade, your search might take a bit longer to find the right one. For buyers with a wider field of vision, condition is vital and then it’s down which engine will best suit your needs. Early CJs with the Hurricane four have plenty of the same character as the original wartime Jeeps, but their three-speed transmission can limit usability for longer drives. If you want a four-cylinder model with greater flexibility, don’t rule out the later AMC Jeeps with the Iron Duke and four-speed transmission.

Others will be drawn to the opposite end of the spectrum with the 304 V-8 engine. It sounds good and offers decent pace, though its power-sapped stock 150 hp means it’s not exactly rapid. How rapid do you want to be in a CJ-5, however? There are tuning options for this engine, though many Jeeps have been swapped with a larger engine—think small-block Chevys or the AMC 360—as an easier and more cost-effective route to increased power.

However, don’t rule out the six-cylinder units. The Dauntless V-6 is far less common than the Hurricane in earlier CJ-5s, but it suits the Jeep well with its revvy nature and ample power. All that said, you can’t go wrong with a CJ-5 equipped with one of the straight-sixes from the AMC era. They offer smooth, easy power and relaxed cruising, they sound good, and they are cheaper to run than the V-8.

***

Check out the Hagerty Media homepage so you don’t miss a single story, or better yet, bookmark it. To get our best stories delivered right to your inbox, subscribe to our newsletters.