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Jeep is a brand used to dealing with unexpected turns in its path.
From its conception as a go-anywhere military vehicle, Jeep has become a much-loved byword for off-road ability. Today, it’s a key part of Fiat Chrysler Automobiles, with strong sales in recent years - in the US they have risen from 300,000 cars a year in 2010 to very nearly a million in 2018, more than doubling market share in the process.
Jeep has been so successful it earned its boss Mike Manley the job of running the whole company after the death of FCA CEO Sergio Marchionne in 2018. The company has a proud history - here are the highlights:
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Willys Quad (1940)
This is where it all started for Jeep and its simple 4x4 that became an icon of the Second World War. The US Army asked for urgent bids to make a quarter ton light truck, but only Willys and Bantam came up with designs.
Bantam initially won the contract, but concerns over its ability to produce the 4x4 in sufficient numbers led to Willys and then Ford being commissioned to build the first General Purpose Vehicle (hence ‘Jeep’) in significant numbers to meet the war effort.
This also brought about full standardisation of parts so the Army only had to service one type of light truck rather than three separate versions from the trio of manufacturers. The result of this was the Willys MB and Ford GPW.
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Ford GPW/Willys MB (1941-1945)
It seems odd now that Fiat Chrysler-owned Jeep owes its genesis to one of its biggest rivals, Ford. The Willys MB is the definitive Jeep shape from the Second World War and some 361,339 were built during these years, yet this still wasn’t enough to meet demand. So, Ford stepped in to produce a further 280,000, albeit with Willys’ 60bhp four-cylinder engines.
There were detail differences between the cars from the two different production lines, such as the front crossmember of each version. More importantly, troops from all of the Allied sides loved the first ever production 4x4 and even the fledgling British SAS special forces adopted them for their raids in the North African deserts.
As this photo shows featuring British paratroopers on D-Day shows, it was easily transported by glider, yet still had the capability to haul eight soldiers and all their equipment and weapons. General Eisenhower named it one the key tools that won the Allies the war.
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CJ-2A (1945-1949)
Immediately after the Second World War, Willys recognised the need for a simple, rugged go-anywhere vehicle that farmers and ranchers could use.
The resulting CJ-2A was a civilianised version of the military MB and was known as the Universal because of the multitude of jobs it could fulfil. With a power take-off unit fitted, it could run farm machinery, while a speed governor meant it could creep along at 4mph pulling a plough yet not overheat.
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Willys Wagon (1946-1965)
Jeep really can lay claim to inventing the lifestyle SUV with the Willys Wagon. This model came with an enclosed body for greater refinement and comfort, while the rear tailgate lower section still hinged from the bottom so you could sit on it or use it as a work bench.
The metal sides were finished to look like a ‘woody’ estate but didn’t suffer from the rot usually associated with this type of coachwork. Four-wheel drive became an option in 1949 and the Wagon was also offered in more basic Delivery versions.
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Jeepster (1948-1951)
If you thought cross pollinating different genres of car was something relatively new, think again as the Jeepster was designed as a sports car based on the CJ-2A chassis.
While the notion of an open four-seater with decent performance was sound, the Jeepster wasn’t very quick, even when it gained a 161cu in (2.6-litre) six-cylinder engine in 1950. As a result, only 19,132 Jeepsters were sold during its production run.
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CJ-3A (1949-1953)
The bread-and-butter of the Jeep range continued with the CJ-3A that developed the civilian theme further. It introduced such luxuries as a one-piece windscreen and twin wipers. It also came with an opening vent just underneath the screen to help with ventilation.
For many of its customers, though, the important upgrades were a stronger gearbox, transfer case and rear axle that made the 3A even better off-road.
For farmers, there was also a Tractor model that did away with front shock absorbers, lights, windscreen, tailgate and all but the driver’s seat. However, it did have a three-point tail lift to operate machinery.
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M38 (1950-1952)
Just as the original US Army Jeep gave rise to the civilian CJ models, the CJ-3A now turned into the military M38.
Among the changes required for use by the armed services were a stronger chassis, beefed-up suspension and a clever vent system that connected the fuel tank, transmission and engine to a single air cleaner. Along with a waterproof 24-volt ignition system, it meant the M38 could be driven completely submerged.
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M38A1 (1952-1971)
Anyone who’s watched an episode of eighties TV show The A-Team will have seen one of these Jeeps being barrel-rolled in the opening credits. However, it earned more fame within the US Army thanks to its potent 134cu in (2.2-litre) four-cylinder engine that was indestructible. More rounded styling was matched by slightly softer suspension that made it more comfortable to drive on- and off-road.
Soldiers loved it and it was mourned as ‘the last true Jeep’ when production came to an end in 1971 after more than 100,000 had been built.
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CJ-5 (1955-1983)
A 28-year production span gives a good idea of how popular the CJ-5 was, and it remains the Jeep many think of when asked about the brand. A longer wheelbase and overall length came with improvements to ride quality and its ability to deal with off-road work. This chimed with growing leisure use of this type of vehicle in the USA and Jeep answered calls for more power with the Dauntless V6 motor in 1965.
Then in 1973 a pair of V8 engines became available and every off-road fans’ dreams were answered. And if you wondered what happened to the CJ-4 that links the CJ-5 to the earlier CJ-3A, it was a one-off military prototype.
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CJ-6 (1955-1981)
The 6 was a longer wheelbase version of the evocative CJ-5. Adding an extra 20-inches of length between the axles was in direct response to customer demand and Jeep also offered a rear-wheel drive only commercial model with no rear seats.
Changes to the engine line-up mirrored those for the CJ-5, but the 6 was also offered with a 192cu in (3.1-litre) Perkins diesel engine throughout the 1960s to satisfy business users. A relatively low 50,172 CJ-6s were made, which makes them prized by collectors now.
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FC-150 (1957-1965)
Just like Land Rover, Jeep broadened its range by introducing a Forward Control (FC) model based on the same chassis as its regular off-roader model. The FC-150 could be ordered in short or long wheelbase sizes with, respectively, four- and six-cylinder engines. Thanks to moving the cab over the front wheels, it freed up more room in the load bed and Jeep coined the advertising slogan ‘More cargo space! On less wheelbase! And goes anyplace!’
Despite this enticement, a modest 30,000 FCs were sold, including several to railway companies that could ride on the tracks as inspection vehicles.
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Wagoneer (1963-1991)
The SJ Wagoneer was the first serious departure from Jeep's very utilitarian roots. Almost a decade before the Range Rover was launched, the SJ was clearly designed and marketed at buyers who wanted a luxury car with the benefit of four-wheel drive. Bold styling from Brooks Steven gave just enough glitz without compromising the Wagoneer’s cross-terrain ability, while inside it was a world away from the bare painted surfaces of the CJ range.
Much loved throughout its life, the Wagoneer introduced technical feats such as the first automatic gearbox in a full-time four-wheel drive car and Jeep’s Quadra-Trac system to maintain traction on poor surfaces.
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Gladiator (1963-1987)
It’s a measure of the strength of the Jeep brand by the early 1960s that it could launch a range of pickup trucks that shared the looks of its luxury Wagoneer model. Called the Gladiator up to 1971 and the J-Series thereafter, this utility model shared the Wagoneer’s styling, engines and chassis.
However, there was toughened suspension to cope with loads of up to half a ton and dual-wheel versions. Buyers could choose from narrow or wide pick-up beds, chassis-cabs and Stake Bed with slated wooden sides.
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CJ-5 Renegade (1970-1983)
The first Renegade made its appearance in either Wild Plum or Mint Green, both with black stripes running along the side of the bonnet. They also sported eight-inch wide wheels for a sportier look and better dirt-busting. The Renegade II followed in 1971 in a similar theme but with different limited edition colours, including the super rare Big Bad Orange.
After that, in 1972, the Renegade became a regular feature of the CJ-5 range complete with 304cu in (5.0-litre) V8 engine, and Trak-Lok limited slip differential.
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Cherokee (1974-1983)
By the time the Cherokee arrived in Jeep showrooms for the 1975 model year, the company fully understood its owners wanted to tailor the car to their tastes. So, you could buy standard and wide-track versions, the latter with a three-inch broader stance and wheelarch extenders.
A four-door arrived in 1977 and there was a host of options packs the encompassed the likes of the Laredo, Chief and Golden Eagle.
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Cherokee Chief (1975-1978)
Jeep wanted to lure in younger buyers to its cars and the Chief was the bait. Essentially a two-door version of the Wagoneer with bucket seats and a sports steering wheel, it did the trick. Like the Cherokee, you could opt for wider axles, while plenty of other extras such as larger wheels and Dana 44 axles helped with off-road work.
You could also upgrade the interior to make it more comfortable as Jeep recognised its buyers were more suburban than ranchers by then.
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CJ-7 (1976-1986)
The CJ-7 saw the classic Jeep shape reach full pomp. A marginally longer wheelbase helped provide more cabin space and you could now order a moulded plastic hard-top with metal doors to finally make the Jeep fully weatherproof.
Despite the greater comfort and many CJ-7s sporting the Golden Eagle package with large bonnet decal, it could still cover ground off-road, as was proved by a 30-day crossing of the infamous Darien Gap led my Mark Smith.
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Cherokee (1984-2001)
The CJ models may have founded Jeep’s heritage, but it was the second generation XJ Cherokee that brought the company to prominence in Europe. The sharply styled new Cherokee was handsome and compact enough for narrower old world roads, while power from a 2.5-litre four-cylinder or 2.8 V6 was more in keeping with running costs outside of the USA.
That didn’t stop plenty from choosing the 4.0-litre straight-six when it arrived in 1987 that helped make this an ideal tow car as well as an alternative to executive saloons. While getting Jeep was the primary motive for Chrysler purchasing Jeep-parent American Motors in 1987, it was the Cherokee that was the ice on Lee Iacocca’s cake. From the perspective of today, the purchase looks a masterstroke.
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Wrangler (1987-1996)
The CJ line finally reached the end of the trail when the YJ Wrangler arrived. At first glance, it seemed only the headlights had been changed for rectangular units, but under the skin the Wrangler was much more closely linked to the recently launched second generation Cherokee.
That meant this new Jeep came with four- and six-cylinder engines, as well as improvements to the 4x4 system such as Command-Trac and Selec-Trak.
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Grand Cherokee (1993-1995)
Jeep may have come up with the idea of a luxury 4x4, but Range Rover had been having it all its own way until the arrival of the Grand Cherokee in 1993. The US-made car wasn’t quite as good to drive on-road, but it was every bit as able in the rough.
It was also far more modern in appearance and this ZJ model could be ordered with a 5.2-litre V8 to get it moving rapidly. More buyers chose the 4.0-litre six-cylinder motor, which was refined if a little underwhelming in this large SUV.
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Grand Cherokee SRT8 (2006)
No-one was daft enough to think this model was ever going to replace a sports car in your garage, but with a 6.1-litre Hemi V8 under the bonnet it was no slouch. That motor dished up 420bhp and 420lb ft of torque – enough to see the SRT8 from 0-60mph in 4.8 seconds. Top speed was electronically pegged to 152mph and there was even a special towing kit available to navigate around the exhaust system.
Brembo brakes took care of the stopping, while a body kit and 20-inch alloy wheels marked out this model.
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Commander (2006-2010)
With a name like Commander, this could only ever be a top of the line model for Jeep. It was aimed directly at the likes of the Land Rover Discovery, BMW X5 and Volvo XC90 and came with seven seats as standard.
The drivetrain was lifted from the contemporary Grand Cherokee, so there was a 5.7-litre V8 for those who owned a personal oil well or a Mercedes-sourced 3.0-litre V6 turbodiesel for the rest of us, a product of the German firm’s ill-fated ownership of Chrysler in 1998-2007.
Great off-road and decent on it, the Commander’s cabin just missed the style and finish of its key rivals.
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Compass (2007-2017)
The Compass may have been Jeep’s least off-road-biased car ever, but it paved the way for a much wider section of the driving public to choose the iconic brand.
Getting in on the compact SUV act was good for sales and profit, and the Compass could still venture further off-road than most of its competitors.
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Renegade (2015)
Jeep got down the gym to design the Renegade and its lighter, more compact approach harks back to those very early cars in the company’s back catalogue. It also borrows its name from the popular CJ-5 model of the 1970s, so it has some retro credentials to back up the looks.
There’s even a tiny picture of the iconic CJ-2A model on the windscreen edge. All of these details matter, but it’s the roomy, boxy shape of the Renegade that has family’s keen to own it, especially in Europe where Jeep has sometimes been a hard sell.
It’s spacious and comfortable, while Fiat engines lend it decent economy. Yes, you can still have four-wheel drive, but most choose the front-drive models for lower running costs and that’s what’s made this Jeep such an important contributor to the firm’s ongoing success.
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Compass (2018)
Jeep has always taken a long-term approach to its model line-up, but the Compass couldn’t be more on-trend if it rubbed beard oil into the front bumper.
It’s a compact SUV packed with fuel- and life-saving technology, and it has the sort of heritage most cars in this class can only dream of. It also looks great whereas its predecessor was a little awkward in the styling department.
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Wrangler (2018)
Jeep was riding high in the charts in 2018, and a good deal of this success was down to its core model, the Wrangler. This is where all that brand credibility stems from and it looks like buyers in the USA cannot get enough of it.
In 2017, 190,522 of them were sold in its home country alone and the new Rubicon model helped 2018 see 240,032 US sales.
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Gladiator (2019)
Jeep fans have been asking for a pickup from the company since the Cherokee-based Jeep Comanche ended in 1992. This time, FCA turned to its new Wrangler to provide the platform, and introduced it at the 2018 Los Angeles motor show. Sales started in spring 2019, and the vehicle saw 4231 sales in June 2019. With average sale prices reportedly of around $56,000, it should be strongly profitable.
Power comes from 3.6-litre Pentastar V6 petrol engine, delivering 276bhp, delivered via a six-speed manual or eight-speed automatic transmission. All Gladiators are four-wheel drive, of course.
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What’s next? (2020 and beyond)
The next big Jeep coming will be an all-new Grand Cherokee. Judging from the spyshots (pictured), it will be larger than the current model, with a wider wheelbase.
It will use a platform from Alfa Romeo that is also used for the Italian brand's Stelvio SUV. The Grand Cherokee is rumoured to get an updated version of the Pentastar V6, along with a new turbocharged inline six-cylinder featuring standard mild-hybrid electrification. It should be on the roads in 2020, as a 2021 model.
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