After the Jeep's success in WWII, Willys developed a civilian version that it could sell Stateside. In 1945, the Willys-Overland CJ-2A started production, quickly earning a reputation for being reliable, simple to fix, and almost impossible to break. Those qualities made it a fantastic agricultural and commercial vehicle. It was later followed by the updated CJ-3A and the CJ-3B. A CJ-4 was built but never put into production.

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In 1953, Kaiser Motors bought Willys-Overland. The next year, it introduced the newest CJ, the CJ-5. Although there were quite a few different versions produced, the CJ-5 managed to stay in production for nearly 30 years. This is also the generation that, thanks to a Kaiser name change, was officially called a Jeep.

 

For buyers interested in a less utilitarian vehicle, Kaiser offered a Tuxedo Park line. It also built a longer version called the CJ-6. In 1970, American Motors Corporation bought Kaiser-Jeep, but the CJ-5 still lived on.

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In 1976, Jeep released a new model, the CJ-7. It was larger than the CJ-5, which Jeep was still producing, and offered improved on-road manners, as well as a number of optional features such as an automatic transmission, a roof, and metal doors. It stayed in production for 11 years, but eventually, AMC decided the CJ needed to be replaced.

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Considering its current reputation as a bare-bones off-roader, it might sound odd that the first Wrangler was designed with on-road performance in mind. But with a wider track, lower ride height, reduced body roll, and a larger windshield, the YJ really was a more civilized off-roader. The squared-off headlights, however, weren't a popular design decision. Chrysler bought Jeep's parent company, AMC, soon after the introduction of the YJ.

 

Power came from either a 2.5-liter four-cylinder or a 4.2-liter inline-six, with each engine offering the choice between a three-speed automatic and a five-speed manual transmission. In 1991, though, a newer 4.0-liter I-6 replaced the old 4.2-liter, with fuel injection giving the Wrangler an extra dose of much-needed power. Over the next several years, Jeep added even more creature comforts, such as rear seat belts and antilock brakes.

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In 1997, Jeep introduced a new generation of Wrangler, the TJ. This version marked the return of round headlights, as well as the first time the Wrangler got a coil-spring suspension instead of leaf springs. Really, though, the TJ was a major update to the YJ, not a complete redesign. That meant carrying over the YJ's engine options until 2003, when the 2.5-liter AMC four-cylinder was replaced with a newer 2.4-liter four-cylinder.

 

At the time, we said: "Jeep definitely didn't turn the Wrangler into the off-road equivalent of the BMW M3, but it substantially curbed the rock climber's body-related rattles, poor cabin-temperature control, door-seal wind noise, and choppy ride. These refinements much improve the Jeep Wrangler while, true to the wishes of its loyal buyers, allowing it to remain a unique vehicle with a healthy helping of charm, all-American flavor, and take-no-prisoners off-road ability."

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For 2007, Jeep completely redesigned the Wrangler. The new vehicle was taller, wider, and longer, and it rode on a longer wheelbase. It was designed to be even more comfortable than the TJ and offered safety features such as stability control and traction control. Jeep also offered a four-door model for the first time, a decision that quickly proved successful.

 

The JK was also the first generation of Wrangler to be designed without any AMC-sourced parts. That meant offering a new engine, a 3.8-liter V-6, and dropping the four-cylinder. The Wrangler received new transmission options, as well. Buyers could now choose a six-speed manual or a four-speed automatic. After Jeep refreshed the Wrangler with an upgraded interior and a 3.6-liter V-6, buyers got the option of a new six-speed manual or a five-speed automatic.

 

As we said in our First Drive review: "Based on our limited (albeit intense) drives in Africa, the new Jeep JK appears to be a stirringly successful upgrade-a safer, more civilized, more user-friendly Wrangler that still oozes the legendary, military-bred confidence and prowess of its forebears. For that, the Jeep crew deserves a Patton the back."

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With the JL generation, Jeep focused on improving the Wrangler's efficiency, adding more technology, and improving off-road capability. The body is still made out of high-strength steel, but the hood, doors, and windshield frame are now aluminum. The tailgate, meanwhile, is magnesium. And although a 3.6-liter V-6 is still available, Jeep now offers a turbocharged four-cylinder, and before long, a 3.0-liter diesel V-6 will become an option. There's still a six-speed manual transmission, but an eight-speed automatic is available, as well.

 

The JL also gets modern technology options such as an 8.4-inch touchscreen infotainment system, rear parking sensors with cross-traffic alert, and a blind-spot monitoring system.

 

In our First Look, we said: "Although it is very much a modernized Jeep with the sorts of features and technology most buyers expect, it's also designed by and for Jeepers, so much so that editors from leading off-road magazines were consulted early on to make sure it stayed true to Jeep heritage. It's a tough balance to strike, but if they did it right, the average car buyer will be just as happy with the new Wrangler as the hardcore off-roaders who've helped make it the legend it is."

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Source: motortrend.com