Classic Advisory: Wagoneer

Picture this: It’s 1960, and Kaiser-Jeep Corporation owns Willys-Overland, the father of the original Willy’s MB Jeep that helped win World War II. The Big Three—Ford, General Motors and Chrysler—are targeting Jeep’s four-wheel-drive market, and coming up with vehicles of their own for competition.

Brooks Stevens, Willy’s industrial designer, who was responsible for the creation of the Willys-Jeep station wagon in 1946, was handed the task of designing a new vehicle to replace the aging station wagon. The name Wagoneer was coined, and its design was developed using a relatively low stance to foster car-like road manners, and ensure that the entry height was skirt-friendly. These developments were assisted by a married transfer case, and a thoughtful execution of tucking the driveline tight up against the body within the confines of the frame rails. These improvements gave the vehicle a good ride, and its robust truck-like design ensured that it could still haul and tow if needed. The three-year-long development of the Wagoneer cost $20 million in 1963, around $163 million today.

Unusually, independent front suspension (IFS) was used instead of a solid front axle on the early Wagoneer in an effort to ensure its car-like ride.  IFS was standard on 2WD models and optional on 4WD models. The IFS suspension was built around swing axles and torsion bars, but combined with short upper control arms that simulated a kind of double-wishbone suspension design. All Wagoneer’s featured class-leading 11-inch drum brakes, optional seatbelts and front and rear PTO shafts were available. In 1964, factory-optional forced-air climate control was introduced.

In 1965, the Wagoneer was refreshed with a new standard safety package that featured seatbelts for all occupants, a padded dash and a laminated, high-impact windshield. 1966 saw the introduction of the Super Wagoneer, intended to be the more luxurious trim level and sported a modern-looking full-width grille and a high-performance AMC (American Motors Corporation) 270 hp V-8 with a large four-barrel carburetor. The Super Wagoneer also introduced new features that were previously unavailable on other vehicles of the time, such as push-button transistor radio, seven position tilt steering wheel, power brakes, power steering and a floor mounted TH400 automatic transmission. The Super Wagoneer’s production was suspended in 1969 and it is believed that less than 4000 models were produced. During a transition period between 1967 and 1971, 2WD models were discontinued and all Wagoneer’s featured leaf springs and solid front and rear axles. In 1968, the AMC V-8 was discontinued from use, and replaced by Buick’s Dauntless 350ci V-8 that produced 20 hp less, but more torque at a lower RPM. The short-lived Buick engine was again replaced by AMC engines in 1971, and AMC remained the exclusive engine supplier to the Wagoneer going forward.

In early 1970, AMC acquired Kaiser-Jeep and sought to improve manufacturing efficiency and lower costs by standardizing components like engines. AMC also improved on the Wagoneer design by increasing quality, and reducing noise vibration and harshness (NVH). Visually, the Wagoneer received minor updates, but the grille was replaced with a full width “egg crate” grill, that replaced the previous tall narrow version.  With AMC’s acquisition of Jeep, the aforementioned Buick power plant was again replaced with the AMC 360ci V-8, and an optional 401ci V-8 was later made available. The part-time transfer case was replaced with AMC’s new innovated Quadra-Trac full-time 4WD system. The full-time system appealed to people who wanted 4WD traction, but without the hassle and inconvenience of a manual shift transfer case and manual locking hubs. In 1974, front disk brakes became standard, and AMC re-introduced the two-door variant of the Wagoneer naming it the Cherokee Chief. With the introduction of the more utilitarian Cherokee, AMC began to position the Wagoneer upward to the higher-end luxury market. In 1978, the Limited trim was introduced, effectively continuing the legacy of the Super Wagoneer. The Limited trim offered Quadra-trac full-time 4WD, power disc brakes, air conditioning, power adjustable seats, power door locks, power windows, tiling steering wheel, cruise control, leather steering wheel and seats, roof rack and forged aluminum wheels. The Limited also saw the introduction of the now iconic wood grain paneling down the sides of the vehicle. The 360ci V-8 was standard, with the 401 being an option at extra cost. The Wagoneer Limited came in at a $10,500 MSRP, and was nearing Cadillac territory, but the high-level spec list attracted buyers, and sales were strong with a total of almost 60,000 built between 1978 and 1979.

In 1979, substantial styling updates were made with one piece aluminum bumpers and a chrome grill with rectangular headlights. These changes would stay with the SJ model till its discontinuation in 1991. While the 4.2L inline-six engine was dropped from the engine lineup in the 1970s, it was reintroduced in the wake of the ‘79 energy crisis. The reintroduction came standard with a manual transmission, but in 1983, automatic transmissions with Selec-Trac part-time 4WD became standard equipment. The 4.2L inline-six, manual transmission and part-time 4WD earned an estimated 18 mpg city and 25 mpg highway, which allowed AMC to advertise good fuel mileage despite the V-8 being the most popular configuration.

In 1984, on the heels of the energy crisis, AMC replaced the SJ Cherokee Chief with the smaller, lighter and more fuel-efficient XJ Cherokee. The XJ was fully intended to replace the aging SJ-bodied Wagoneers, but high demand meant that AMC was persuaded to keep the Wagoneer in production. In 1984, the Wagoneer line saw consolidation to one single high end model, the Grand Wagoneer. In 1985, the Grand Wagoneer saw revised handling with new sway bars, gas-filled shock absorbers, and low-friction leaf springs. In 1986, it received a new grille, an updated audio system and a now standard power sunroof. The most significant change however, was a fully updated interior with a new dash, instrument cluster, door cards steering wheel and seating. The new steering wheel also featured stalks for lights, wiper control and transmission shifting. The Selec-Trac part time 4WD driveline featured a new Trac-Lok limited-slip differential for improved traction.

The year 1987 spelled the last AMC update for the Grand Wagoneer, and was its 25th anniversary. The 360ci was once again standard issue, and received a new AM/FM electronically tuned stereo with Dolby cassette and four Jensen speakers. The exterior wood trim was revised with new Marine Teak.

On March 2, 1987, Chrysler purchased AMC and took control of the Jeep product line. Despite the Wagoneer’s advanced age, it remained increasingly popular and Chrysler left the vehicle untouched. Year to year changes were minimal, and Chrysler even chose to continue building the Grand Wagoneer with carbureted AMC V-8s instead of its more modern and efficient fuel-injected engines.

In 1991, the final Wagoneers were rolling off the production line. The Wagoneer enjoyed one of the longest production runs of any Jeep product, and in 1991 it was the longest running production vehicle in America. The ‘91 model year had the option of receiving the Final Edition Jeep Grand Wagoneer badge on the dashboard, with 1,560 of these produced and highly sought after. The last Grand Wagoneer rolled off the production line at old Willy’s Overland Toledo Assembly Plant on June 21, 1991.