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Jeep CJ

The Jeep CJ models are a series and a range of small, open-bodied off-road vehicles and compact pickup trucks, built and sold by several successive incarnations of the Jeep automobile marque from 1945 through 1986. The 1945 Willys "Universal Jeep" was the world's first mass-produced civilian four-wheel drive car.

In 1944, Willys-Overland, the primary manufacturer of the World War II military Jeep, built the first prototypes for a commercial version – the CJ, short for "civilian Jeep". The design was a direct evolution from the war jeep, but the most obvious change was adding a tailgate, and relocating the spare wheel to the side. Also, besides adding basic civilian amenities and options and legally-compliant lighting, the CJ required a sturdier drivetrain than the war jeep, because the targeted rural buyers would work the vehicles hard and expect years of durability, instead of mere weeks as during WWII.

From then on, all CJ Jeeps consistently had a separate body and frame, rigid live axles with leaf springs both front and rear, a tapering nose design with flared fenders, and a fold-flat windshield, and could be driven without doors. Also, with few exceptions, they had part-time four-wheel drive systems, with the choice of high and low gearing, and open bodies with removable hard or soft tops. A few stand-out changes during 42 model years were the introductions of round-fendered vs. flat-fendered bodies (1955 CJ-5), straight-6 and V8-engines, automatic gearboxes, and different 4-wheel drive systems. The 1976 CJ-7 stretched the wheelbase by 10 inches (25 cm), and made doors and a removable hardtop common items.

After remaining in production through a range of model numbers, and several corporate parents, the Jeep CJ line was officially ended after 1986. More than 1.5 million CJ Jeeps were built, having continued the same basic body style for 45 years since the Jeep first appeared. Widely regarded as "America's workhorse", the CJs have been described as "probably the most successful utility vehicle ever made." American Motors VP Joseph E. Cappy said the end of "CJ production will signal an end of a very important era in Jeep history." In 1987, the Jeep CJ-7 was replaced by the first-generation Jeep Wrangler. Looking very similar and riding on the same wheelbase as the CJ-7, it carried over some important components, including its use of leaf springs.

The similar model the DJ "Dispatcher" was introduced in 1956 as a two-wheel drive version with open, fabric, or a closed steel body in both left- and right-hand drives for hotel, resort, police, and later United States Postal Service markets.

CJ-1
In 1942, the US Department of Agriculture tested the MB. By 1944, the Allies were confident the war would be won, and wartime production looked to be winding down. This allowed Willys to consider designing a Jeep for the postwar civilian market. Documentation is scarce, but in early 1944, Willys seemed to have found time to start drawing up plans, and one or two prototypes dubbed CJ(-1), for "Civilian Jeep", were running by May of that year. The first CJs had apparently been created by quick modification of the regular military MB, adding a tailgate, lower gearing, a drawbar, and a civilian-style canvas top. The first CJ served as a quick proof-of-concept test, and when a further design evolution materialized, probably became the CJ-1 by default. They were manufactured until the CJ-2s appeared, and they were the first Jeeps built from the ground up for civilian use.

No CJ-1s built have survived, and how many were made is unknown.

CJ-2
Although at least 40 were built, the Willys-Overland CJ-2 was not available for retail sale. The CJ-2s, also known as "AgriJeeps", were the second-generation prototypes for the first production civilian Jeep, and were used solely for testing purposes. Although their design was directly based on the military Willys MB, using the same Willys Go Devil engine — they were not only stripped of all military features, particularly the blackout lighting, but also the CJ-2s had many significant differences in body features and construction versus the military Jeep. They had tailgates, power take-offs, engine governors ($28.65), column-shift T90 manual transmissions, 5.38 gears, 2.43:1 low-range transfer cases, and driver's-side tool indentations. Rear wheelwells were redesigned so that seats could be enlarged, improved, and moved rearward, and new, more weathertight top designs were tried. A canvas half-top with roll-down doors was one of several top designs tried before production. The CJ-2 Go-Devil L-head engine was largely the same as the wartime Jeep, but used a different carburetor and ignition system.

Later models were stamped "JEEP" and were painted in a few civilian colors that translated into the "WILLYS" stamping and the colors that appeared on the first production CJ-2A Jeeps built from 1945. The spare tire was mounted forward of the passenger-side rear wheel on the earlier models and aft of the rear wheel on later ones. The CJ-2s were likely distributed to "agricultural stations" for evaluation purposes.

Of the 40–45 CJ-2s built, serial numbers CJ2-03, CJ2-04, CJ2-06 (X30), CJ2-09 (X33), CJ2-11, CJ2-12, CJ2-14, CJ2-16, CJ2-26, CJ2-29, CJ2-32 (X56), CJ2-37 (X61), and CJ2-38 (X62) have survived, although some in very rough condition. CJ2-06 and CJ2-09 have been restored.

CJ-2A

The lessons learned with the CJ-2 led to the development of the first full-production CJ, the 1945-1949 Willys-Overland CJ-2A, or Universal Jeep. A trademark for "AGRIJEEP" was granted in December 1944, but was not used. The CJ-2A looked very much like a civilianized MB with a tailgate and side-mounted spare wheel. A distinct difference between the MB and the CJ-2A lay in the grilles of the two vehicles. Where the MB had recessed headlights and nine-slot grilles, the CJ-2A had larger, slightly bulging headlights, flush-mounted in a seven-slot grille. While still powered by the reliable L-134 Go-Devil engine, the CJ-2A replaced the MB's T-84 transmission with a beefier T-90 three-speed.

Production of the CJ-2A started on 17 July 1945, sharing production time with the MB – roughly 9000 more MBs were produced through September 1945. Many of the early CJ-2As were produced using remaining stock of the military jeep components such as engine blocks, and in a few cases, modified frames. Up to serial no. 13453, the MB-style full floating rear axle was fitted. Once they were used up, the CJ got a stronger Dana / Spicer model 41. Sometimes the use of MB parts was due to strikes at suppliers, such as Autolite. Since Willys produced few parts in-house and relied heavily on suppliers, it was vulnerable to strikes. Unfortunately for Willys, strikes were common after the war, and this likely contributed to low production totals in 1945 and early 1946.

Since the CJ-2A was primarily intended for farming, ranching, and industrial applications, stock CJ-2As only came with a driver seat and driver side mirror, and a wide variety of options was available, such as: front passenger seat, rear seat, center rear-view mirror, canvas top, front power take-off (PTO), rear PTO, belt pulley drive, capstan winch, governor, rear hydraulic lift, snow plow, welder, generator, mower, disc, front bumper weight, heavy-duty springs, dual vacuum windshield wipers (stock CJ-2As were equipped with a manual wiper on the passenger side and a vacuum wiper on the driver side), dual taillights (stock CJ-2As had a taillight on the driver side and a reflector on the passenger side), hot-climate radiator, driveshaft guards, heater, side steps, and radiator brush guard.

The CJ-2As were produced in lively color combinations that in some ways symbolized the hope and promise of postwar America. True to their intended purpose, the combinations also resembled those used by the most popular farm equipment manufacturers of the day. From 1945 to mid-1946, CJ-2As were only available in two color combinations: Pasture Green with Autumn Yellow wheels and Harvest Tan with Sunset Red wheels. Additional color combinations added in mid-1946 were: Princeton Black with Harvard Red or Sunset Red wheels, Michigan Yellow with Pasture Green, Sunset Red or Americar Black wheels, Normandy Blue with Autumn Yellow or Sunset Red wheels, and Harvard Red with Autumn Yellow or Americar Black wheels. The Pasture Green and Harvest Tan combinations were dropped later in 1946. The Harvard Red combinations were dropped in 1947 and replaced with Picket Gray with Harvard Red wheels, and Luzon Red with Universal Beige wheels. In 1948, these color combinations were also added: Emerald Green with Universal Beige wheels, Potomac Gray with Harvard Red or American Black wheels. For 1949, the Picket Gray, Michigan Yellow, and Normandy Blue combinations were dropped. Olive drab was also available for export models.

On early CJ-2As, the front seats were covered in olive-drab vinyl. Around mid-1947, Slate Gray vinyl became available for certain color combinations. Later, Barcelona Red was added to the mix.

A total of 214,760 CJ-2As were produced. Because of the use of military production parts on the earliest CJ-2As, and the many changes made during its early production, restorers and collectors refer to CJ-2As up to around serial no. 34,530 as "Very Early Civilian" and from mid-1946 to about mid-1947 as "Early Civilian". Only minor changes were made after the mid-1947 models.

CJ-3A
The Willys-Overland CJ-3A was introduced in 1949, and was in production until 1953, when replaced by the CJ-3B. It was powered by Willys' 60 hp L-134 Go-Devil four-cylinder engine, with a T-90 transmission and Dana 18 transfer case, a Dana 25 front axle and Dana 41 or 44 rear axle. It featured a one-piece windshield with a vent, and wipers at the bottom. The CJ-3A had beefed-up suspension (10 leaf) to accommodate the various agricultural implements that were being built for the vehicle. Another difference was a shorter rear wheelwell (the wheelwell from the top front edge to the rear of the body is 32 in on the 3A compared to 34 in on the 2A) and moving the driver's seat rearward. As of 1951, a Farm Jeep and a Jeep Tractor version were offered; the latter was very bare-bones, for field use only, and featured a power takeoff.

In total, 131,843 CJ-3As were produced before the series ended in 1953. About 550 of the CJ3-As were assembled by Mitsubishi as the J1/J2 in late 1952 and early 1953, exclusively for the Japanese police and forestry agency.

The CJ-3A-derived military jeep was the Willys MC (or M38), and it began complementing the Ford and Willys World War II jeeps starting in 1949.

The CJ-3A, along with the later CJ-3B and CJ-5 models, was used as a platform for early Zamboni ice resurfacers produced from 1950 until 1964, which were mounted on top of the Jeeps to clean and smooth the surface of ice rinks. Zamboni resurfacers would be constructed using original chassis designs starting in 1964, eliminating the need to source Jeep parts.

CJ-4
The Willys-Overland CJ-4 or "X-151" was only built as an experimental concept in 1950 or 1951. It used the new Willys Hurricane engine and had an 81 in wheelbase. The CJ-4 body tub was an intermediate design between the straightforward raised hood from the CJ-3B and the all new curved body style of the CJ-5. The design was rejected and the vehicle was eventually sold to a factory employee.

Evidence has surfaced, that derived prototypes called CJ-4M and CJ-4MA (XM170) have also been seriously considered, as precursors to the 1951 M38A1 and M170 military Jeeps. Although the CJ-4M prototype may not have been actually built, the stretched wheelbase ambulance prototype with registration "CJ-4MA-01" turned up in 2005.

CJ-3B
The Willys CJ-3B replaced the CJ-3A in 1953, the same year Willys-Overland was bought by Kaiser Motors. The Kaiser parent company removed "Overland" from the Willys Motors subcompany name. The CJ-3B introduced a higher grille and hood to clear the new Willys Hurricane engine. A four-speed manual transmission became optional in 1963, at an extra cost of $194 (~$ in ). The turning radius was 17.5 ft. Until 1968, about 196,000 CJ-3Bs were produced, of which 155,494 were assembled in the U.S.

The CJ-3B was turned into the M606 military jeep (mostly used for export, through 1968) by equipping it with commercially available heavy-duty options, such as larger tires and springs, and by adding black-out lighting, olive drab paint, and a trailer hitch. Shipments of the M606 militarized version of the Jeep CJ-3B, exported for military aid under the Mutual Defense Assistance Program, accounted for a substantial percentage of the limited CJ-3B production in the 1960s.

International licenses and derivatives
The CJ-3B design was also licensed to a number of international manufacturers, which produced a civilian and military variants long after 1968, including Mitsubishi of Japan and Mahindra of India. Mitsubishi's version was built from 1953 until 1998, while Mahindra continued to produce vehicles based on the Willys CJ-3B until October 1, 2010. The CJ-3B was also built by Türk Willys Overland in Tuzla county of Kocaeli city. It was the first off-road vehicle plant to be opened in Turkey, in 1954. It was produced under Tuzla 1013 brand. Mahindra's "Mahindra CJ" produced in two versions: four-seater CJ 340 and six-seater CJ 540. Both were equipped with Peugeot-sourced 64 hp engines.

Mitsubishi Jeep
The Jeep was introduced to the Japanese market as the Jeep J3 in July 1953 after Willys agreed to allow Mitsubishi to market the car, competing with the Nissan Patrol and the Toyota Land Cruiser. The name wasn't in reference to "CJ3", but rather denoted the fact that 53 "J1"s (CJ-3A with 6-volt electrics) had been built for the Japanese regional forest office and around 500 "J2"s (CJ-3A with 12-volt electrics) were built for the National Safety Forces. Mitsubishi continued knock-down production of vehicles derived from the CJ-3B design until August 1998, when tighter emissions and safety standards finally made the Jeep obsolete. In total, about 200,000 units were built in this 45-year period. Short, medium, and long wheelbases were available, as well as a variety of bodystyles, and gasoline and diesel engines. In Japan, it was sold at a specific retail chain called Galant Shop. The Japanese GSDF refers to them as Type 73 Light Truck.

The original J3 was a basic, doorless, and roofless version, with steering on the left, rather than the right, despite Japan having left-side traffic. The first right-hand drive versions did not appear until nearly eight years later (J3R/J11R). The original J3 and its derivatives were equipped with the 2199 cc F-head "Hurricane" (called JH4 by Mitsubishi, for Japanese Hurricane 4-cylinder) inline four-cylinder, originally producing 70 PS at 4,000 rpm. In 1955 a slightly longer wheelbase J10 which could seat six was added, and in 1956 the J11 appeared, a two-door "delivery wagon" with a full metal body. This was considerably longer, at 433 cm versus 339 cm for the J3.

Local production of the JH4 engine commenced in 1955. A locally developed diesel version (KE31) was introduced for the JC3 in 1958, originally with 56 PS at 3,500 rpm but with 61 PS at 3,600 rpm a few years later. Later versions used 4DR5 and 4DR6 (J23 turbo) 2.7 liter overhead-valve diesel engines. The final military version J24A produced 135PS from an improved 4DR5 engine with front-mounted air-to-air intercooler.

By 1962, the output of the gasoline JH4 engine had crept up to 76 PS. By the time of the introduction of the longer J20 in 1960, a six-seater like the J10, but with a differently configurated (more permanent) front windshield, as well as available metal doors, Mitsubishi had also added small diagonal skirts to the leading edge of the Jeep's front fenders. This remained the last change to the sheetmetal up front until the end of Mitsubishi Jeep production in 1998.

Later models include 2-L, short-wheelbase, soft-top J58 (J54 with a diesel engine), and the J38 gasoline wagon on the longest wheelbase. The last iteration of the Japanese Jeeps was the J53 with diesel turbo engine.

CJ-5
The Willys CJ-5 (after 1964 Jeep CJ-5) was influenced by new corporate owner, Kaiser, and the Korean War M38A1 Jeep. It was intended to replace the CJ-3B, but that model continued in production. The CJ-5 repeated this pattern, continuing in production for three decades while three newer models appeared. "The CJ-5 has the distinct honor of being a vehicle that was hard to kill off... equaling the longest production run of note." From 1961 until 1965, optional for the CJ-5 and CJ-6 was the British-made Perkins 192 cuin Diesel I4 with 62 hp at 3,000 rpm and 143 lb/ft at 1350 rpm.

In 1965, Kaiser bought license to produce the Buick 225 cuin V6 Dauntless engine, to offer the new 155 hp option on the CJ-5 and CJ-6, countering complaints that the 75 hp four-cylinder Willys Hurricane engine was underpowered. Power steering was an $81 option. The V6 engine proved so popular, by 1968, some 75% of CJ-5s were sold with it.

Kaiser Jeep was sold to American Motors Corporation (AMC) in 1970, and the Buick engine was retired after the 1971 model year. (GM's Buick division repurchased the engine tooling in the early 1970s which served as the powerplant in several GM vehicles.) The "Trac-Lok" limited-slip differential replaced the "Powr-Lok" in 1971, and PTOs were no longer available after that year. AMC began marketing the Jeep less as a universal utility vehicle, and more as a sporty one, notably increasing its performance and features.

1972 Revamp The 1972 model year brought significant changes to the CJ-5. American Motors began fitting their own engines, which also required changes to both body and chassis. The base Willys 4-cylinder was replaced by AMC's Torque Command straight-6 engines, giving the entry-level CJ-5 the power of the previously optional Buick V6. Standard became the 232 cuin, and optional the 258 cuin, which was standard in California. Both engines used a one-barrel Carter YF carburetor. Also in 1972, AMC's 304 cuin V8 engine became available, which upgraded the power-to-weight ratio to a level comparable to a V8 muscle-car. Other drive-train changes included a new front axle - a full-floating, open-knuckle Dana 30, which was both 25 lbs lighter and reduced the turning circle by 6 ft.

To accommodate the new engines, the wheelbase was stretched by 2.5 in, and the fenders and hood were stretched by 5 in. A new box-frame was fitted, featuring six cross-members for more rigidity. Also, a larger fuel tank was mounted, moved from under the driver's seat to under the rear, between the frame rails.

A dealer-installed radio became available in 1973, air conditioning became available via dealership in 1975. Electronic, breakerless distributors replaced breaker-point Delco distributors for the full engine line-up, and a catalytic converter was added to models equipped with the 304 V8.

In 1975, for the 1976 model year, the tub and frame were modified from earlier versions. The frame went from a partially open channel/boxed frame with riveted crossmembers, to majoritively boxed with welded crossmembers, and from parallel rails to widening fore to aft to benefit stability. and the body tub became more rounded. The windshield frame and windshield angle were also changed, meaning that tops for the 1955 through 1975 model years are different from the 1976 through 1983 CJ-5 versions. The rear axle was also changed in 1976 from a Dana 44 to an AMC-manufactured model 20 that had a larger-diameter ring gear, but used a two-piece axleshaft/hub assembly instead of the one-piece design used in the Dana.

For 1977, the frame was modified again to a completely boxed unit. Power disc brakes and the "Golden Eagle" package (which included a tachometer and clock) were new options, as well as air conditioning.

In 1979, the standard engine became the 258 cuin I6 that now featured a Carter BBD two-barrel carburetor.

From 1980 through 1983, the CJ-5 came standard with a "Hurricane"-branded version of the GM Iron Duke I4 with an SR4 close-ratio, four-speed manual transmission. The 258 cuin AMC straight-6 engine remained available as an option, but the transmission was changed from the Tremec T-150 three-speed to a Tremec T-176 close-ratio four-speed. The Dana 30 front axle was retained, but the locking hubs were changed to a five-bolt retaining pattern versus the older six-bolt.

The demise of the AMC CJ5 model has been attributed to a December 1980 60 Minutes segment where the Insurance Institute for Highway Safety (IIHS) staged a demonstration to illustrate that the CJ5 was apt to roll over "in routine road circumstances at relatively low speeds." Years later, it was revealed the testers only managed to achieve eight rollovers out of 435 runs through a corner. The IIHS requested the testers implement "vehicle loading" (hanging weights in the vehicle's corners inside the body, where they were not apparent to the camera) to generate worst-case conditions for stability.

Special CJ-5 versions

 * 1961 Tuxedo Park
 * 1962 Tuxedo Park Mark II
 * 1963 Tuxedo Park Mark III
 * 1964 Tuxedo Park Mark IV
 * The early Tuxedo Park models were trim lines designed to make the CJ "more comfortable and appealing to the general public." However, the Tuxedo Park Mark IV was claimed as a separate model from the other CJ series (marked in 1965 as the "Universal"), with more differences than past models. The Tuxedo Park Mark IV was an attempt to crack the mass market; it was, according to Jeep, “a new idea in sports cars ... the sportiest, most FUNctional car on the automotive scene." It added to the standard CJ chrome-plated bumpers, hood latches, gas cap, mirror, and tail lamp trim. Two wheelbases, 81 in and 101 in, were available, with a variety of convertible top and seat colors, and front bucket seats upholstered in "pleated British calf-grain vinyl". Sales of this model, introduced in 1965, were low.

 * 1969–1970 Camper
 * From 1969 Kaiser-Jeep offered a camper for the CJ-5 as a factory option, but also available separately, as it would fit any CJ-5 made since 1955. The camper mounted in the "bed" of the CJ-5, extended well beyond the back of the car, and had another axle of its own, that carried most of the weight. It also extended above the front seats of a CJ-5, which is where the main sleeper was located.   When AMC bought Kaiser-Jeep in 1970, they ended the Jeep camper option. With only 336 produced, the Jeep Camper is one of the rarest commercial RV models ever.

 * 1969 462
 * The 1969 Universal offered a "462" performance package. It was a limited-production model that featured the V6 engine, front bucket seats and a rear bench, roll bar, heavy-duty frame and springs, a locking differential, oil-pan skid plate, rear swing-out tire carrier, full wheel covers, ammeter, and oil pressure gauges; padded visors were optional.

 * 1970 Renegade I
 * The 1970 "Renegade I" models continued the features of the "462" package, along with special hood trim stripes and limited colors. Renegade I production for 1970 is estimated between 250 and 500 units equipped with all of the previous performance upgrades along with a simple black stripe on the sides of the hood, new 8-inch wide white road wheels with G70x15 tires, and offered in only two bright colors: Wild Plum and Mint Green. Note that there may have been other colors produced including a pale yellow produced in October of 1969.

 * 1971 Renegade II
 * The 1971 "Renegade II" continued the previous year's features with bright alloy road wheels (replacing the painted steel units), the addition of a black center hood stripe, and new color selections: about 200 were painted Baja Yellow, 200 Mint Green, 50 Riverside Orange, and 150 finished in Big Bad Orange, the same paint as available on the "Big Bad" AMC AMX and Javelin. The AMC design studios proposed a striping scheme for a Renegade III model for the 1972 model year, but because of their popularity, the Renegade became a regular production appearance package option.

 * 1972–1983 Renegade
 * The 1972 "Renegade" was available from 1972 until 1983 with AMC's 304 cuin V8 engine, alloy wheels, and a Trac-Lok limited-slip differential.

 * 1973 Super Jeep
 * Only produced in 1973, the Super Jeep was an appearance package created because of a shortage of aluminum wheels needed for the CJ-5 Renegade versions. Only a few hundred were built.

 * 1977-1983 Golden Eagle
 * From 1977 through 1983, the Golden Eagle package came with a soft-top or hard-top option, power disc brakes, power steering, tachometer, 304 CID V8, air conditioning, side steps, and Golden Eagle decals.

 * 1979 Silver Anniversary
 * The 1979 Silver Anniversary edition was a limited-edition version (1000 units) of the Renegade model marketed to celebrate 25 years of the CJ-5. Features included a special "Quick Silver" metallic paint, black to silver accent body striping and special Renegade decals on the hood sides, black soft top, special spare tire cover, black vinyl bucket seats, and a dashboard plaque noting the CJ's production from 1954 until 1979.

 * 1980 Golden Hawk — a 1980-only sticker package for CJ-5, CJ-7 and Cherokee.
 * 1980-1983 Laredo

Australia
In Australia, a unique variant of the CJ5/CJ6 was produced in limited numbers. In 1965, when the CJ was given the all-new Buick V6, Jeep saw the need for something similar in Australia. So, they began to fit Australian Ford Falcon 6-cylinder engines to them at their Rocklea factory in Queensland. The Jeep was fitted with an engine, pedal box, and clutch/brake system corresponding to the equivalent Falcon at the time; a 1965 CJ5 would be fitted with 1965 Falcon engine/clutch components. Combat 6 jeeps were also fitted with Australian Borg Warner differentials, and Borg Warner-brand gearboxes. Very little documentation about these Jeeps remains, and often the only way to conclusively identify them is by owner history.

Brazil
While most foreign assemblers focused on the CJ-3B, Brazil received the CJ-5, instead. After having closed their market to imported cars in 1954, assembly of the "Willys Jeep Universal" (as it was known in Brazil) from CKD kits began in 1957. By 1958, production relied on locally sourced components, with the vehicles equipped with a 90 hp 2.6 liter I6 engine (also used by Willys do Brasil for passenger cars). The Universals came with a three-speed manual transmission. The Brazilian-built vehicles are easily recognized by their squared-off rear wheel openings. In 1961, a long-wheelbase version, similar to the CJ-6, was added to the line. Called the "Willys Jeep 101", it shared the chassis of the local Rural, a redesigned Willys Jeep Station Wagon. Like the Brazilian-made CJ5s, the 101 has square rear-wheel openings. This version was introduced in 1961, but was not retained after Ford's takeover in the fall of 1967. On 9 October 1967, Ford do Brasil bought the Brazilian Willys subsidiary and took over the production of the CJ-5, the Willys Jeep Station Wagon-based "Rural", and its pick-up truck version. Ford kept the line with no modifications except for some Ford badges on the sides and on the tailgate. In 1976, Ford equipped the CJ-5 and the Rural with the locally built version of the 2.3-L OHC four-cylinder engine used in the Ford Pinto (also used in the Brazilian Maverick) and a four-speed manual transmission. This engine produced 91 PS (SAE) at 5000 rpm. In 1980, the engine was modified to run on Neat ethanol fuel (E100); this option lasted until 1983, when Ford ended the production of the CJ-5 in Brazil.

CJ-6
Introduced in 1953 as the M170 military version, the civilian CJ-6 made its debut in 1955 as a 1956 model. It was stretched version of the CJ-5 with a 20 in longer-wheelbase (101 in, 1955-1971 / 103.5 in, 1972–1981). The extended chassis allowed a variety of configurations, including adding a second row of seats. The M170 military version shared many of the features of the M38A1 (Military CJ-5), but had the passenger-door opening extended back to the rear wheel well. As in the CJ-5, the V6 and V8 engine choices appeared in 1965 and 1972.

The U.S. Forest Service put CJ-6 Jeeps into use. American sales ended after 1975, with the introduction of the CJ-7. A total of 50,172 were produced when the series went out of production in 1981.

Never very popular in the United States, most CJ-6 models were sold to Sweden and South America. It was also assembled in South Africa, by Volkswagen's local subsidiary, and in Israel by Kaiser in Haifa and later by Israel automobile industries in Nazareth. In Brasil, a local 4 door option existed for the 1963 model, called "Jeep Universal 101 Bernardão 4 portas."

CJ-5A and CJ-6A
From 1964 until 1968, Kaiser elevated the Tuxedo Park from a trim package to a separate model for the CJ-5A and CJ-6A. A Tuxedo Park Mark IV is signified by a different prefix from a normal CJ-5 with a VIN prefix of 8322 and a CJ6a is 8422, while a normal CJ-5 VIN prefix is 8305 from 1964 through 1971.

CJ-7
The Jeep CJ-7 featured a wheelbase 10 inches longer than that of the CJ-5, with its curved side entry cutouts partially squared up to accommodate hinged doors. The other main difference between CJ-5 and CJ-7 was to the chassis, which consisted of two parallel longitudinal main c-section rails. To help improve vehicle handling and stability, the rear section of the chassis stepped out to allow the springs and shock absorbers to be mounted closer to the outside of the body. It was introduced for the 1976 model year, with a total of 379,299 built during eleven years of production.

Transmission options included the standard part-time two-speed transfer case, automatic, and an optional new automatic all-wheel drive system called Quadra-Trac. Other features included an optional molded hardtop and steel doors. The CJ-7 was also available in Renegade and Laredo models. Distinguished by their different body decals, the Laredo model featured highback leather bucket seats, a tilting steering wheel, and a chrome package that included the bumpers, front grill cover, and side mirrors. An optional Trak-Lok rear differential was available, too.

The final drive ratios of the CJ-7 were different for each type of engine: the 145 cuin diesel was mated to the 4.10 ratio axle (in both Renegade and Laredo), while the 258 cubic-inch straight six and 150 cubic-inch four-cylinder used 3.73 and AMC V8 304-powered models (produced 1976–1981, which became part of the Golden Eagle version) used the 3.55 ratio axles.

A diesel-powered version was made in the Ohio factory for export only. The engines were provided by General Motors, the owners of Isuzu Motor Cars. Production of this diesel version was between 1980 and 1982. This model had the Isuzu C240 engine, T176 transmission, and Dana 300 transfer case, although reports of some being produced with the Dana 20 exist. Typically, they had 4.1-ratio, narrow-track axles.

From 1976 through 1980, the CJ-7 came equipped with a Dana 20 transfer case, Dana 30 front axle (27- or 31-spline), and a 29-spline AMC 20 rear axle, while in later years, Laredo packages added a tachometer, chrome bumpers, tow hooks, and interior upgrades including leather seats and clock. In 1980, the Laredo was first fitted with an AMC 20 rear axle until mid-1986, when it was equipped with a Dana 44, and all 1980 and newer CJ-7s came with the Dana 300 transfer case.

The Canadian Army took delivery of 195 militarized versions of the CJ-7 in 1985. These were put into service as a stop-gap measure between the retirement of the M38A1 and the introduction of the Bombardier Iltis. They were codified by the Canadian Forces with the Equipment Configuration Code number 121526.

The CJ-7 continues to be used in the sport of mud racing, with either the stock body or a fiberglass replica. CJ-7 has been successfully and widely used as a favorite for rock crawling, through simple and complex modification. These last Jeeps produced were also highlighted with a factory dash plaque that read, "Last of a Great Breed - This collectors-edition CJ ends an era that began with the legendary Jeep of World War II".

During 11 years of production, the CJ-7 had various common trim packages:
 * 1976-1986 Renegade (2.4D L6-2.5-4.2-5.0 AMC 304 V8)
 * 1976-1980 Golden Eagle (5.0 AMC 304 V8)
 * 1980 Golden Hawk (5.0 AMC 304 V8)
 * 1980-1986 Laredo (2.4D-4.2 I6)

Jeep also produced two special edition CJ-7 packages:
 * 1982-1983 Limited (2,500 units were built as a limited-production luxury model; 4.2 L I6 with T5 or automatic transmissions)
 * 1982 Jamboree Commemorative Edition (630 numbered units built for the 30th anniversary of the Rubicon Trail; 4.2L). with only 630 units produced (560 Topaz Gold Metallic and 70 Olympic White), the CJ-7 Jamboree is the rarest CJ-7 ever built and one of the rarest Jeeps of all time. The Jamboree is in the same production rarity class as the 1971 CJ-5 Renegade-II. It is the most heavily optioned CJ ever built; it was the Rubicon of its day. All units were uniquely numbered via a dash plaque; it is the only AMC Jeep to have been numbered.

Engines
 * 150 cuin AMC I4
 * 151 cuin GM Iron Duke I4
 * 232 cuin AMC I6
 * 258 cuin AMC I6 99.4 PS, 261 Nm
 * 304 cuin AMC V8 127 PS, 296 Nm
 * 145 cuin Isuzu Diesel C240

Transmissions
 * Warner T-18 (four-speed with a Dana 20 1976-1979) (aftermarket adapters exist for a dana 300, but it was not a factory option) (also known as a three-speed with granny gear)
 * Borg-Warner T-4 (four-speed with a Dana 300)
 * Borg-Warner T-5 (five-speed with a Dana 300)
 * Tremec T-150 (three-speed manual transmission with a Dana 20 1976-1979)
 * Tremec T-176 (four-speed manual with a Dana 300)
 * Borg-Warner SR-4 (four-speed with a Dana 300)
 * GM TH-400 (three-speed automatic with BW QuadraTrac #1339)
 * TF-999 (three-speed automatic transmission - 4.2 L with a Dana 300)
 * TF-904 (three-speed automatic transmission - 2.5 L with a Dana 300)

Transfer cases
 * Dana 20 (1976–79)
 * Dana 300 (1980–86)
 * Borg-Warner #1339 (1976–1979)

Axles
 * Dana 30 Front narrow track (1976–1981)
 * Dana 30 Front wide track (1982–1986)
 * 2-Piece AMC 20 Narrow track rear (1976–1981)
 * 2-Piece AMC 20 Narrow track offset differential rear (1976–1979) only for QuadraTrac #1339-equipped vehicles
 * 2-Piece AMC 20 Wide track rear (1982–1986)
 * Dana 44 Wide track rear (mid-year 1986)

Scrambler (CJ-8)
The CJ-8, officially referred to as the Jeep Scrambler, was a long-wheelbase version of the CJ-7, introduced in 1981 and manufactured through 1986. It featured a 103.5 in wheelbase and a removable half cab, creating a small pick-up style box instead of using a separate pickup bed. Scramblers used the traditional transfer case with manual front locking hubs to engage the four-wheel drive. Most had either a four- or five-speed manual transmission, but a three-speed automatic transmission was an option. The Scrambler would be discontinued in 1986 and effectively replaced by the Cherokee-based Comanche. Former President Ronald Reagan owned a Scrambler and used it on his California ranch.

Alaska Postal Service
A full-length steel hardtop Scrambler was made for the Alaskan Postal Service, using right-hand drive and automatic transmissions. Instead of the rear tailgate, the steel hardtop used a hinged barn-door opening to the back. Only 230 were produced and sold in the U.S. It was also widely sold in Venezuela and Australia as the CJ8 Overlander, with small differences, including full-length rear windows on the Overlander. Steel hardtops used on these postal Scramblers and Overlanders were known as "World Cab" tops.

Production
There is some debate as to whether 1986 models were leftover units from the previous model year.

CJ-10
The Jeep CJ-10 was a CJ-bodied pickup truck based on a heavily modified Jeep J10 pickup truck. Produced from 1981 until 1985, it was sold and designed for export markets, Australia in particular. They featured rectangular headlights mounted in the fenders and a ten-slot grille, where all other CJ Jeeps had a seven-slot grille. The CJ-10 could have either a hard or soft top. The truck could be equipped to handle either a 5900 lb or 6700 lb GVW. Three engines were offered; a 198 cuin six-cylinder Nissan-built diesel engine, a 151 cuin four-cylinder AMC-built engine, or a 258 cuin six-cylinder AMC-built engine. The driveline was largely from the larger J series pickups, consisting of either a four-speed Tremec T177 manual transmission or a three-speed TorqueFlite A727 automatic transmission, a New Process 208 transfer case, a Dana 44 front axle, and either a semi-floating Dana 44 or Dana 60 rear axle, depending on GVW rating. Importation of the CJ-10 into Australia ended in 1985 with the drop of the Australian dollar's value, causing the vehicle to be significantly more costly than its competitors.

CJ-10A
The Jeep CJ-10A was a CJ-10-based flightline aircraft tug. Produced in Mexico from 1984 until 1986, it was used by the United States Air Force as an aircraft-tug. It was a 4x2 bobtail design. About 2,300 were produced.

title: Jeep CJ


text:
Joe Born

Joseph Born (born May 5, 1969), better known as Joe Born, is an American inventor and businessman. As CEO of Aiwa and previously Neuros Technology and contributing inventor to many of its products, Joe Born has advocated on behalf of open source hardware, digital rights, and generally on the subject of the global maker movement, and open source.

Professional accomplishments
In 1995, after receiving a patent for a CD repair device, later named the SkipDoctor, Joe Born founded Digital Innovations, LLC. With an original investment of $15,000, the company was created to commercialize the skipdoctor invention. Joined in 1996 by Collin Anderson, they brought the invention to market in 1999, and, as of December 2013, had sold 10 million units of the SkipDoctor globally.

In September 2001, the Neuros division was started within Digital Innovations to develop open digital media products. In December 2003, Neuros was spun off into a separate entity, Neuros Technology, LLC. Influenced by its developer community, Joe Born, as Chief of Neuros, has become a pioneer in the field of open source hardware, helping to influence many of its partners to become more open, including successfully lobbying Texas Instruments to release a free compiler for a previously closed Digital Signal Processor

In March 2011, Joe Born and David W. Phillips founded Hale Devices (previously called Sonr Labs, Inc,) as a provider of Android audio peripherals.

After helping to bring his then 10-year-old daughter, Lily Born's Kangaroo Cup invention to market in October 2012, Born has become an advocate for young inventors including advising the SEE/Dig-8 program at Nettlehorst Elementary School, a program created to teach product development and entrepreneurship to middle school students

Speaking engagements are typically focused on student entrepreneurship, open source and the maker movement and include: Ohio Linux Fest, LinuxWorld, LugRadioLive, Various Linux User Groups & University of Chicago China Immersion program and Kellogg's Masters of Management in Manufacturing Program.

In addition to consumer electronics, Born has also received patents in areas ranging from internal combustion engine components to cosmetic accessories.

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Joe Born


text:
Wikipedia:WikiProject Aviation/Style guide/Layout (Aircraft)

This is a set of suggested guidelines for articles on specific aircraft types. It also offers some recommendations for articles on individual aircraft. It may be used to give a standardised look and feel to aircraft articles of similar scope. However different aircraft can have very different backgrounds, so many of these suggestions will not apply or will be subject to editorial judgement.

Article title
Most aircraft article titles should include the manufacturer, designation number and/or name, for example Boeing 747, Supermarine Spitfire.

Articles should be named as generally as possible, so an article should only be named after a subtype if it is about that specific version of the aircraft (e.g. Messerschmitt Bf 109G). Usually there will already be a more general article about the aircraft, relevant to all subtypes. If no general article exists, it may be worthwhile expanding the article slightly so that it encompasses all variants of the aircraft.

Lead section
The MOS:LEAD should begin by naming the aircraft, its manufacturer(s), and the general category of aircraft it belongs to. For example: "The Cessna 172 Skyhawk is a four-seat, single-engine, high wing, fixed-wing aircraft made by the Cessna Aircraft Company. First flown in 1955, more Cessna 172s have been built than any other aircraft.(see Cessna 172)"

Without going any further, a reader should already have a good basic idea of what kind of aircraft the article is describing.

Tense
The first sentence should be in present tense if any aircraft still exist, whether flyable or not, even if they are only in museums. If no aircraft of that type exist any more, anywhere, then use past tense. See MOS:TENSE for more guidance.

NATO/Allied reporting names
Articles about Soviet aircraft with official NATO reporting names, or Japanese aircraft with Allied reporting names should display the reporting name in bold within parentheses in the first line, following the primary title, per the Wikipedia style guide on secondary names in lead sections. Reporting names should only be used in the first line, the variants section or in direct quotations from sources. For example: "The Sukhoi Su-9 (NATO reporting name Fishpot) was a ..."

Infobox
If the article is of moderate length or longer, an infobox is often a good way to sum up relevant information. Infobox aircraft presents data such as manufacturer, maiden flight, service entry and retirement dates, number produced, and other quick facts in a fairly attractive and concise fashion. For the most part, as there is an appropriate field in the infobox itself, including the manufacturer in the "name" field is not necessary. Some exceptions exist, such as aircraft which only have model numbers. (Example: "Boeing 737", but "A320".) Flags should not be used in the infobox to indicate national origin.

Based on several past discussions, the infobox is purely optional, though infoboxes including specifications are frowned upon. Infobox aircraft was designed with input from the project and its use is encouraged.

Lead images
Infobox or lead images should show the aircraft in flight whenever such a picture is available. If an in-flight image is not available then the infobox or lead photo should show the best overall view of the aircraft and not a detail close up or similar shot. Detail photos should be further down, in the sections they better illustrate (i.e. Landing gear, instrument panel).

Main sections
The body of the article describes the aircraft in greater detail. This information is often best arranged in sections, especially in longer articles. However the backgrounds to different aircraft can vary widely and article structures will reflect this variety. Some frequently used sections are described here:

Development
The history behind the aircraft, such as why a manufacturer, airline, or air force felt there was a need for such an aircraft.

Design
Describing design, and major features of the aircraft. If noteworthy describe markings used, especially unusual schemes. Extensive descriptions of common or routine color schemes and markings should be avoided. Can be combined with above section as "Design and development".

Operational history
The history of the aircraft as it was used. For information on when it is appropriate to include the aircraft the registration, serial numbers, construction numbers and other individual identifiers in an article or captions, see Individual aircraft identifiers below.

Variants
This section briefly describes the major subtypes and variants of the aircraft. Military designations, related developments, notable modifications and production under other names can be listed. Layout will depend on the length and complexity of the list.

Operators
Links to airlines or air forces, along with squadrons and other units that have used this type. May be separated into military and civilian sub-sections if applicable. Do not place potential operators here, only confirmed orders with likelihood of near-term production. Potential orders and interest by governments should be covered in the main text, either under "Development" or "Operational history", as fits best in the article. Operators should be in one list and not seperated between former and current operators, former operators can be indicated inline with a reliable reference.

Civil aircraft types that have many operators, each with just one or two aircraft can have a general statement, as applicable to the role and operators of the individual aircraft type, with wording similar to: "The aircraft is popular with air charter companies and small feeder airlines, and is operated by private individuals and companies." A mention may be made of particularly large fleet operators.

Accidents and incidents
For information on which accidents and incidents to include in aircraft type articles, please see WP:AIRCRASH. The section header can be changed to just 'Accidents' or just 'Incidents' if applicable to the contents.

Aircraft on display
Aircraft on display should be information on non-airworthy aircraft that are on permanent public display. It should not include partial aircraft or aircraft not viewable by the public. When a large number of aircraft are still preserved the list should be limited to the most prominent ones.

Surviving aircraft
This section should contain information on aircraft that have survived following the retirement of the aircraft type from normal military or commercial use. It should include airworthy aircraft and any non-airworthy aircraft not on public display but otherwise notable.

Aircraft specification
This is a summary of the aircraft's capacities, dimensions, weights, power plant, characteristics and performance. Please use the Aircraft specs template when adding specifications. If an article lacks specifications, you can tag it with Aero specs missing or add them yourself. If you are editing an article which uses an older specification template, please consider converting it to the current one, which automatically converts units to show both metric and imperial.

The specification should be for a single specific variant, and be labeled accordingly. Usually this will be the most famous/noteworthy/numerous variant. Significant differences for other variants may be described in the variants or development sections. Please avoid using multiple sets of specifications; in general, if two variants merit full specifications then they will also merit separate articles. Lines that are not applicable can be omitted, such as "|powerplant=" for sailplanes. On the other hand, if data is just not available, please leave the line in to remind others to fill it in.

For the units used, some further information is given at WikiProject Aircraft/Units.

Cultural impact
Some aircraft have had a significant impact on wider aspects of culture. Notable appearances in non-fiction media, such as documentaries, may be included here.

A "Popular culture" section should be avoided per Avoid trivia sections in articles.

Fictional appearances of real aircraft should be placed in Aircraft in fiction; The main article may have a Notable appearances in media or similar section that simply refers to IT, as for example at Sikorsky MH-53.
 * Inclusion criteria for Aircraft in fiction:
 * Real world aircraft (not fictional or made-up aircraft) that have significant roles in books, films, video games and as toys, provided reliable refs are supplied.
 * For fictional characters who assume the form of an aircraft - inclusion only as a one sentence summary and only for primary aircraft, not one-time configurations.
 * All media types included under article subheadings by aircraft type with at least one link to the article about the aircraft type itself.
 * The aircraft must have a significant role in the work and not simply be seen. Appearances in games are considered non-notable except for notable games dedicated to the specific aircraft.
 * Third-party references are needed to show the notability of the appearance. Primary references, such as the book, game or movie itself, are not sufficient for inclusion.

Fictional aircraft that only resemble real-world aircraft should not be mentioned in aircraft articles or in Aircraft in fiction, but instead may be listed in List of fictional aircraft.

See Template:NoMoreCruft for a subst'ed template to discourage the addition of pop culture trivia.

Images
Images should enhance the article in which they are placed and should also feature the subject of the article section near which they are placed. For images in the article lead, see also lead images above.
 * Use the "thumbnail" option for all images other than those inside infoboxes and the three-view drawing (where one is included in the specifications section). In accordance with Manual of Style, do not specify the size of the thumbnail as this is specified in user preferences.
 * Wherever possible use free images, preferably uploaded to the Commons.
 * The quality of an image is always more important than the quantity of images included — a gallery or a link to the Commons is preferable to flooding an article with images.
 * Any captions should be concise and not overwhelm the image.
 * Many existing images used in aircraft articles have been carefully selected to illustrate specific variants, angles of view or aircraft features. These images should not be deleted from articles without discussion and consensus that this action will improve the article on the article's talk page. Images may be added to the article without removing or replacing existing images without discussion.
 * Aircraft performance diagrams are considered by consensus to be too technical for a general encyclopedia and are not used in aircraft type articles.

Individual aircraft identifiers
Individual aircraft are identified by a manufacturer's construction number and a national identifier, which is either a civil registration or a military serial number.

The registration or serial numbers of individual aircraft should only be mentioned in article text or image captions if the aircraft is or was:

 * Involved in an accident.
 * A prototype or development aircraft.
 * Part of a limited production batch (less than 20) when it is clearer to detail the history of each aircraft relevant to the development of the type.
 * Given a uniquely significant special paint scheme.
 * A world record holder.
 * On public display.
 * Notable enough for its own article.
 * Related to the award of a country's highest military decoration.

If the civil or military identifier is not known, then the manufacturer's construction number may be used.

Otherwise, the manufacturer's construction number should not be mentioned.

Individual identifiers of any kind should not be included in:
 * Production lists detailing either individual and/or batches of aircraft.
 * Airline fleet lists (although aircraft in limited-number special paint schemes can be identified either in a Livery section or in the general text).

Units
For general Wikipedia conventions on units, see Manual of Style (dates and numbers).

See Units page for conversion factors.

Units in specification tables and main article text should follow those used by the original manufacturer.

If the original source does include multiple units, the original numbers should be used to avoid adding rounding errors. If not, units can be converted using the undefined undefined template. By default, the template will convert knots and nautical miles into both metric and imperial units. Editors should include both conversions and should not use the template to intentionally exclude metric or imperial units.

Mach number
Mach numbers should never be calculated by editors from maximum speeds, as this is original research and introduces errors because the speed of sound is not constant under flight conditions. Instead, they should be sourced from reliable data, along with applicable conditions. If no Mach number is stated for the design, then please leave the parameter blank.

Aircraft costs
Unit cost: Use the flyaway cost for military aircraft or retail price for commercial aircraft if available, since these are the most widely available and provide an "apples to apples" comparison. A helpful essay on aircraft costs is to be found at User:Askari Mark/Understanding aircraft unit costs.

Operating cost: Do not include operating costs for their own sake, as they can vary widely for the individual type. Include them only where they form part of the narrative describing specific events.

Aircraft type clubs
Aircraft type clubs should only be mentioned in aircraft type or manufacturer's articles if they have their own Wikipedia articles or have made verifiably significant contributions to the aircraft or manufacturer's history. Links should be added for type clubs which have their own Wikipedia article.

Type club websites are usually acceptable as reliable sources. However costing information and member forum posts are not reliable. They should not be added as external links, as these are promotional. Either they are suitable as references or they should not be mentioned.

Navboxes
Usually, we include a few navboxes to tie together aircraft by the same manufacturer or designated under the same sequence. Only include navboxes which link to the article.

Categories
Aircraft are categorised primarily by their nationality, role and era, for example Category:1950s British airliners. Other categories list aircraft with noteworthy common characteristics, such as Category:Variable-geometry-wing aircraft.

Linking to your article
When you're done, please make sure that your article is linked to from the list of aircraft and from any included navboxes.

There may also be other lists from which it could be linked, such as a list of aircraft for the manufacturer, for the aircraft configuration, or for other related characteristics.

Check out articles on similar aircraft to see if there are any other categories you could add.

Creating a new aircraft article
Enter the aircraft article you wish to create and all the elements of the layout will be automatically created:

1.

2. After you create a new page, please add it to New articles (Aircraft)

Finally, remember that you're in no way obliged to follow all, or even any, of these guidelines to contribute an article.


text: User talk:24.21.145.249

title: User talk:24.21.145.249


text:
Willys Hurricane engine

The Willys F4-134 Hurricane was an inline-4 F-head piston engine that powered the M38A1 military Jeep in 1952, followed by the famous Jeep CJ in the CJ-3B, CJ-5, and CJ-6 models. It was also used in the Willys 473 and 475 pickups, wagons, and sedan deliveries. It replaced the Willys Go Devil engine that was used in the MB Jeep and other early Jeep-based models like the Jeepster. This engine was also built by Mitsubishi for their license-built Jeep, for other applications.

Design
The Hurricane was based on the earlier Go-Devil flathead engine. To enhance power from the engine, the induction system was changed from the Go-Devil's side-valve configuration to an inlet-over-exhaust configuration, or "F-head". This allowed the valves to be larger and the combustion chamber to be smaller, improving flow and increasing the compression ratio. The compression ratio rose from 6.5:1 in the Go-Devil engine to 7.5:1 in the Hurricane engine, although a version of the Hurricane engine was made with a 6.9:1 compression ratio.

F134
The L134 Go Devil was updated with the F-head to become the F134 in 1950. This engine produced a gross output of 75 hp at 4000 rpm and 114 lb.ft of torque at 2000 rpm with a 7.5:1 compression ratio. The gross power and torque outputs decreased to 72 hp and 112 lb.ft, respectively, when the engine had a 6.9:1 compression ratio. Bore and stroke dimensions were the same as the L-head engine at $3 1⁄8$ x $4 3⁄8$ inches, giving 134.2 cuin.

The F4-134 was introduced in 1950 in the Jeep Truck. Willys vehicles with this engine were designated 4-73 model. This engine was unavailable in the CJ series until the introduction of the CJ-3B version in 1953, which had a distinctive high hood to accommodate the much taller engine. Production of this engine continued through 1971, which was after American Motors Corporation (AMC) purchased Kaiser Jeep in 1970.

Applications:
 * 1950–1961 Willys Jeep Truck
 * 1950–1961 Willys Jeep Wagon
 * 1950 Willys-Overland Jeepster
 * 1952–1971 Willys M38A1
 * 1953 Willys 475A Lark
 * 1953–1968 Willys CJ-3B
 * 1955–1971 CJ-5
 * 1956–1971 CJ-6
 * 1965-1967 DJ-5
 * 1966–1971 Jeepster Commando

F161
The F6-161 Hurricane is an F-head version of the L6-161 Lightning flathead straight six. It was available in the Model 685 Station Wagon.

BF-161 The BF-161 has a $3 1⁄8$ inch bore and a $3 1⁄2$ inch stroke, a one-barrel carburetor, and an output of 90 hp at 4400 rpm and 135 lb.ft of torque at 2000 rpm. Its 161.1 cuin displacement features a compression ratio of 7.6:1.

2600 The 2600 was the same BF-161 engine made in Brazil by Willys-Overland's subsidiary, but it had two one-barrel carburetors (simultaneously opened) and had an output of 130 hp at 4400 rpm and 140 lb.ft of torque at 2000 rpm. The compression ratio remained 7.6:1.

3000 The 3 L version is almost identical to the BF-161 engine, with the stroke increased to 4 in, giving it a displacement of 3016.5 cc. With a two-barrel carburetor, it produced 140 hp at 4400 rpm and 161 lb.ft of torque at 2000 rpm. It also had a slightly higher compression ratio of 8:1. It initially used a different head with a removable intake manifold.

After Ford acquired Willys-Overland do Brasil, they reverted the engine to its former head design with an integral intake manifold. Ford also improved the cooling between cylinders 5 and 6 as well as incorporating a side-mounted oil filter instead of the front-mounted, hose-connected system designed by Willys.

Applications:
 * 1951–1952 Willys Aero
 * 1960–1971 Willys Aero 2600
 * 1960-1974 Willys-Overland Jeep and Rural Willys
 * 1968–1971 Willys Itamaraty 3000
 * 1972-1974 Ford Maverick six-cylinder version in Brazil

Super Hurricane

The 6-226 "Super Hurricane" was an L-head 6-cylinder from Continental with a bore of $3 5⁄16$ inches and stroke of $4 3⁄8$ inches, giving a displacement of 226.2 cuin. Horsepower rating is 105 hp at 3600 rpm or 115 hp at 3650 rpm, as well as a torque rating of 190 lb.ft at 1400 rpm or at 1800 rpm, depending on the year of production.

Mitsubishi versions
Mitsubishi built a version of the Hurricane from 1954 as the JH4 (69 hp), primarily for use in their license-built version of the Jeep. They later developed a 61 PS overhead-valve diesel version of the same, called KE31. This was also turned into a 3.3 L six-cylinder version with the same internal dimensions, producing 85 PS, which was named KE36. These diesel engines were used in the Jeep, but also in many light to medium-weight trucks and buses.

Stellantis engine
The 3.0-liter inline-6, called Hurricane turbo engine, developed in 2022 for use in Ram, Jeep, and Dodge vehicles, is unrelated to the original Willys Hurricane versions.

title: Willys Hurricane engine


text:
William Hanna

William Denby Hanna (July 14, 1910 – March 22, 2001) was an American animator, voice actor, and occasional musician who is best known for co-creating Tom and Jerry and providing the vocal effects for the series' title characters. Alongside Joseph Barbera, he also founded the animation studio and production company Hanna-Barbera.

Hanna joined the Harman and Ising animation studio in 1930 and steadily gained skill and prominence while working on cartoons such as Captain and the Kids. In 1937, while working at Metro-Goldwyn-Mayer (MGM), Hanna met Joseph Barbera. In 1957, they co-founded Hanna-Barbera, which became the most successful television animation studio in the business, creating or producing programs such as The Flintstones, The Huckleberry Hound Show, The Jetsons, Scooby-Doo, The Smurfs, and Yogi Bear. In 1967, Hanna-Barbera was sold to Taft Broadcasting for $12 million, but Hanna and Barbera remained heads of the company until 1991. At that time, the studio was sold to Turner Broadcasting System, which in turn was merged with Time Warner in 1996; Hanna and Barbera stayed on as advisors.

Tom and Jerry won seven Academy Awards, while Hanna and Barbera were nominated for two others and won eight Emmy Awards. Their cartoons have become cultural icons, and their cartoon characters have appeared in other media such as films, books, and toys. Hanna-Barbera's shows had a worldwide audience of over 300 million people in their 1960s heyday, and have been translated into more than 28 languages.

Early and personal life
William Hanna was born to William John (1873–1949) and Avice Joyce (née Denby) Hanna (1882–1956) on July 14, 1910, in Melrose, New Mexico Territory. He was the third of seven children. Hanna described his family as "a red-blooded, Irish-American family". His father was a construction superintendent for railroads as well as water and sewer systems throughout the Western United States, requiring the family to move frequently.

When Hanna was three years old, the family moved to Baker City, Oregon, where his father worked on the Balm Creek Dam. It was there that Hanna would develop his love of the outdoors. The family moved to Logan, Utah, before moving to San Pedro, California, in 1917. During the next two years they moved several times before eventually settling in Watts, California, in 1919.

In 1922, while living in Watts, he joined the Boy Scouts. He attended Compton High School from 1925 through 1928, where he played the saxophone in a dance band. His passion for music carried over into his career; he helped write songs for his cartoons, including the theme for The Flintstones. Hanna became an Eagle Scout as a youth and remained active in Scouting throughout his life. As an adult, he served as a Scoutmaster and was recognized by the Boy Scouts of America with their Distinguished Eagle Scout Award in 1985. Despite his numerous career-related awards, Hanna was most proud of this Distinguished Eagle Scout Award. His interests also included sailing and singing in a barbershop quartet. Hanna studied both journalism and structural engineering at Compton City College, but had to drop out of college with the onset of the Great Depression.

On August 7, 1936, Hanna married Violet Blanch Wogatzke (July 23, 1913 – July 10, 2014), and they had a marriage lasting over 64 years, until his death. The marriage produced two children, David William and Bonnie Jean, and seven grandchildren. In 1996, Hanna, with assistance from Los Angeles writer Tom Ito, published his autobiography—Joe Barbera had published his own two years earlier.

Early career
After dropping out of college, Hanna worked briefly as a construction engineer and helped build the Pantages Theatre in Hollywood. He lost that job during the Great Depression and found another at a car wash. His sister's boyfriend encouraged him to apply for a job at Pacific Title and Art, which produced title cards for motion pictures. While working there, Hanna's talent for drawing became evident, and in 1930 he joined the Harman and Ising animation studio, which had created the Looney Tunes and Merrie Melodies series.

Despite a lack of formal training, Hanna soon became head of their ink and paint department. Besides inking and painting, Hanna also wrote songs and lyrics. For the first several years of Hanna's employment, the studio partnered with Pacific Title and Art's Leon Schlesinger, who released the Harman-Ising output through Warner Bros. When Hugh Harman and Rudolph Ising chose to break with Schlesinger and begin producing cartoons independently for Metro-Goldwyn-Mayer (MGM) in 1933, Hanna was one of the employees who followed them.

Hanna was given the opportunity to direct his first cartoon in 1936; the result was To Spring, part of the Harman-Ising Happy Harmonies series. The following year, MGM decided to terminate their partnership with Harman-Ising and bring production in-house. Hanna was among the first people MGM hired away from Harman-Ising to their new cartoon studio. During 1938–1939, he served as a senior director on MGM's Captain and the Kids series, based upon the comic strip of the same name (an alternate version of the Katzenjammer Kids that had resulted from a 1914 lawsuit). The series did not do well. Consequently, Hanna was demoted to a story man and the series was canceled.

Hanna's desk at MGM was opposite that of Joseph Barbera, who had previously worked at Terrytoons. The two quickly realized they would make a good team. By 1939 they had solidified a partnership that would last over 60 years. Hanna and Barbera worked alongside animation director Tex Avery, who had created Daffy Duck and Bugs Bunny for Warner Bros. and directed Droopy cartoons at MGM.

Tom and Jerry
In 1940, Hanna and Barbera jointly directed Puss Gets the Boot, which was nominated for an Academy Award for Best (Cartoon) Short Subject. The studio wanted a diversified cartoon portfolio, so despite the success of Puss Gets the Boot, Hanna and Barbera's supervisor, Fred Quimby, did not want to produce more cat and mouse cartoons. Surprised by the success of Puss Gets the Boot, Hanna and Barbera ignored Quimby's resistance and continued developing the cat-and-mouse theme. By this time, however, Hanna wanted to return to working for Ising, to whom he felt very loyal. Hanna and Barbera met with Quimby, who discovered that although Ising had taken sole credit for producing Puss Gets the Boot, he never actually worked on it. Quimby, who had wanted to start a new animation unit independent of Ising, then gave Hanna and Barbera permission to pursue their cat-and-mouse idea. The result was their most famous creation, Tom and Jerry.

Modeled after the Puss Gets the Boot characters with slight differences, the series followed Jerry, the rodent who continually outwitted his feline foe, Tom. Hanna said they settled on the cat and mouse theme for this cartoon because: "We knew we needed two characters. We thought we needed conflict, and chase and action. And a cat after a mouse seemed like a good, basic thought." The revamped characters first appeared in 1941's The Midnight Snack. Over the next 17 years Hanna and Barbera worked almost exclusively on Tom and Jerry, directing more than 114 highly popular cartoon shorts. During World War II they also made animated training films.

Tom and Jerry relied mostly on motion instead of dialog. Despite its popularity, Tom and Jerry has often been criticized as excessively violent. The series won its first Academy Award for the 11th short, The Yankee Doodle Mouse (1943)—a war-time adventure. Tom and Jerry was ultimately nominated for 14 Academy Awards, winning 7. No other character-based theatrical animated series has won more awards, nor has any other series featuring the same characters. Tom and Jerry also made guest appearances in several of MGM's live-action films, including Anchors Aweigh (1945) and Invitation to the Dance (1956) with Gene Kelly, and Dangerous When Wet (1953) with Esther Williams.

Quimby accepted each Academy Award for Tom and Jerry without inviting Hanna and Barbera onstage. The cartoons were also released with Quimby listed as the sole producer, following the same practice for which he had condemned Ising. When Quimby retired in late 1955, Hanna and Barbera were placed in charge of MGM's animation division. As the studio began to lose more revenue due to television, MGM soon realized that re-releasing old cartoons was far more profitable than producing new ones. In 1957, MGM ordered Hanna and Barbera's business manager to close the cartoon division and lay off everyone by a phone call. Hanna and Barbera found the no-notice closure puzzling because Tom and Jerry had been so successful.

Television
During his last year at MGM, Hanna branched out into television, forming the short-lived company Shield Productions with fellow animator Jay Ward, who had created the series Crusader Rabbit. Their partnership soon ended, and in 1957 Hanna reteamed with Joseph Barbera to produce cartoons for television and theatrical release. The two brought different skills to the company. Barbera was a skilled gag writer and sketch artist, while Hanna had a gift for timing, story construction, and recruiting top artists. Major business decisions would be made together, though each year the title of president alternated between them.

A coin toss determined that Hanna would have precedence in the naming of the new company, first called H-B Enterprises but soon changed to Hanna-Barbera Productions. Barbera and Hanna's MGM colleague George Sidney, the director of Anchors Aweigh, became the third partner and business manager in the company, and arranged a deal for distribution and working capital with Screen Gems, the television division of Columbia Pictures, who took part ownership of the new studio.

The first offering from the new company was The Ruff & Reddy Show, a series which detailed the friendship between a dog and cat. Despite a lukewarm response for their first theatrical venture, Loopy De Loop, Hanna-Barbera soon established themselves with two successful television series: The Huckleberry Hound Show and The Yogi Bear Show. A 1960 survey showed that half of the viewers of Huckleberry Hound were adults. This prompted the company to create a new animated series, The Flintstones.

A parody of The Honeymooners, the new show followed a typical Stone Age family with home appliances, talking animals, and celebrity guests. With an audience of both children and adults, The Flintstones became the first animated prime-time show to be a hit. Fred Flintstone's signature exclamation "yabba dabba doo" soon entered everyday usage, and the show boosted the studio to the top of the TV cartoon field. The company later produced a space-age version of The Flintstones, known as The Jetsons. Although both shows reappeared in the 1970s and 1980s, The Flintstones was far more popular.

By the late 1960s, Hanna-Barbera Productions was the most successful television animation studio in the business. The Hanna-Barbera studio produced over 3,000 animated half-hour television shows. Among the more than 100 cartoon series and specials they produced were: Atom Ant, Augie Doggie and Doggie Daddy (an imitation of the earlier Spike and Tyke MGM cartoons), Jonny Quest, Josie and the Pussycats, Magilla Gorilla, Pixie and Dixie and Mr. Jinks, Quick Draw McGraw, and Top Cat. Top Cat was based on Phil Silvers's character Sgt. Bilko, though it has been erroneously reported that Sgt. Bilko was the basis for Yogi Bear. The Hanna-Barbera studio also produced Scooby-Doo (1969–91) and The Smurfs (1981–89). The company also produced animated specials based on Alice in Wonderland, Jack and the Beanstalk, Cyrano de Bergerac, as well as the feature-length film Charlotte's Web (1973).

As popular as their cartoons were with 1960s audiences, they were disliked by artists. Television programs had lower budgets than theatrical animation, and this economic reality caused many animation studios to go out of business in the 1950s and 1960s, putting many people in the industry out of work. Hanna-Barbera was key in the development of limited animation,  which allowed television animation to be more cost-effective,   but also reduced quality. Hanna and Barbera had first experimented with these techniques in the early days of Tom and Jerry.

To reduce the cost of each episode, shows often focused more on character dialogue than detailed animation. The number of drawings for a seven-minute cartoon decreased from 14,000 to nearly 2,000, and the company implemented innovative techniques such as rapid background changes to improve viewing. Reviewers criticized the change from vivid, detailed animation to repetitive movements by two-dimensional characters. Barbera once said that their choice was to adapt to the television budgets or change careers. The new style did not limit the success of their animated shows, enabling Hanna–Barbera to stay in business, providing employment to many who would otherwise have been out of work. Limited animation became the standard for television animation, and continues to be used today in television programs such as The Simpsons, SpongeBob SquarePants, and South Park.

In 1966, Hanna-Barbera Productions was sold to Taft Broadcasting (renamed Great American Communications in 1987) for $12 million. Hanna and Barbera remained at the head of the company until 1991. At that point, the company was sold to the Turner Broadcasting System for an estimated $320 million, which itself merged with Time Warner, owners of Warner Bros., in 1996. This began a close association with the Cartoon Network. Hanna and Barbera continued to advise their former company and periodically worked on new Hanna-Barbera shows, including The Cartoon Cartoon Show series and hit silver screen versions of The Flintstones (1994) and Scooby-Doo (2002).

Death
Hanna died of esophageal cancer at his home in North Hollywood, Los Angeles, California on March 22, 2001, at the age of 90. After his death, Cartoon Network aired a 20-second segment with black dots tracing Hanna's portrait with the words "We'll miss you – Cartoon Network" fading in on the right-hand side. This same type of tribute happened for Chuck Jones in 2002 and Hanna's partner, Joseph Barbera in 2006, when each of them died. However, Barbera, unlike the other two, had an audio clip of his voice playing in his Cartoon Network promotional tribute. Hanna is buried at Ascension Cemetery in Lake Forest, California.

Legacy
Most of the cartoons Hanna and Barbera created revolved around close friendship or partnership; this theme is evident with Yogi Bear and Boo Boo, Fred Flintstone and Barney Rubble, Ruff and Reddy, The Jetsons family, and the friends in Scooby-Doo. These may have been a reflection of the close business friendship and partnership that Hanna and Barbera shared for almost 60 years. Professionally, they balanced each other's strengths and weaknesses very well, but Hanna and Barbera traveled in completely different social circles. Hanna's personal friends primarily included other animators. Barbera tended to socialize with Hollywood celebrities.

Their division of work roles complemented each other but they rarely talked outside of work, since Hanna was interested in the outdoors and Barbera liked beaches, good food and drink. In their long partnership, in which they worked with over 2,000 animated characters, Hanna and Barbera rarely exchanged a cross word. Barbera said: "We understood each other perfectly, and each of us had deep respect for the other's work."

Hanna is considered one of the all-time great animators and on a par with Tex Avery. Hanna and Barbera were among the most successful animators on the cinema screen and successfully adapted to the change television brought to the industry. Leonard Maltin says the Hanna–Barbera team "[may] hold a record for producing consistently superior cartoons using the same characters year after year—without a break or change in routine. Their characters are not only animated superstars, but also a very beloved part of American pop culture". They are often considered as Walt Disney's only rivals as cartoonists.

Hanna and Barbera had a lasting impact on television animation. Cartoons they created often make greatest lists. Many of their characters have appeared in film, books, toys, and other media. During the 1960s their TV shows had a worldwide audience of over 300 million people and have since been translated into more than 20 languages. The works of Hanna and Barbera also have been recognized for their music, such as The Cat Concerto (1946) and Johann Mouse (1952), called "masterpieces of animation" in part due to their use of classical music.

In all, the Hanna–Barbera team won seven Academy Awards and eight Emmy Awards,  including the 1960 award for The Huckleberry Hound Show, which was the first Emmy awarded to an animated series. They also won these awards: Golden Globe for Television Achievement (1960), Golden IKE Award—Pacific Pioneers in Broadcasting (1983), Pioneer Award—Broadcast Music Incorporated (1987), Iris Award—NATPE Men of the Year (1988), Licensing Industry Merchandisers' Association Award for Lifetime Achievement (1988), Governors Award of the Academy of Television Arts and Sciences (1988), Jackie Coogan Award for Outstanding Contribution to Youth through Entertainment Youth in Film (1988), Frederic W. Ziv Award for Outstanding Achievement in Telecommunications—Broadcasting Division College—Conservatory of Music University of Cincinnati (1989), stars on the Hollywood Walk of Fame (1976), several Annie Awards, several environmental awards, and were recipients of numerous other accolades prior to their induction into the Television Hall of Fame in 1994. In March 2005 the Academy of Television Arts & Sciences and Warner Bros. Animation dedicated a wall sculpture at the Television Academy's Hall of Fame Plaza in North Hollywood to Hanna and Barbera.

Hanna's audio of Tom Cat's screams and various vocal effects he provided for the cat and mouse from the original Tom and Jerry cartoons were reused in the 2006 direct-to-video film, Tom and Jerry: Shiver Me Whiskers, Tom and Jerry Tales (2006–2008 TV series, several season 1 episodes), and The Tom and Jerry Show (2014-2021 TV series). Outside of Tom and Jerry, his screams were modified for the Critters in Critters 2 and Critters 3, and were also used in the James Bond film For Your Eyes Only and for the caveman in the video game Prehistorik Man.

title: William Hanna


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American College of Emergency Physicians

The American College of Emergency Physicians (ACEP) is a professional organization of emergency medicine physicians in the United States. ACEP publishes the Annals of Emergency Medicine and the Journal of the American College of Emergency Physicians Open (JACEP Open).

ACEP is a partner of the National Foundation for Infectious Diseases (NFID).

History
The organization was founded August 16, 1968, by eight physicians in Lansing, Michigan. ACEP established the American Board of Emergency Medicine (ABEM) in 1976.

COVID-19
During the COVID-19 pandemic, ACEP participated in a number of efforts to promote the uptake and acceptance of COVID-19 vaccines, including as a participant in the COVID-19 Vaccine Education and Equity Project led by the Alliance for Aging Research, HealthyWomen and the National Caucus and Center on Black Aging.

In early 2021, ACEP received an $8,000 grant from Pfizer to fund a public service announcement on vaccine confidence. On March 19, 2021, ACEP published a joint statement in support of COVID-19 vaccines alongside the American College of Medical Toxicology and the American Academy of Emergency Medicine.


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Wikipedia:WikiProject Aircraft/Units

The wikipedia template, Convert converts units between metric and imperial. The basic format is: original_value original_unit.

Units in specification tables and main article text should follow those used by the original manufacturer. Display order defaults to the entered data being displayed first, but this can be changed with "|order=flip" when that isn't appropriate, so that |10|in, which would normally produce 10 in displays as 10 in.

If the original source does include multiple units, the original numbers should be used to avoid adding rounding errors.

By default, the template will convert knots and nautical miles into both metric and imperial units. Editors should include both conversions and should not use the template to intentionally exclude metric or imperial units.

Commas and spaces in the input are ignored. Multiple input values may be entered, separated with |-|, |or|, |and|, |, and|, |by|, |x| or |±|, as needed, so that |7|x|14|cm displays as 7 x, and imperial measurements with two units can be entered as |9|ft|7|in|, which displays as 9 ft. Fractions like |2+7/8|in| display as 2+7/8 in. Output does not otherwise have to be specified as the defaults usually work well.

Output precision is adjusted following the conversion units. For more or less precision, add a negative number to reduce precision or a positive number to increase it. The default usually works well except with weapon and engine dimensions, as different levels of precison are common between imperial and metric, or where the result is too precise for the quality of the original data, which may have already been subject to conversions between imperial and metric, or be approximate.

 *  180.22 knots  produces 180.22 knots.
 *  180.22 knots  produces 180.22 knots.
 *  180.22 knots  produces 180.22 knots.
 *  180.22 knots  produces 180.22 knots.

Units can be displayed in several formats, with the default being spelled out, but in most cases, the abbreviation is preferable, which is displayed by adding "|abbr=on" as an argument. There is also a short form, cvt which takes the same arguments as convert, but doesn't require the use of an abbr field.

Some commonly used unit abbreviations include:

Thrust-to-weight ratio
 * thrust to weight calculations are based on loaded weight.
 * Non-metric: Thrust and weight are both in pounds. The result is expressed without units.
 * Metric: Thrust may be Newtons (N, kN, MN etc) and weight in kg. The result is in kN/kg.

title: Wikipedia:WikiProject Aircraft/Units