Jeep XJ

[Jimmyb]

The Jeep Cherokee (XJ) is a unibody (monocoque) compact SUV. It shared the name of the original full-size SJ model, but without a body-on-frame chassis, it set the stage for the modern SUV. Its innovative appearance and sales popularity spawned important imitators as other automakers began to notice that this model began replacing regular cars.[3] It was built in Toledo, Ohio in the United States in Beijing , China, in Ferreyra, Argentina and Valencia, Venezuela . The XJ platform provided the mechanical basis for the MJ-series Jeep Comanche pickup.

The XJ was selected by Robert Cumberford of Automobile magazine as one of the 20 greatest cars of all time, calling it "possibly the best SUV shape of all time, it is the paradigmatic model to which other designers have since aspired."

1984-1996Designs of the XJ Cherokee date back to 1978 when a team of American Motors (AMC) and Renault engineers drew several sketches. A few clay models were based on the existing SJ Cherokee. Early sketches of the XJ Cherokee had a European influence, and most of the styling cues were done by AMC engineers under the direction of Richard Teague. The ongoing debate suggests that Renault sketch artists were involved right after the 1979 partnership with AMC.[citation needed] Noticing that General Motors was developing a new two-door S-10-based Blazer, AMC decided to design an entirely new four-door model, but worried about rollovers, Gerald C. Meyers hired one of Ford's best engineers, Roy Lunn to design what is known as the Quadra-Link suspension.[5] François Castaing developed the drivetrain using a much smaller engine than normally found in 4WD vehicles and reduced the weight of the new model,[6]


1984-1990 Jeep Wagoneer (XJ platform)
1994–1997 Jeep Cherokee (XJ) Sport (Australia)The XJ Cherokee introduced in 1984 was the first Jeep with a ladder-boxed chassis integrated into a single monocoque unit rather than the traditional separate body-on-frame construction.

Both two- and four-door versions of the XJ Cherokee were offered throughout its lifetime, each having exactly the same track and wheelbase measurements. Two-door models, however, received longer doors and front seats that could fold forward to assist in rear passenger entry and exit. This was in addition to extended-length rear windows that did not open, although an optional rear vent window was available on some models. Its appearance has led some to mistakenly believe that the two-door models are a short wheelbase version of the four-door.

A variation on the Cherokee from 1984 through 1990 was the Jeep Wagoneer. These were unrelated to the similarly named full-sized Grand Wagoneer models that had carried the Wagoneer name before this point. The compact XJ Wagoneer was available in two trim levels: the "Wagoneer" and the "Wagoneer Limited". Both Wagoneers were distinguished from the Cherokee models by their two vertically arranged headlights on both sides. The Wagoneer Limited came with vinyl wood trim on the sides and leather seats embossed with "Limited."

This version was the first to be sold in Europe; it was launched in 1992 in some markets, 1993 for the United Kingdom. Early versions had the 4.0 L (242 CID) six-cylinder engine only; the 2.5 L (150 CID) engine did not arrive in Europe until 1995.

In mid-1985, a two-wheel-drive version of the Cherokee was added to the lineup. This marked the first time any Jeep product was offered with two-wheel drive since 1967, and was done in the hopes of attracting a few more buyers who didn't need (or want to pay for) four-wheel drive. When the XJ Cherokee-based Comanche (MJ) truck was introduced, it was also available in two- and four-wheel drive. The new two-wheel-drive models shared the front suspension with four-wheel-drive models. Jeep simply used a single axle tube from hub to hub with no differential between, resulting in a low added cost front suspension.


1993-1996 Jeep Cherokee XJ (Japan)American Motors's compact XJ Cherokee was to be replaced by a new and larger model known as the ZJ (later named the Jeep Grand Cherokee when introduced in 1993) that was under development by AMC.[7] However, the smaller model's continuing popularity caused Chrysler executives to rethink this decision, and while the ZJ models were introduced in 1993, the XJ models were retained until 2001. The Jeep XJ has remained a popular choice by off-roading enthusiasts due to its potent off-roading capability in stock form. Its popularity has resulted in strong ongoing aftermarket support in the form of a wide variety of products and upgrade availability.

[edit] Engines1984-1985 2.5L (150 CID) I4 carbureted - 105 hp (78 kW) @ 5000 rpm, 132 lb·ft (179 N·m) torque @ 2800 rpm
1986-1990 2.5L (150 CID) I4 TBI (fuel injected) - 117 hp (87 kW) @ 5000 rpm, 135 lb·ft (183 N·m) @ 3500 rpm updated in 87-90 to 121 hp (90 kW)
1991-2000 2.5L (150 CID) I4 MPI (multi-port injection) - 130 hp (97 kW) @ 5250 rpm, 139 lb·ft (188 N·m) @ 3250 rpm
1984-1986 GM 2.8L V6 - 115 hp (86 kW) @ 4800 rpm, 145 lb·ft (197 N·m) @ 2400 rpm
1985-1987 Renault 2.1L 4cyl. Turbo Diesel - 85 hp (63 kW) @ 3750 rpm, 132 lb·ft (179 N·m) @ 2750 rpm
1987 4.0L (242 CID) I6 RENIX FI 242 - 173 hp (129 kW) @ 4600 rpm, 224 lb·ft (304 N·m) @ 4000 rpm
1988-1990 4.0L (242 CID) I6 RENIX FI 242 - 177 hp (132 kW) @ 4600 rpm, 225 lb·ft (305 N·m) @ 4000 rpm
1991-1995 4.0L (242 CID) I6 MPI (High Output) - 190 hp (142 kW) @ 4600 rpm, 235 lb·ft (319 N·m) @ 3200 rpm
1996 4.0L (242 CID) I6 MPI (High Output) **Chrysler Block Cast** - 190 hp (142 kW) @ 4600 rpm, 235 lb·ft (319 N·m) @ 3200 rpm
Foreign Engines

1984-1986 2.1 L Renault turbodiesel I4
[edit] 1997-2001
1997-2001 Cherokee Sport 4-door
1997-2001 Cherokee Sport 2-door (Germany)
A 1997 Cherokee XJ on a rally in MoroccoAfter 13 years of production, 1997 saw the Cherokee receive updated exterior and interior styling. Both the two- and four-door bodies remained in production, receiving a steel liftgate (replacing the fiberglass one used previously),a new taillight design, additional plastic molding along the doors, as well as a new front header panel that featured more aerodynamic styling.

The interior was similarly updated with an all-new design and instruments, and a stiffer unibody frame brought improvements to Noise, Vibration, and Harshness (NVH) measurements. Also contributing to NVH improvements were new door seals that reduced wind noise at higher speeds.



In the middle of the 1999 model year, vehicles with the 4.0 liter (242 CID) engine received a much improved intake manifold. This was done to help counteract smaller exhaust porting on the latest casting of cylinder heads, which was done to meet more stringent emissions control laws. Both the 4- and 6-cylinder engines were offered through the 2000 model year, though only the straight-six was available in 2001. For the 2000 and 2001 model years, all six-cylinder XJs received a distributorless ignition system using coil-on-plug ignition replacing the 'traditional' system previously used; coupled with better exhaust porting and the newer intake manifolds, this gave a minor increase in power over the previous models. Transmission, axle, and transfer case choices were carried over from the previous models.

However, major changes were underway with a new executive, Wolfgang Bernhard, who was known as a "cost-slasher" nicknamed "whirlwind", came from Mercedes-Benz to turn around Chrysler.[8][9] "One of the first moves Bernhard made when he came to Chrysler in 2000 was to help kill the Jeep Cherokee, an aging, somewhat bland SUV."[10] Thus, the (XJ) Cherokee line was replaced in 2002 by the Jeep Liberty (KJ) , although it is called the "Cherokee" in most foreign markets.

When (XJ) Cherokee production ended in mid 2001, the portion of the Toledo South Assembly Plant devoted to its production was slowly torn down.

[edit] Engines1996-1999 4.0L (242 CID) I6 MPI (High Output) **Chrysler Block Cast** - 190 hp (142 kW) @ 4600 rpm, 235 lb·ft (319 N·m) @ 3200 rpm
2000-2001 4.0L (242 CID) I6 MPI "Power Tech" - 193 hp (144 kW) @ 4600 rpm, 243 lb·ft (329 N·m) @ 3200 rpm
Foreign Engines

1997-2000 2.5 L (150 CID) AMC 150 I4, 130 hp (97 kW)
1997-2001 2.5 L VM Motori turbodiesel I4 (sold in Europe, Australia and South America)
1997-1999 4.0 L (242 CID) 242 I6, 190 hp (142 kW)
2000-2001 4.0 L (242 CID) 242 Power Tech I6, 193 hp (144 kW)
Not available in the US Italian VM 2.5L Turbo Diesel - 140 hp (104 kW), 236 lb·ft (320 N·m) torque

Trim levelsBase - 1984-1993
SE - 1994-2000
Wagoneer - 1984-1990
Briarwood - 1991-1992
Pioneer - 1984-1990
Pioneer Olympic Edition - 1988
Chief - 1984-1990
Sport - 1988-2001
Country - 1993-1997
Classic - 1996, 1998–2001
Limited - 1987-1992, 1998–2001
Laredo - 1985-1992
Freedom - 2000
60th Anniversary - 2001
Available driveline components[edit] Manual transmissions1984-only : Borg-Warner T-4 4-speed manual, used with 2.5 L I4 only, 21 spline output.
1984 – 1987 : Aisin-Warner AX4 4-speed manual, used with 2.5 L I4 only, 21 spline output.
1984-only : Borg-Warner T-5 5-speed manual, used with 2.5 L I4 and 2.8 L V6, 21 spline output.
1984 – 2000 : Aisin-Warner AX5 5-speed manual, used with 2.5 L I4, 2.1 L I4 diesel, and 2.8 L V6, 21 spline output.
1987 – Mid-1989 : Peugeot BA-10/5 5-speed manual used with 4.0 L I6, 21 spline output.
Late-1989 – 1999 : Aisin-Warner AX15 5-speed manual, used with 2.5 L I4 diesel, 4.0 L I6, 23 spline output.
2000 – 2001 : New Venture Gear NV3550 5-speed manual, used with 2.5 L I4 diesel, 4.0 L I6, 23 spline output.
Automatic transmissions1984 – 1986 : Chrysler A904 3-speed automatic, used with 2.5 L I4 and 2.8 L V6.
1987 – 2001 : Aisin-Warner AW-4 4-speed automatic, used with 4.0 L I6.
1994 – 2000 : Chrysler 30RH 3-speed automatic, used with 2.5 L I4.
Transfer casesAll the transfer cases used on the Cherokee were chain driven with aluminum housings. Command-Trac was standard on XJ models built with 4WD.

1984 – 1987 : New Process NP207 "Command-Trac", part-time only, 2.61:1 ratio with low range
NP207 has the following settings:

1987 – 2001 : New Process NP231 "Command-Trac", part-time only, 2.72:1 ratio with low range
NP231 has the following settings: 2HI, 4HI, N, 4LO

1987 – 2001 : New Process NP242 "Selec-Trac", full-time/part-time, 2.72:1 ratio with low range
NP242 has the following settings: 2HI, 4 full time, 4 part time, N, 4LO

AxlesThe Jeep XJ utilizes front and rear solid (live) axles as opposed to independent front and/or rear axles. This configuration allows the XJ to have superior off-road capability and performance at the expense of some on-road comfort and drivability. Mid-1985 and later two wheel drive models used the same basic suspension with a single tube connecting axle ends with no differential.

Front Axle1984 – 1996 : Dana 30, High Pinion, Reverse Cut, 27-spline axleshafts (1989 – 1995 : with ABS used 5-297x universal joints, non-ABS had 5-260x universal joints. Note: Certain XJ models were produced with constant-velocity joints instead of universal joints.)
1996 – 1999 : Dana 30, High Pinion, Reverse Cut, 297x/760 universal joint, 27-spline axleshafts.
2000 – 2001 : Dana 30, Low Pinion, Standard Cut, 297x/760 universal joint, 27-spline axleshafts.
1985 – 2001 : Straight non-driven front axle for two wheel drive only.
[edit] Rear Axle1984 – 1989 : Dana 35, non c-clip, with anti-lock braking system (ABS) or non-ABS.
1990 – 1996 : Dana 35, c-clip, ABS or non-ABS.
1997 – 2001 : Dana 35, c-clip, ABS.
1991 – 1996 : Chrysler 8.25", c-clip, non-ABS, 27-spline axleshafts.
Late-1996 – 2001 : Chrysler 8.25", c-clip, non-ABS, 29-spline axleshafts.
1987 – 1990 : Dana 44, non-abs, 30-spline axleshafts.
[edit] Axle Gear RatiosJeep XJs came in several standard gearing ratios:

3.07:1, manual transmission, I6 engine.
3.54:1, automatic transmission, I6 engine with Dana 44 rear differential.
3.54:1, manual transmission, I4 diesel engine with Dana 35 rear differential.
3.55:1, automatic transmission, I6, V6 engines; manual transmission, I4 engine.
3.73:1, automatic transmission, I6, Tow Package, UpCountry Package.
4.10:1, manual transmission, V6; automatic transmission, I4 engine.
4.56:1, automatic transmission, I4, offroad or tow package.
[edit] SuspensionThe Jeep XJ utilizes a coil spring front suspension with a leaf spring rear suspension.


[Front SuspensionThe Jeep XJ utilizes the Quadra-Link front suspension. This suspension design locates the axle with four control arms to control up and down movement, two above the axle and two below it. A panhard rod, also referred to as a track bar, is used to locate the axle central to the vehicle. Two coil springs are seated on top of the axle housing as well as two gas-charged shock absorbers. A sway bar is utilized to reduce body roll in turns.

Rear SuspensionThe XJ uses a leaf spring rear suspension. Each leaf pack contains four leaf springs with a fixed eye at the front of the spring and a compression-style shackle at the rear of the spring. Two gas-charged shock absorbers are also used, along with a mild anti-sway/anti-roll bar. The suspension used on vehicles with the optional UpCountry Package did not employ the rear anti-sway/anti-roll bar and provided one inch of lift over the standard suspension.

[Jimmyb]

In 1984, American Motors Corporation (AMC) introduced a new, downsized line of Wagoneer and Cherokee that bore no relation to previous full-size (109in. wheelbase) Jeeps. These new Cherokees had unit-body construction, weighed almost 1000 lbs. less, were 21in. shorter, 6in. narrower and four inches lower in height than their predecessor. Redesigned at the last minute into a four-door model, the XJ Cherokee proved wildly popular in the United States and sales soon exceeded 100,000 units per year, temporarily reviving AMC fortunes. Chrysler Corporation bought AMC Corporation in 1987 mainly to receive the revenue from Cherokee sales, and these sales are widely acknowledged to have saved Chrysler Corporation from financial ruin during the dark days prior to the introduction of new models.

The Cherokee utilizes live axles (Dana 30 front, Dana 35 or various rear) together with coil springs and Panhard bar in front with four locating arms with a front anti-swaybar, rear suspension is by two longitudinal leaf springs. This suspension proved remarkably flexible and durable in factory form for off-road use. The vehicle's 100.4in. wheelbase and relatively narrow dimensions is ideal for many persons, providing the agility of smaller Jeeps with the cargo and people-carrying capacity for extended off-road excursions.

Standard engine in the U.S. has been a 2.5L four cylinder gas (petrol) engine, originally with carburettor and four-speed transmission, later with five speed overdrive transmission and throttle body fuel injection (also available with automatic transmission). Optional engines were the 2.1L Renault turbo-diesel four-cylinder, available 1985-1987, and a General Motors 2.8L (gas, petrol) V6, available 1984-86. In 1987 a 4.0L Power Tech six-cylinder inline OHV MPI gas (petrol) engine became a factory option and proved very popular in the United States, lowering 0-60 mph (0-100km) times to 10.0 seconds and providing much-needed torque off-road. In that same year the Aisin Warner 30-40 LE four-speed automatic with overdrive and lock-up torque converter also could be ordered with the six-cylinder engine.

The inline four- and six-cylinder gas (petrol) engines have established themselves as extremely reliable performers in the U.S., some going well over 450,000km before rebuild. In export models, the Cherokee has been offered in recent years with an Italian-made [VM] 2.5L turbo-diesel.

In addition to comfort options, the Jeep Off-Road or Up-Country package provides the Cherokee with additional capabilities. This package consists of skidplates for front suspension, transfer case, and fuel tank, revised front and rear springs with 1-inch higher ride height, two front and one left rear tow hooks, 15x7in. tyres with P225/75R15 radial tires, and gas-pressurized shock absorbers. In recent years a 16x7in. wheel option with matching tyres has become available. In 1989 the 20.2 U.S. gallon (76.5 Liter) fuel tank was made standard throughout the U.S. Cherokee line, greatly improving range.

Cherokees have been fitted with a wide variety of rear differentials. The Dana 35 (7.5-inch) and 35c, with or without c-clip retained axles, is most often found, with later Cherokees often being built with the Chrysler Corporate 8.25-inch rear differential, also with c-clip axles. By far the most sought after however is the Dana 44 8.5-inch semifloating (non-c-clip) rear differential with its heavy-duty iron housing, found only on some 1987-88 U.S. market Cherokees with towing package and (believed) some export models intended for rough-duty usage. The C-clip axles, while sufficient for moderate four-wheel use, can break under heavy load, resulting in separation of the wheel and axle from the vehicle.

A vast array of off-road modifications are currently available for the Cherokee. The most popular modification is a suspension lift and larger tires. While the Cherokee can be successfully lifted up to 5-6in. (127-152mm) and used with up to 35in. tall (889mm) tyres, most owners opt for a moderate 3-4in. (76-101mm) lift with commensurately wider tyres (31x10.50R15 or 265/75R15 is common). Longer rear spring shackles avoid frame rail contact and increase articulation. Disconnecting the front anti-swaybar will provide an immediate increase in travel of 3-4 inches, and most off-road ready Cherokees sport quick disconnects for the front anti-swaybar. Other modifications include the Dana 44 or other heavy-duty rear axle, often sporting a locking differential such as the Detroit Locker or ARB, heavy-duty roof cargo racks, external body and undercarriage armor, heavier bumpers, air-tanks, underhood welders, dual batteries, etc.

While the Cherokee has been a remarkably durable vehicle on and off-road, there do exist opportunities for improvement. The original radiator fitted to earlier models proved inadequate for hot climates and a large two or three-core replacement offers better cooling, especially when going off-road. The front wheel bearings are a narrow-spaced design shared with the Jeep Wrangler and are of unit design with the hub, making lubrication difficult. Because of the narrow spacing of the front wheel bearings and the resultant increased leverage, the use of deep-dish or negative-offset wheels with the Cherokee, particularly with larger tyres and wider wheels, is not recommended. The alternator-to-relay and relay-to-battery wiring is very small, typically 8- or 10-gauge wire, and serves as a electrical bottleneck. The grounding path for the Cherokee is also poor, with no direct battery to chassis ground (the ground is routed to the engine and thence by tiny grounding strap to the chassis). Many owners have upgraded this alternator and relay wire to 4-gauge cable, and the battery cables to 1/0 or 2/0 gauge welding cable for faster starts, cooler electrical connections, and improved voltage at the relay. The rear slip-yoke driveshaft design of the Cherokee occasionally gives vibration troubles, especially after a suspension lift, and numerous U.S. manufacturers now offer a redesigned transfer case output design to eliminate these problems.

[mjs]

Early '95 Brochure



Pricing for Cherokee Sport. Early '95 (Limited shown)