Hence, the aluminum Scrambler tub was born. Jeep only hit 65,000 vehicles overall, with J-series trucks, Cherokee, and Wagoneer thrown in - and at that, it was a peak for Jeep under AMC, their best year since buying it from Kaiser in 1970).Already in the business of manufacturing aluminum replacement and competition Jeep bodies, Knight decided it was time to add the popular Scrambler edition to the lineup. (To put production into perspective, they made 3,100 CJ-5s and over 37,000 CJ-7s. Scrambler production fell to 5,407, and the price fell to $6,765. They made just 7,759 in this second year.įor 1983, the six cylinder engine got boosted compression and a knock sensor.
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A Warner five-speed manual transmission became optional (the four-speed was still standard, and the three-speed automatic was still optional), and cruise control was optional with the manual transmissions the company switched to "low-drag" front disk brakes.įollowing a national jeans craze, buyers could get the Scrambler with a "denim look" as part of the SR Sport package, which included blue, black, or nutmeg "denim vinyl." The price rose to $7,563 ($8,392 with hardtop).
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In 1982, AMC increased the tread width by 3.4 inches in front, 4.6 in rear and moved the standard spare tire from the back of the tailgate to the roll bar, switching to a mini-spare as they did so a full size spare on the tailgate was now optional (this cut length to 169 inches). Scrambler's first year was its best, with 8,355 made.
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The SL Sport added everything from SR Sport, plus tan or black Cara-grain vinyl seats, leather-wrapped steering wheel and passenger assist bar, pinstriped instrument panel, console unit, indoor/outdoor carpet, stripes, trim upgrades, chromed exterior parts, clock, tachometer, and hood insulation, along with a vinyl soft half-cab or hard top half-cab with steel doors. The SR Sport package included a soft-feel, three-spoke steering wheel, day/night mirror, courtesy lights, dashboard overlay, rocker panel moldings, front frame cover, hood decals, larger tires with large white letters, an underhood light, black, blue, or tan fabric seats, and spare lock and cover. The full-size Dodge Ram D-150's base price was lower, its payload higher - and its fuel mileage lower, even with a diesel.
It was also much smaller than full-size pickups (103.5" wheelbase, 177" length, 69" high - 70.5" with hardtop). The pickup was moderately expensive ($7,288 list), albeit in line with the CJ-7, and much cheaper than the J-trucks. The minimum ground clearance was 7.6 inches, the same as CJ-5 and CJ7. Scrambler rode on G78x15 (P215/75R15) tires the front and rear suspensions both used leaf-springs, with four leaves (170 inch-lb) in front and four or five in back (185 inch-lb five leaves for hardtop). Standard-for-the-time recirculating ball steering had a 24:1 ratio, with variable power optional (that dropped the ratio to 17.5:1). The fuel tank took 20 gallons of fuel, but when skid plates were ordered, that dropped to 15. Brakes were manual, with discs up front and drums in the rear power brakes were optional. Like CJ-5 and CJ-7, the Scrambler had part-time four wheel drive with manual-locking, free-wheeling front hubs the Dana 300 transfer case had a 2.62:1 low gear. AMC itself referred to it as both CJ-8 and Scrambler in its brochures. Technically, the Scrambler was dubbed CJ-8 in some countries it sold as the CJ8 Overlander. Scrambler was a two-seater, with 39.1 inches of legroom, and 53.8 inches of hip and shoulder room. Postal Service ordered 230 of these for mail delivery in harsh conditions. There was also a "world cab," which converted the pickup into a van Alaska's branch of the U.S. Unlike most pickups, Scrambler used the CJ series' choice of soft or hard (fiberglass) tops, both of which could be removed by the owner.
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