Windshield Adjuster
Windshield Adjuster Then Came The CJ - The First Civilian Jeep The first Jeep was fostered and conceived in Butler, PA, by the American Bantam Car Company. Willys would shortly thereafter win the ...
Windshield Adjuster
Then Came The CJ - The First Civilian JeepThe first Jeep was fostered and conceived in Butler, PA, by the American Bantam Car Company. Willys would shortly thereafter win the Army's primary contact for building the Willys (the MB) with Ford also receiving a contract to build the vehicle (the GPW) during WW II. From 1941 to 1945 over 700,000 of these vehicles were built by the two companies. The Willys would then go through a transition into a civilian Jeep, thus the beginning of the CJ. Willys began experimenting with a civilian jeep (CJ) version in 1944, the first one being the CJ-2. They were almost identical to the Willys MB with the major exceptions being larger headlights, a column shifter, and side mounted spare tires. They were oftentimes referred to as Agrijeeps and there were only about 36 actually produced. Willys was targeting the farming community with their first efforts to introduce the Jeep into the civilian population. The first real commercial effort of the Jeep was the CJ-2A, which was manufactured from 1945-49. From looking at advertisements for the CJ-2A you can see that these first civilian Jeeps were being sold primarily as an all- purpose vehicle to the American farmer, and hence the name Agrijeep for the CJ-2. The initial production of the CJ-2A relied heavily upon MB components. Originally the CJ-2A's employed the full floating rear axles, windshield adjusting arms, exhaust systems, and parking lamps that were used on the Willys MB. The CJ-2As looked like a Willys MB with a side mounted spare tire, column shifter and full sized headlights. It was only later on when the Willys MB stockpile of parts was in serious decline that changes were made to the CJ-2A. It was during this phase that the column shifter was discontinued and the Dana / Spicer axles were introduced replacing the full floating rear axle. Dana / Spicer and Jeep would have a long lasting relationship from this point to 2005. Other changes were primarily cosmetic and resulted in the addition of chrome trimmings and later on the introduction of more exterior colors to select from. Initially there were only two color choices for the CJ-2A and they were Pasture Green and Harvest Tan. The first colors added were Princeton Black, Normandy Blue, Michigan Yellow and Harvard Red. Later on Picket Gray, Luzon Red, Potomac Gray, Olive Drab and Emerald Green were added. Eventually Harvard Red, Picket Gray, Normandy Blue and Michigan Yellow were dropped. The changes initiated with the CJ-2A would see more development with the next CJ version the CJ-3A, which was introduced in 1949. The CJ-3A was the final run of the lower hood flat fender CJ. Only a few changes were made from the CJ-2A to the 3A and most were visual ones. The windshield became a one-piece design with the vent right below it. The CJ-3A was manufactured for four years (1949-53). During this time approximately 132,000 units were manufactured, with a stripped Farm Jeep available during 1951-53. The "Farm Machine" had a standard drawbar and Power Train Output. In it's last year of production (1953), the CJ-3A was built along with the new high-hood, F-head engine, CJ-3B. It was also during 1953 when Willys-Overland was sold to the Kaiser Company, who then became the owner and maker of Jeeps. The first higher hood Jeep, the CJ-3B, was essentially a CJ-3A with the taller F-head engine fitted and a higher hood to give it the needed clearance for the motor. It appears that it was originally intended as an interim model, but it stayed in production from 1953 up through 1968, and was offered as a short wheelbase option. Only a few thousand of these were built a year with a total of over 155,000 assembled in the U.S. The longest running production Jeep is the CJ-5, which was produced from 1954 through 1983, twenty-nine years. This was the Kaiser Company's first overseen production model and it proved to be a huge success. Over 603,000 were manufactured, making them the most popular CJ by far. It was during the successful run of the CJ-5 when the American Motors Corporation purchased Kaiser Jeep in 1970. Special editions of the CJ-5 were made of this model including the Super Jeep and the Golden Eagle. Various options were offered for the CJ-5 during its run including a V-8 engine and rear limited slip differentials. When referring to a CJ this is the version most everyone thinks about. There were other CJ models offered during the popular run of the CJ-5. The CJ-6 was manufactured from 1955 to 1975. It was made to offer customers an option of a longer vehicle. The CJ-6 was basically a CJ-5 stretched an extra 20 inches. This version offered a lot more room for storage but still delivered the Jeep offroad capabilities. Less than 51,000 of these were made. The CJ-5A and the CJ-6A were also made during the CJ-5 era. These models were produced during 1964 through 1967. They were an attempt to capture an audience interested in a sportier version of the CJ-5. The CJ-5A and CJ-6A had a column shifter, T-90 transmission, wheelhouse cushions, 2-stage variable springs, and chrome-plated hood hinges, outside mirrors, taillights and a center mounted license plate bracket. Later on in 1965 a V6 was standard along with bucket seats. These models never gained popularity, as the American public was not interested in paying a premium for the upgrades. The CJ-7 was built from 1976 through 1986 and offered somewhat of a compromise between the CJ-5 and the CJ-6 wheelbase. The CJ-7 was just long enough for room and comfort but short enough to get down and dirty on the trail. It was proven to be a popular vehicle on all fronts. Approximately 379,000 units were built in its ten years of production. The 1976-79 models were available with the high-powered AMC 304 V-8. The CJ-7's extra length of wheelbase also allows for a wider option of drive train modifications over its predecessor the CJ-5. From 1981 through 1985 the last of the CJ's were made, the CJ-8 Scrambler! AMC built the Scrambler as a pickup with a 103-inch-wheelbase. It came in soft and hard top versions. Despites it's popularity today, the Scrambler was a very modest success back in its manufacturing period. Only a little over 27,000 of these models were built. The next civilian Jeep made would be the YJ Wrangler in 1987. The introduction of the YJ would close the book on the illustrious and famous CJ line of Jeeps. About the Author Al likes to learn and write about one of the true American Automotive Legends, The Jeep. When working, Al is a manager for a leading on-line retailer of Jeep aftermarket parts and accessories, Xtreme Terrain Concepts – http://www.xtremeterrain.com |
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Crunch! Now what?
We’ve all been there, and if we haven’t, then we will be one day: a car accident. Regardless of fault, anything over a minor bump is going to cause us considerable time and stress. With 6 years in the auto claims industry with various insurance companies, I’ve seen and heard it all. Although we almost certainly will all have a car accident, very few of us know exactly what to do when one occurs. This article will help to explain what to expect at the loss scene.
The first thing to do when an accident or loss occurs is to make sure everyone in the vehicle is okay. Unfortunately, many peoples’ initial reaction is anger, and they fail to ensure that they are not injured. The last thing that a person wants is to have a whiplash injury that is exasperated by jumping out of a car due to anger in the middle of an intersection.
Many people are under the impression that they cannot move their vehicle once the loss occurs. This is not only usually incorrect, it can be very dangerous. Intersections and interstates are the most common accident locations and thus the most hazardous. Move the vehicles to the side and/or out of harms way. In most accident situations, fault is going to be determined by both the insurance company and the police officer that arrives on the scene, regardless of the positioning of the vehicles. If you are in doubt, take a quick picture with a camera or cell phone.
This brings us to the next quandary that people face: Do we really need to call the police? Well, that all depends on the situation. If someone is hurt or there is considerable damage to either vehicle, then the answer is an emphatic YES. Many people will get into a car accident and upon seeing minimal damage to their vehicle, feel that the police are not necessary. The main purpose of calling the police is for a report to be filed. It is in the best interest of the persons involved to have a written record from law enforcement. Most people are generally honest, however, many will take advantage of an accident situation. I have handled many claims where a police report was not filed, and when it came time to give statements to the insurance company, suddenly there were more people in the vehicle (all of whom were inevitably injured). Whenever possible, call the police for the protection of all of the parties involved.
While waiting for the police to arrive, take the time to scan the scene (again making sure that you are now in a safe location). In many traffic accidents, the two parties are able to remain amicable throughout the process at the scene. If this is not feasible, remain in your car, especially if you do not feel safe. Assuming that you are able to, exchange information with the other driver. Many people feel that this will be done by the police officer, and neglect this key step. While the officer, will likely take down each person’s information, it is unlikely that he or she will provide you with a copy of the report at the scene. What this means is that your insurance company will not be able to speak with the other person until the report becomes available, which usually takes between 5-10 business days, but can take as long as 30 days, depending on where you live. This may also help with the recovery or waiving of your deductible, if applicable.
Aside from the person’s personal information, be sure the get other key info while at the scene. One can never have too much information when it comes to accident investigations. Jot down the license plate number of the car and even the VIN number if able. (This is located in several places on the vehicle, but the easiest to see is through the base of the windshield on the driver’s side of the car on a small metal plate on the dashboard). Many times, people will only have one vehicle insured, but will be driving a different car with the same license plate. Identifying the vehicle as well as the license plate will aid in the claims adjusters investigation. If there are any witnesses at the scene, get their information too. Witnesses, have saved many of my insured’s from undue headache, since they were able to provide pivotal loss details such as: actually seeing the loss occur, who the driver was, what color the light was, etc.
Once the officer arrives, it is important to give them your undivided attention (hang up the cell phone). Pay close attention to which department they are with. For example, are they with the Highway Patrol or the County Sheriff? This will aid in securing a copy of the completed report if necessary for the insurance company’s investigation. If available, also try to get the police report number from the officer.
This is the point when an otherwise amicable scene can turn ugly. Knowing what to expect, and what will likely occur will help you to remain calm and level headed. Very few people in an accident will acknowledge complete fault. Even if the person rear-ended another driver, the fact that the driver stopped short, or slammed on the brakes will often come into the equation. Most police officers prefer to take each driver’s statement separate for this very reason. Do your best to accurately explain the “facts of loss” to law enforcement, focusing on the specific facts (did you have a green arrow, how long were you stopped at the red light, etc.). Many times, law enforcement will decide who he or she feels is at fault while at the scene. Understand that the insurance companies will make their own assessment after they have completed their investigation. Oftentimes their liability decision is the same as the police officers’, but not always.
Once the officer has completed their report (which will likely occur 1-2 hours after the loss occurred), the determination will be made as to whether both vehicles are drivable. If you feel that your vehicle is not drivable or is not safe to drive; have it towed. A deployed airbag, while not affecting the drivability of the vehicle, is a safety concern that shouldn’t be taken lightly. Most law enforcement departments have a “roster” of tow companies that they will use to randomly call in a tow. One thing to be aware of is that many times when a tow truck is dispatched to the scene of an accident, it will only tow your vehicle to their tow lot or to the police impound. Whenever able, have the vehicle towed to your home. This will prevent storage costs and help to mitigate the frustration of having your vehicle (and its contents) at some strange tow yard
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