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A bit short on comfort but long on off-road capabilities.. Reference: August 1978 Pickup, Van & 4wd It's been several years since PICKUP, VAN & 4WD has tested Jeep's J-20 pickup; it might as well have been several more. Very few changes have occurred since our last test, at least externally, and as a result it's very difficult to distinguish what year any Jeep pickup is. This statement isn't necessarily meant to be derogatory, although Jeep pickups are long overdue for a face-lift; after all, when you've got a good thing going, why change it? There's no doubt that the sheet metal eventually will undergo redesign; perhaps the J-20 will also one day receive an even more sophisticated front drivetrain, but in the meantime, the J-20 has a very loyal following, not the least of which are some of this publication's test crewmen. But as good as the J-20 is overall, there are some things it just is not. For instance, it is not a comfortable low speed commuter over city pavement. Surface irregularities, such as drainage gutters taken at slow speeds, transmit every little bump into that lower area of the anatomy that most of us sit upon. From that portion of the body the jounce and rebound go right on up the spinal column into the neck. Unfortunately, the human body can't be fitted with a new suspension kit to damp out these unwanted oscillations. Slow crawling over rough terrain and fist sized boulders in the outback offers the same discomfort; however, getting the J-20 up to speed irons out the rough spots. The same terrain which caused the Jeep to pitch and bounce at slow speeds could be tackled at 40 mph with very little undue transmission of road shock to the passengers. More on this later.
The standard J-20 comes with a 360cid, two-barrel-carburetted V-8 engine, as did our test vehicle; 3-speed manual transmission and part-time four-wheel drive. A 4-speed manual transmission is optional as is a Turbo 400 Hydra-matic; opting for the automatic transmission, however, requires that the vehicle be equipped with Quadra-Trac full-time 4wd, which is not available with the manual transmission. Quadra-Trac (and automatic transmission) lists for $511 when fitted with the optional low range capability. Engine options include four-barrel equipped 360 and 401 V-8s. Those folks in California, however, have to be satisfied with the standard 360 with two barrel, as that's the only engine offered to that overly protected West Coast species of funtrucker. Standard axle ratio is a 3.73:1 with a shorter 4.09 optional. A locking rear differential can be specified with part-time 4wd, but is not offered with Quadra-Trac. Standard Gross Vehicle Weight Rating (GVWR) for the J-20 is 6800 pounds. Heavy-duty options include GVWRs of 7600 and 8400 pounds. Both front and rear springs consist of two tapered leafs per corner on the standard version. The test J-20 carried the maximum G~ of 8400 pounds and was fitted with three tapered leaf springs at the rear. That 8400-pound rating explains the somewhat buckboardish riding quality of the J-20 at slow speeds. The lighter-duty 6800rated version would no doubt deliver a much more acceptable ride for city commuters and off-roaders who don't have the need for a vehicle capable of toting around 3700 pounds of payload. The base J-20 is capable of transporting more than a ton of cargo, an amount which more than meets the needs of. most off-road enthusiasts and those city dwellers who require four-wheel drive capability to survive adverse weather conditions, The 8400 GVW J-20 is rated by the factory as capable of accepting an 11 foot cabover camper or towing a trailer of up to 10,000 pounds if its tongue weight does not exceed 1200 pounds. The tongue load limit for a bed mounted fifth-wheel trailer is 2850 pounds.
The optional bucket seats in the J-20 were very comfortable and unlike the buckets in GM's pickups, do not have high backs to block the view through the rear window. The seatbacks offer good lower back support even on long trips. A folding centre armrest and cushion will accommodate an extra passenger on short trips. The passenger's bucket seat has a folding seatback for access to a small storage area. Quality control on the Jeep was about average, though paint and fill along the seams of the cargo box were sub-par in several areas. The driver's door was difficult to shut, especially with all the windows up. This speaks well for the tightness of the body, but the door could have used some readjustment, otherwise the constant slamming necessary to close it eventually would destroy the window mechanism and/or the glass itself. Interior sound level was normal for this type of vehicle, with a reading of 74 decibels on the A scale at 60 mph. In town, the J-20 proved very nimble considering its rather long 130.7-inch wheelbase. The power-assisted variable-ratio steering was smooth and easy, but retained enough road feel for precise handling. Driver visibility is very good as the seat level is high enough to allow the driver to look over a hood that isn't quite as broad or long as those of other trucks of this type. The J-20's drivetrain had less play or slop than any 4wd vehicle of any make tested by this publication. Full acceleration with an immediate lift of the accelerator pedal would not create a clunk or noticeable vibration in the drivetrain. Only when the driver turned the steering wheel to full lock would the drivetrain offer any protest, and even then the slight binding produced only a small shudder. The J-20 acquitted itself pretty well at the dragstrip. Acceleration was not outstanding, but acceptable with a 0-to-60 mph time of 14.1 seconds. The standing start quarter-mile required 19.9 seconds with a terminal speed of 67 mph. The76 Jeep J-20 tested two years ago was much quicker, covering the quarter-mile in 18 seconds flat at 75 mph; however, that vehicle was equipped with a 401 V-8 with a four-barrel carburettor.
The J-20's interior is not as commodious
as some, but it's well-finished and air-tight (above). Surprisingly, the '76 401 -equipped J20 proved to be more economical than the '78 Jeep with the smaller 360 engine by nearly a full mile per gallon13.1 to 12.2. The 401 appears to be a more efficient engine, as past vehicle tests have shown. In several cases, a 401-equipped Jeep was more fuel-efficient than a Jeep fitted with similar gearing and tires and the 360 V-8.
In evaluating the test J-20, it must be kept in mind that very few prospective purchasers of four-wheel-drive vehicles would have need for an 8400-pound GVW. As mentioned earlier, this vehicle rode far too roughly on city streets and in the dirt to be considered an acceptable vehicle unless a large slide in camper, fifth-wheel trailer or the need to transport heavy loads quite often was the prime reason for purchase. The ride and handling were very good in the rough if medium to high speeds were maintained but it's not often that this type of speed is desirable. The base 6800-pound GVWR J-20 would be far more practical for the average offroader, giving good street riding qualities, but without sacrificing off-road capabilities. The heavy-duty rated J-20 is better left to the big slide-in camper crowd or commercial businessman.
With a West Coast-delivered price of $9527 including $498 freight, the J-20 isn't inexpensive. In fact, the J-20 tested in '76 was similarly equipped and carried a substantially lower price tag of $7977. But rising prices aren't restricted to the Jeep Corporation, and 4wd vehicles with prices approaching the $10,000 figure are commonplace from all manufacturers. The J-20 is a tough machine, it's unstylish enough to be in style and will go just about anywhere four-wheeled vehicles are allowed to go. Any vehicle having those attributes has to be considered when truck purchase time comes around.
JEEP J-20 SPECIFICATIONS AND PERFORMANCE PRICES Basic list, F.O.B., Detroit, Jeep J-20 4wd. $6198Standard Equipment . 360-cid 2-bbl V-8 engine, 3-speed manual transmission, part-time 4wd, 2-speed transfer case, power front disc/ rear drum brakes, full instrumentation, heater/ defroster, 2-speed electric wiper/washers, painted front bumper, 40amp alternator, 60 amp/hour battery, 8.00 x 16.5D tires GENERAL Curb weight, lb (test model) 4670, Weight distribution, %, fr/rear 59/41 GVWR (test model) 8400 Wheelbase, in . 130.7, Track, front/rear 64.13/65.9, Overall length 204.5, Overall height 70.7, Overall width 78.9 Overhang, front/rear 29.51/43.9, Approach angle, degrees 24 Departure angle, degrees 16 Ground clearances (test model): Front axle 83 Rear axle 8.2 Oil pan 15.7 Transfer case 11.4 Fuel tank 12.6 Fuel tank capacity (U.S. gal.) 21.0, Auxiliary ..none ACCOMMODATION Standard seats - full-width bench, Optional seats bucket seats with center cushion and folding armrest, $155; with Levis trim, $175 Headroom, in 35.7, Accelerator pedal to seatback, max . 43.1, Steering wheel to seatback, max 17.7 Seat to ground 32.5, Floor to ground 21.0 Unobstructed load space (length x width x height) . 95.6 x 50.0 x 20.5 Tailgate (width x height) ..... ... 57.2 x 20.5 INSTRUMENTATION Instruments - speedometer/odometer,
fuel gauge, ammeter, oil pressure, water temp. ENGINES Standard. 360-cid 2-bbl V-8 (Only engine available in Calif.) Compression ratio ... 8.25:1 Net horsepower i@ rpm 160 @ 3200 Net torque @ rpm, lb-ft 285 @ 2000 Type fuel required . leaded or unleaded, Unleaded only in Calif. Optional 360-cid 4-bbi V-8, $50 Compression ratio 8.25:1 Net horsepower @ rpm 175 @ 3500 Net torque @ rpm, lb-ft 285 @ 2000 Type fuel required - leaded or unleaded
Net horsepower @ rpm . 195 @ 3500 Net torque @ rpm, lb-ft 312 @ 2400 Type fuel required - leaded or unleaded Standard transmission - 3-spd manual, Clutch dia., in . 11, Transmission ratios: 3rd 1.00:1 2nd. 1.83:1 1st 3.00:1 Synchromesh all forward gears Optional . 4-spd manual, $153 (Not available in Calif. or with 401 V-8)) Transmission ratios: 4th 1.00:1 3rd 1.69:1 2nd 3.00:1 1 st 6.32:1 Synchromesh ..2nd, 3rd and 4th gears Optional .3-spd automatic, $366 Transmission ratios: 3rd 1.00:1, 2nd 1.48:1, 1st ... 2.48: 1 Synchromesh . *Mandatory option in Calif. Rear axle type . full-floating hypoid Final drive ratios 3.73:11, 4.09:1 Free-running front hubs $101 * Limited slip differential $82* Transfer case . . Dana 20 2-speed (part-time), Quadra-Trac with high range (full-time), Quadra-Trac with high and low range Transfer case ratios ........ 1.00:1 and 2.00:1 (Dana 20), 1.00:1 and 2.57:1 (Quadra-Trac) *Not available with Quadra-Trac Body/frame - ladder-type frame with separate steel body, Brakes (std) .. front, 12.5-in. dia. disc; rear, 12 x 2.5-in. drums, Brake swept area, sq in . 451 Swept area/ ton (max load) 107, Power brakes - std Steering type (std) recirculating ball, Steering ratio 24:1 Power steering $212*, Power steering ratio variable 20/16.41 Wheel size (std) 16.5 x 6.0, Optional wheel sizes 16.5 x 6.75, 16 x 6.5 Tire size (std) 8.00 x 16.5D Optional tire sizes 9.50 x 16.513, 7.50 x 16C, 7.50 x 16E, 9.50 x 16D SUSPENSION Front suspension .. semi-elliptic leaf springs on live axle with tube shocks Front axle capacity, lb 3500 Optional none Rear suspension. semi-elliptic leaf springs on live axle with tube shocks Rear axle capacity, lb 5500 Optional none Additional suspension options . HD front springs, $50; HD rear springs, $40; front stabilizer bar, $39; HD front and rear shocks, $25 TEST MODEL J-20, 360 2-bbl V-8, automatic transmission, Quadra-Trac with low range, 8400 lb GVWR, bucket seats, convenience group, tinted glass, air conditioning, sliding rear window, fuel tank skidplate, tilt steering wheel, cruise control, AM/FM stereo radio, two-tone paint, 70-amp/ hour battery, custom package, sports steering wheel, spare tire lock, rear step bumper, light group, Calif. emission certification, 3.73 axle ratio, 9.50 x 16.5D tires West Coast list price (includes $498 freight) $9527 ACCELERATION Time to speed, sec: 0-30 mph . 4.0, 0-45 mph 8.1, 0-60 mph .. 14.1, 0-70 mph 21.7 Standing start, 14-mile, sec . 19.9, Speed at end, mph 67 SPEED IN GEARS High range, 3rd (3500 rpm) 82, 2nd (4000 rpm) 65, 1st (4000 rpm) 38, BRAKE TESTS Pedal pressure required for 1/2-g deceleration rate from 60 mph, lb 30 Stopping distance from 60 mph, ft 159 Fade: Percent increase in pedal pressure for 6 stops from 60 mph 83 Overall brake rating very good INTERIOR NOISE Maximum during acceleration - 75.5 At steady 60 mph cruising speed - 74.0 OFF PAVEMENT Hiliclimbing ability excellent Turnaround capability good Handling very good Ride fair/very good* ON PAVEMENT Handling . very good Ride poor Driver comfort good Engine response very good FUEL CONSUMPTION City/freeway driving, mpg 12.2 Off pavement 7.9 Range, city/freeway driving, miles 222 Range, off pavement 144 |
The J-20
obtained from Jeep for this test was the top of the line Custom model 
Sliding into the cab of the J-20 immediately makes one aware of the
fact that the interior is not as roomy as a comparable Ford, Dodge or 
Several weeks
after we obtained it, the Mocha brown and beige Jeep was