1983 Jeep Cherokee

Located in Melbourne, Victoria, Australia.

Registration ran out in 2015

No  reg or roadworthy


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Car includes:

    360 cubic inch V8 (6 litres) with high performance manifolds and 4 barrel Holley carburettor.
    The car shows 357,734 kilometres on the clock but the motor is less than 20,000 kilometres since complete rebuild by PALS automotive (Hot Rod builders in Victoria).

    Gas and petrol

    Spare engine block and assorted parts
    (incl. original 2 barrel carb and manifold).

    727 Automatic

    Front and rear ARB air-lockers.

    Rebuilt front and rear diffs
    Changed from being 2 pinion to 4 pinion (bigger beefier diff assemblies).
    Rear Differential = AMC series 70 (approx 9” in size), Front Differential = Dana Spicer 44
    Both diffs converted by ARB. Rear diff rebuilt by Victoria Differentials in Mitcham.

    New Process transfer case (as found on Ford F100 etc)

    Large ventilated front discs.

    Galvanized body.

    Onboard air pump.

    AM and UHF 2 ways

    Two sets of wheels.
    The original Jeep mag type fitted with Dunlop’s plus a set of Peco Star rims with BF Goodrich mud terrain.

    Rear facing seat (dicky seat).
    Has extra rear seat with seat belts fitted for seven people (but don’t know if it was ever registered this way).

    Hayman Reece towbar with over-riders on rear springs.


    New battery

    brake booster
    New brake booster

    New rear diff with air locker. Reset springs and new shockers.

    360 cu inch (6 litres) V8.

    New electronic ignition system

    New radiator with larger core. Note the air conditioner is not connected.

    Even a lot of smaller incidental items like solenoid switches etc have been replaced.


What we believe makes these original Jeep Cherokees better than other 4x4’s.

Power. There is no substitute for horsepower but more importantly, there is absolutely no substitute for torque and these things have it in bucket loads. Going up a hill, pulling out tree stumps or just taking off at the lights, six litres of brute force just makes it so much easier.

A big raw oversized automatic. Don’t let the expert sceptics steer you. Solid built automatics are a boon in the bush. They will get you out of more real situations easier than a manual gearbox. The AMC 727 also features a solid pin type locking system for added strength in low gear. It was once the gearbox of choice for all the top dragsters.

Fantastic turning circle. The Cherokee has large beefy universals driving the front wheels. Most all other 4x4 vehicles these days tend to use CV’s (constant velocity joints). Aside from being more susceptible to damage from knocks, mud and dust, CV’s make your turning circle absolutely hopeless. Even in the city you will notice 4x4’s always having to do three or four point turns. The Jeep on the other hand with its front universals will turn in the same or less space than your average family six cylinder car.

Large ventilated front discs provide enormous stopping power.

Not to be overlooked is the power assisted brakes and steering. It’s American and as usual, for the size of the vehicle, unbelievably light and easy to control. Driving the Jeep is a breeze.

It’s all steel. Plastic it seems was almost unheard of.

Just the most wonderful cruiser on open highways. Effortless at any speed with plenty of passing power. And pulling away from a stand still is a breeze. You really do get very addicted to driving a vehicle with a lot of torque.


We chose this model Jeep because 1983 and 1984 model Cherokees are the more sought after models due to the fact that:

They are the more collectible of Cherokees being they were still being manufactured in America (with Aussie models assembled in Queensland) by American Motor Corporation and not Chrysler.

They used stock Jeep parts however due to the eventual financial demise of AMC, later models assembled in Australia were put together using an assortment of parts from various suppliers. Hence some post 1984 models came out with different motors and various components of the running gear.

The 1983 (& 1984) Cherokee’s used a New Process transfer case. Earlier models were fitted with a Quadratrack (Jeep proprietary system) which was not as effective when used in 4x4 mode and proved very expensive to repair if damaged. The New Process on the other hand is used in a number of other manufacturers vehicles including the Ford F100 4x4 and therefore more readily available with more mechanics knowing how to work on them.

1983 and 1984 Jeep Cherokees were all galvanized Prior to 1983 Jeeps were not galvanized and some in later years were also not galvanized

It was the model with iconic vertical (muscle) grille. It’s much sort after by collectors because although you can purchase this type of grille from repo supply houses, you will be hard pressed to find on with the word “JEEP” pressed into top as per the originals. We think it may have something to do with licensing laws but what ever the reason, these original grills are hard to find and expensive.

Great seats. They may look a bit plain but they have plenty of support and are the most comfortable things to sit in for long trips.

It has a removable rear seat (factory standard). Two clips and it lifts out to provide a large flat load area complete with tie down points.

This model is now old enough to be considered a classic and as such able to be registered with club plates and greatly reduced registration and insurance.

It is a collectable car that will appeal to retro enthusiasts. It has passed the bottom of value curve and from now on will always increase in value.

This vehicle was and still is an icon in the American 4x4 world. The same model ran from approx 1951 to 1989 (38 years) with no real structural changes to the chassis or main body panels.

The running gear is made up of mostly very common parts so it is not that hard to find. For example, the water pump is common with numerous American vehicles. It's an OEM product made by International. The motor and gearbox are the same as used by Chrysler in a large number of their models. The diffs are all standard Dana products. The list goes on.

Jeep had a large assembly plant in Queensland because they were trying to crack the lucrative mining industry. The result is that there are lots of old Jeeps sitting around in Queensland wrecking yards being used for spare parts.

Keep in mind, when they were first being sold, these Jeeps were the most sort after and most expensive 4x4 on the market.


Repairs and updates we have done to this Jeep include the following:

Less than 40,000 kilometers:

We fitted ARB air-lockers to both the front and rear differentials. We probably didn’t need to put an air-locker on the rear because the Jeep already came with a limit-slip diff but we wanted to beef things up by installing a 4 pinion diff (approx 9 inch in size) so it seemed like a good idea to install a locker at the same time. Most people don’t bother to put lockers on the front but let us tell you, it’s the front locker that makes all the difference when you get into a tight spot.

Less than 20,000 kilometers:

We rebuilt the motor. The motor was rebuilt by a company that specialised in building Hot Rod motors. The Jeep still has the original block with serial number on it but we robbed all the go fast parts off an AMC Rambler motor. All the mechanical parts (Pistons, rings, valves, lifters, water pump, oil pump and housing, etc, etc) are brand new and as original or better spec’d.

Less than 2,000 kilometers:

The transmission was rebuilt.

We fitted a new brake booster.

The old Electronic ignition system was replaced with a more modern unit.

Springs re-set and new beefier shock absorbers fitted.

No kilometers travelled yet:

We didn’t have to but it seemed prudent while getting a wheel alignment to fit new ball joints.

Necessity forced us to fit a new radiator.

We unfortunately had to rebuild the rear diff. It’s not clear if the fault was in the original installation or if it was simply from poor inspection during servicing but we learned a sad lesson that, with air-lockers, if the shim tolerances are not correct, there becomes to much slack which results in a reduction of contact surface area of the gear teeth. Simply put, when this condition exists and you apply power whilst turning a corner, you risk stripping the gear teeth – and that’s what happened – hence the new diff.


No excuses - These are the repairs that still need doing

Rear window winder.
The electric motor is working quite OK.
The bracket that holds the glass has lost a pin at one end.
It will take a small amount of fabrication (and welding) to repair.

Driver’s door window winder assembly has rusted in parts.
Will take some fabrication to fix or simply order a new one.

Air conditioner needs gas.
Haven’t checked but would say that, in truth, it possibly needs a new pump as well.

Rust along roof as per the photos.
Right hand side is worse than left.
It is as a result of a couple of ill fitting holes in the original roof rack.
We were told it was just a case of fitting new rubber lugs to stop the roof rack leaking but turned out to not be the case. Hence the rust.

Can only assume if the rust was to be fixed, the roof at least would have to be painted.
The rest would need a good cut and polish.
Plus new rubbers around the windows would be nice.

Wear on driver’s seat.
Once again you can see this in the photos.

Perspex cover on speedometer.
It’s complete and not broken but the Perspex has come away from its mounting and might require getting into the back of the dash to re-attach.
One of those small but annoying jobs.

Right wheel brake cylinder.
Don’t know if this is the case or not.
It may just need a brake bleed.
Right hand wheel doesn’t come on hard enough or quick enough when braking.
We sent it in to have it checked.
As a result, that’s when the wheel alignment and new wheel bearings were done.

Door linings are stuffed.
We have the old ones but would be better to get new ones fitted.

Front left hand indicator light is not on Jeep.
We have the original but it is missing a plastic lug/retaining clip.
It’s just sheer laziness that we haven’t fixed it.

Carpet would need one hell of a steam clean.


That's just a grab handle on the left.
The glove box is in the centre under the ashtray, radio cassette and clock.
UHF CB on the left of gear stick and AM CB on the right.
Front and rear diff lock switches above right of AM CB and bottom left of steering column.

Seats may be old but extremely comfortable.
Poor old thing hasn't experienced any real love and attention on the interior for a fair while.

Speakers in the doors are stuffed but it still has the original Pioneer radio cassette player with the jeep logo on it.
Still have the original floor mats (with "Jeep" stamped into them) stored away somewhere.

Have all the door handles and arm rests etc.
Can't for the life of me remember why this one was unbolted.

Have the door panel but it's stuffed.
You can see the wear in the seat.
But also notice the wear in the leather steering wheel.
It would need to be redone.

Saved this image for last.
It's probably the worst thing needed to fix.


Reason for selling.
The Jeep was to be one of my projects for my retirement.
I still love it and believe there is no other machine like it but,
aside from my family suggesting I have spent way too much money on it,
I have been forced to make a few rationalisations regarding my time.
The Jeep now has to go.



Located in Melbourne, Victoria, Australia.

Registration ran out in 2015

No reg or roadworthy


and remember to include your contact details.


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