(first posted 2/10/2011) The history of Jeep from WW2 until the eighties is a lot like the rough terrain it’s so famous for conquering. Before the SUV boom lifted all four wheel drives, Jeep had to scramble to keep from getting bogged down, and a few were lost along the way. The most glaring victim was the Jeepster Commando, known just as the Commando after 1970. I consider this to be one of the ugliest and malformed cars ever made. I also lost a girlfriend to a guy in a 1972 Commando like the one here. Is my hate valid, or am I just still licking my wounds?
Now this earlier (1966-1971) C101 version is still no thing of beauty, but I harbor no ill will to it. Its original proportions, before it had one of the worst nose-extension and front-end remodeling jobs ever, were just that: proportionate, more or less. And if looks a bit crude and cobbled together, well, that’s because it was. Kaiser-Jeep was a notoriously under-capitalized outfit, and their development and styling departments were probably in a walled-off corner of the big Toledo factory. At least the handsome and timeless 1963 Jeep Wagoneer was penned by the very capable industrial designer Brooks Stevens, who had worked with Kaiser for some time. If Stevens is also responsible for the gen2 C101 Jeepster, well in its defense, it looked a lot better in the light of 1966, when it first appeared, then by 1972.
I say gen2 Jeepster, because there was of course a prior one, the VJ Jeepster built from 1948 through 1950. It was Jeep’s attempt to create something other than the very utilitarian CJ3 Jeeps, the market for which was flooded by vast WW2 Army surplus stocks. The original Jeepster, also designed by Stevens, tried to slip into a tiny niche in the market that Jeep thought existed but apparently wasn’t wide enough to drive a Jeepster into it.
A sporty open-top utility vehicle without four wheel drive, it never caught on, selling less than 20k in its three model-year run. But it did become collectible very early on, due to its uniqueness and rather irresistible rugged yet not macho charms. The Jeepster was of course heavily based on the Willys Jeep wagon, except for the different bodywork from the A-pillar back. So Jeep’s investment was modest; they probably spent more on the advertising than the tooling.
The fifties saw Jeep soldiering along with its short and long wheelbase CJ models, the Wagon, and the also ill-fated FC forward control models (they deserve their own CC). But the arrival of the IH Scout in 1963 and the Ford Bronco in 1966 must have scared the pants off Jeep. Suddenly, the rather small market they had for themselves for two door utility off-roaders was being penetrated by the big guys. It was time for a quick defensive measure: reincarnate the Jeepster.
And just like the first one was based on the existing wagon, Jeepster v.2 was based heavily on the CJ, the 101″ long wheelbase CJ6, to be precise. The CJ6 was never a good seller, which was kind of odd, since it actually offered some meaningful room, unlike the midget-sized CJ3/4/5. Anyway, a new body was cobbled up (by Stevens?), but it reflected a rather schizo personality. Kaiser wanted the Jeep to play two roles: a sporty 4×4 convertible, even with a partial fixed rear cover, and a practical rugged utility. Hence the two names, I assume. It’s pretty obvious which personality type our example is.
Unfortunately, all the two-tone paint and fake mag wheel covers couldn’t hide the fact that the Jeepster sat on rather elderly and primitive bones, even for the times. With its narrow track, extremely vague steering, harsh and bouncy ride, and a tinnitus-inducing noise level, it was hardly state of the art. An old Jeep with lipstick, and lots of it in the convertible version.
The standard engine profoundly underscored all that antiquity: the Hurricane Four was an F-head (Automotive History on F-head engines here) conversion of the original flat-head four, now producing all of 75 (gross) HP. But fortunately Kaiser had the wisdom to pick up the tooling for the Buick V6 for a song, and quickly put it to use in the Jeepster and the CJ. GM practically walking away from their V6 was such a boon, because it fit into the short Jeep engine compartment like a charm. Without it, the Jeepster would undoubtedly have fallen even flatter on its traditional Jeep face. The Dauntless V6 churned out 160 (gross) HP, and was the preferred engine choice for obvious reasons. This is the same engine that GM later bought back, and eventually evolved into the legendary 3800 engine.
In addition to the convertible and hardtop, there was also a pickup truck version, although they were mighty scarce on the ground. A total of some 57k Jeepster/Commandos hit the ground between 1966 and 1971. With the takeover of Jeep by AMC in 1970, change followed. The wheelbases of both the Jeep CJ and Commando lines were lengthened by three inches in the nose, to accommodate the AMC in-line sixes. This manifested itself in the 1972 C104 Commando, with not only a longer hood, but also a wildly crude attempt to remake the front end styling. Instead of the traditional Jeep face, a pathetic flat grille cribbed from the Bronco was grafted on. Looking at it now one can only conjure up some ex-military vehicle from Mongolia or maybe Kazakhstan.
This was a very unfortunate make-over, for which the doctor should have been sued for malpractice. Brooks Stevens was long gone, so I assume some flunkies from the AMC’s Gremlin studio were given the job. Ugh!
Of course, there was a silver lining in that elongated nose, which looked positively absurd in profile in relation to the rest of the body. That was the availability of both AMC sixes (232 and 258 CID) as well as the 304 CID V8. The sixes were particularly well suited to the Commando with their excellent torque curve and adequate power.
The nose job didn’t boost Commando (the Jeepster name was dropped in 1971) sale though, with some 20k sold for its two year run. And this was during the heyday of the K-5 Blazer and other early SUVs. The narrow and antiquated feeling Commando just wasn’t connecting with a new breed of 4×4 buyer.
Well, there was one buyer it connected with: one of Iowas City’s more successful drug dealers. Perfect, no? A brand new 1972 Commando with the V8, no less; exuding plenty of “don’t mess with me” attitude. And after I left a particularly attractive sweetie for a hitch hiking adventure, it shouldn’t have surprised me she found someone else in my absence, one with wheels instead of a thumb. But Mr. Commando, no less. The Commando was never a lovable car, but ever since I’ve had a deep revulsion for it. And this C104 does it/him justice, you ugly piece of crap! I feel better now. And the Commando is growing on me.
Sometimes I wonder if Jeep would have survived if International Harvester had been given the resources to keep producing trucks. (Of course now I’m showing my bias with my maternal grandmother’s first husband working for GM and her second one working in the Fort Wayne factory that built IH trucks.)
Growing up I had a Tonka truck of the 67 version in light blue with a white plastic top. I have wanted a Jeepster ever since.
I owned a 1968 model for about 7 months in the mid-1970’s. It was quaint, to say the least, but in those days, my buddies and me were all single and spent lots of time out in the country over weekends on hunting/fishing trips and most of us had Jeeps. They were fun back then, but do I miss my Jeepster Commando? Only for the style and simplicity, nothing else. Mine had the steel top and no quarter window. The quarter window wells are where I installed the 6 x 9″ speakers for the cassette player. Worked just fine. I sold it in the fall of 1975 when I took delivery of the Chevy pick-up I just bought.
My parents owned a ’71 Commando with the V6 around the time I was born (in 1981). They sold it in ’86 or ’87 and from what my dad related to me after they fact, they had long-time issues with the automatic transmission.
Their ’74 J-10 full size Jeep pickup and ’76 Volvo 240 provided transportation in those days while the Commando languished. Eventually, the Commando was sold and replaced by another FSJ – a Wagoneer with a 360 ci V8 and Quadra-Trac full-time AWD with a low range, which was nearly unstoppable in Wisconsin winters.
I had a ’72 Jeep Commando with the removable 1/2-cab. That made it an open runabout in the summer and a small pickup in the winter. It had an 258 I-6 engine and manual transmission. The front end was styled liked the one in the top photo, similar to the contemporary IH Scout and Ford Bronco.
I used it for light hauling, trailer towing and snow plowing. It was a good little truck. I liked its looks. It was more useful and versatile than my previous Jeep CJ. I would buy another if they were available today.
A friend in high school had a ’48 Jeepster in metallic blue and it was exactly as described – crude, rough, but tough and reliable (as only high school boys could find ways to prove!). He used to drive around with a surfboard sticking out of the back in the summer – in Ohio. One of the things lost in the SUV craze was the “narrow track” you mentioned. All of the early Jeeps, Broncos, etc had a fairly narrow track for a reason. The Jeep, as everyone knows was developed for the military and most of our conceivable wars were in forested areas. As I learned in Army driving school (you wouldn’t believe how many draftees didn’t have a driver’s license and almost nobody knew about driving off road) it’s easy to get even the narrow M151 wedged between trees. As the original off roader, they were designed to go anywhere a mule could go. Now most “off-road” trucks are suitable only for the SoCal desert, etc.
I had a ’67 convertible. Lots of fun,but crude and almost Soviet fit and finish.The best part was the V-6. Lots of gitty-up and fairly thrifty. The worst part? dangerously bad brakes and absolutely no rust resistance. With the top down,the car was a looker and I never , ever failed to get at least one “Are you lookin to sell it”? whenever I went cruising about town.Mine had the continental kit (with special one of a kind bumper sections) that made it look all dressed up. I miss it,but wouldn’t buy another.
I saw one of these putzing around Cedar Falls. It must have been 30 years since I’d seen one. I had forgotten all about the Jeepster before seeing that pull up next to me at the intersection.
I will NEVER, EVER understand why AMC, which had eagerly bought the Jeep operation, turned its back on the jewel of the whole purchase: the Buick V-6. That would have solved SO MANY problems for its small-car lineup…a performance motor for the Gremlin, without the excessive weight. The Jeep models could have kept their proportions…rather than the expensive frame- and sheet-metal stretching for the CJ and Jeepster. It would have even worked well in the Wagoneer…I grant, the engine was rough-idling; but it could have been the performance star.
The Rambler six did become the star of the Jeep lineup thirty years later, but that took fuel injection and plenty of outside money. What would that same money have been able to do with the Buick mill?
That said…AMC dropped it also with the restyled Commando. They recognized the iconic value of the CJ classic styling and, wisely or for lack of money, left the styling alone. They could have done the same for the Jeepster…a stretched hood, the same way; or other fine-tuning of the details. A replacement of the Willys motor and a modern steering linkage would have made it the equal of the IH and Ford products and even a competitor for the also-pretty-crude Blazer.
For all the great things AMC pulled off with a shoestring budget, that tight budget was something they brought on themselves, with their own stupid moves. The Commando remake was one that cost them an entire segment of an emerging market for twelve years.
what is a 1967 jeepster comando worth , it has a buick v6 auto , ussual rust around wheel wells , gas tank is toast,but runs an drives like a tank , responces in would be nice , thanks
B
Ive always liked the Commandos… But Im not blind to the fact that they do have some wonky styling. Other rabid Jeep fanatics LOVE the CJ-mutant grille, but those upside down jowls and widened hood….WTF?!?! Personally I like the later ‘bullnose’ design better but the way they extended the front clip does look poorly done. The best looking commandos are ones that use a ‘regular’ CJ grille/hood/fenders. The whole thing then looks like an evolved CJ rather than a mis-shapen one. Check out the liftgate on the hardtops…it found its way onto the CJ-7 hardtop. Id love one of these in a typical 60s/70s paint scheme like burnt orange or avocado green with white half softop, a 304/4 spd, a 6″ lift and slot mags! AND a CJ front clip!
i have a ’67 jeepster commando it’s ugly and crude and i love it it has a 231 from a buick grand national in it.it runs like a top and has been partly restored i’m down to the upholstery on the seats and it’s finished
When the last Jeepsters came out , I thought the front looked like a 71 Chevy pickup with that egg crate style grill.. I thought GM had taken over. I was only 13 at the time.
My neighbor had a 69 commando. He took me fishing and used it for search and rescue. I fell in love with it. I have wanted one for years. I found one and am currently fixing it up. The V-6 was long gone so I am putting in a V-8. I am so excited to get it going.
I’ve decided that my next car will not be a new one but a rebuilt classic. If I’m spending $30-$40K, I might as well get something worthy. All the fancy crap cars come with now, is just more crap to break down or for people to become complacent to, expecting it do do I know that the Jeepster isn’t a classic in the true sense of the word, but would be totally awesome all built up. Definitely something a bit different.