A 1983 CJ-8 Scrambler’s Journey to Overland Greatness

Mighty Sherpa: 1983 Jeep CJ-8 Scrambler

Once in a while, you find a project that ends up being the perfect distraction—a project that pulls you away from the comforts of the familiar and opens you up to new and exciting adventures. It allows you to focus on making new experiences and exploring the unknown. Taking on an unexpected project is something that is always welcomed by Steve Wilson of Wilson & Steely Kustom Coachworks.

In the fall of 2014, Steve was looking for another vehicle to flip, after selling a recently acquired 1970 Chevy Chevelle. Scrolling through Craigslist, he came upon a 1983 Jeep CJ-8 Scrambler for sale in Connecticut, listed due to a recent divorce. Having owned numerous Jeeps over the years, especially during high school, the Scrambler quickly gained his interest.

Why the Scrambler Stands Out

What is it about the Jeep CJ-8 Scrambler that inspires such loyalty and admiration, year after year? For starters, this is not just another Jeep—it’s a vehicle that seems to have learned a few tricks from the Swiss Army knife. The Scrambler combines authentic Jeep grit with the workhorse practicality of a pickup, all wrapped up in classic 1980s sheet metal.

While many trucks from the era were either too focused on hauling gravel or just posing for the mall parking lot, the Scrambler walked that fine line. Its longer wheelbase delivered extra bed space for camping gear or a pair of muddy mountain bikes, but it never lost its sense of off-road adventure. Whether rolling up to a job site or carving fresh trails in Vermont, the Scrambler looked equally at home.

It didn’t hurt that Jeep threw open the options playbook. Hard top? Soft top? Half-cab? All fair game, making it a blank canvas for everyone from beach bums to weekend ranchers. The steel body shrugged off dents and dings, and the rugged suspension laughed in the face of rocky terrain. If you needed a rig for both weekday errands and spontaneous escapes, few could compete.

Inside, the Scrambler was spartan but purposeful. You wouldn’t call it plush, but the controls made sense, the materials were built to last, and if you ever tracked in more mud than you intended, a garden hose wasn’t out of the question. And, for those who insisted that comfort has a place on the trail, the Laredo and Renegade trim packages sprinkled in a little extra style—think bucket seats and snazzy graphics that looked right at home in an LL Bean catalog.

But perhaps what really turned the Scrambler into an icon wasn’t any one feature. It was the sum of its parts: that blend of utility, genuine off-road prowess, and unmistakable style. It’s the reason why these rigs are still swapped at classic car swaps, restored by passionate hands, and referenced whenever someone brings up the modern Gladiator. Quite simply, the Scrambler hasn’t just endured—it’s inspired a whole new generation of adventure seekers.

A Lasting Impact on Jeep’s Legacy

The Scrambler’s introduction in the early 1980s wasn’t just another notch in Jeep’s belt—it changed the game for what a Jeep pickup could be. Prior Jeep pickups had a rugged charm, but the CJ-8 Scrambler brought a blend of utility and classic Jeep soul that hit a sweet spot for both off-road fans and folks needing practical hauling space.

At its core, the Scrambler was essentially a CJ-7 that had a growth spurt—a longer 103.5-inch wheelbase gave it more room for gear, but it kept those unmistakable Jeep proportions and attitude. Its ability to handle a substantial payload impressed drivers used to more spartan options, while its open-air possibilities and four-wheel-drive prowess made it a true adventure buddy. Whether loaded up with camping gear or just heading out for a top-down summer cruise, Scramblers could do it all.

Today, the CJ-8 Scrambler stands as a beloved icon in the Jeep world, a sort of bridge between the bare-bones off-road classics and the more comfort-focused trucks of today. It’s no stretch to draw a direct family line from the Scrambler straight to modern-day pickups like the Jeep Gladiator. Enthusiasts appreciate its no-nonsense utility, adaptability, and those quintessential Jeep good looks. In the ever-evolving world of four-wheelers, the Scrambler’s blend of capability and personality has ensured its spot in the pantheon of greats.

What Sets the CJ-8 Scrambler Apart?

At first glance, the CJ-8 Scrambler might look like it’s just a CJ-7 that hit a late growth spurt, but there’s more under the surface. The most obvious giveaway is the Scrambler’s stretched wheelbase—103.5 inches of pure utility compared to the CJ-7’s much shorter frame. This extra length means you get a real pickup-style bed out back, making it ideal for hauling camping gear, tools, or if you’re so inclined, your entire garage.

Unlike its CJ-7 sibling, the Scrambler comes with the “half-cab” design option. That setup transforms it into a mini pickup, with removable hard top and soft top choices depending on your adventures or the mood of New England weather. While other Jeeps could definitely get their doors muddy, none before offered the same level of versatility when it came to mixing open-air freedom with genuine cargo capability.

• Longer wheelbase for increased cargo space and stability on rocky trails.
• Pickup bed instead of the CJ-7’s usual rear bench, offering more storage for long weekends or work projects.
• More flexible top options: go full hardtop, half-cab, or ditch it all for the classic, bare-bones Jeep feel.

Underneath it all, the Scrambler shares much of its mechanical DNA with the CJ-7—leaf spring suspension, the tough Dana 300 transfer case, and selectable four-wheel drive. However, while both models are plenty capable, the Scrambler’s added length and utility-focused design make it stand out for those who need to go further and carry more.

Tough steel body panels and strong axles (including an AMC Model 20 in the rear—except for a handful of late ’86 models with Dana 44s) mean this isn’t just a pretty face. It was built to take a beating—whether you’re a farmer, a weekend explorer, or just someone who can’t say no to a Craigslist adventure.

For Steve, it was that sweet spot between Jeep DNA and pickup practicality that made the Scrambler irresistible—a different kind of project, with the promise of stories waiting to happen.

A Turning Point in Jeep History

The CJ-8 Scrambler’s story is woven into a pivotal time for Jeep. With fewer than 30,000 Scramblers leaving the factory during its six-year run, the model was always something of a unicorn—distinctive, rare, and instantly appealing to those passionate about off-road adventure.

But as the 1980s rolled on, Jeep began phasing out its classic CJ models. The end of the Scrambler wasn’t just about one truck; it marked the closing chapter for the entire CJ era. The curtain fell on the Scrambler in 1986, just as Jeep readied itself for a wholesale shift toward the future. The following year, 1987, ushered in the all-new Wrangler platform—bringing with it fresh design, modern technology, and a different approach to adventure-ready vehicles.

In the wake of the Scrambler, Jeep also introduced the Comanche pickup, based on the Cherokee platform, appealing to a new generation of drivers eager for both practicality and rugged style. This transition signaled Jeep’s willingness to evolve, blending its heritage with innovation—making the Scrambler not just rare, but a keystone in Jeep’s transformation.

The Elusive Scrambler: Production Numbers and Rarity

One of the reasons the CJ-8 Scrambler evokes so much attention is its rarity. Jeep produced fewer than 30,000 Scramblers during their six-year run, making them a bit of a unicorn among classic 4×4 enthusiasts. The combination of distinctive design and limited supply has only intensified its appeal among collectors. When Jeep wrapped up production of the CJ-8 in 1986—just as the CJ-7 was also phased out to usher in the era of the Wrangler—the already small Scrambler population essentially cemented its legendary status.

Meeting a Market Gap: The Scrambler’s Purpose

So, why did the Scrambler come to exist in the first place? Back in the early ’80s, the automotive landscape was buzzing with a craving for a vehicle that could pull double duty—part reliable workhorse, part adventurous getaway driver. American Motors Corporation (AMC) saw this trend and decided to bridge the gap between a rugged off-roader and a practical pickup. Enter the CJ-8 Scrambler: a model that stretched out the classic CJ-7 frame to balance increased cargo room and utility, without stripping away that unmistakable Jeep character.

For folks who needed to haul camping gear, surfboards, or just a weekend’s worth of hardware store finds, the Scrambler offered a notably larger bed and a surprisingly stout payload capacity for its day. Outdoor enthusiasts, beach bums, and ranch hands alike found appeal in its flexibility. The Scrambler didn’t ask drivers to choose between capability and versatility—it simply packed both into a vehicle ready to tackle new adventures or tackle tough jobs.

What Does a Jeep Scrambler Cost These Days?

Now, if you’re wondering what it would take to get behind the wheel of a Jeep Scrambler today, brace yourself—these classics have developed quite the reputation in the collector and enthusiast circles. Generally, a solid, well-kept Scrambler from the early ’80s—think 1981 or 1982—will often fall somewhere between $20,000 and $40,000, depending on overall condition, originality, and mileage.

Of course, true survivors—those rare specimens that escaped decades of “creative” modifications—can command north of $50,000, especially if they’re original and unmolested. It’s even harder to find those untouched examples, as many Scramblers have passed through several hands, each adding their own spin. For reference, productions from 1981 and 1982 were more plentiful, so expect to hunt a little harder (and potentially open your wallet wider) for later or rarer versions.

Ultimately, whether you’re drawn by nostalgia, utility, or sheer cool factor, picking up a Scrambler is an investment not just in a vehicle, but in a piece of rugged Americana.

Renegade vs. Laredo: Distinct Scrambler Packages

When it came to choosing a CJ-8 Scrambler, Jeep buyers back in the early ’80s were presented with a handful of package options that changed the character of the rig—each with its own flavor.

The Renegade package was made for those who wanted to show off a bit and pack on the off-road muscle. It came with bold, sporty graphics you couldn’t miss from a parking lot away, beefier tires, and unique wheels—it practically begged for dirt and rocks. Think of it as the flannel-shirt-wearing, adventure-seeking side of the Scrambler family.

On the flip side, the Laredo package dialed up creature comforts and style within the otherwise rugged cabin. Here’s where you’d find upgrades like plush leather seats, a tilt steering wheel for easier cruising, and extra sound insulation to quiet things down after a long trail run. The Laredo was built for those who wanted to keep things refined without sacrificing the Scrambler’s legendary capability.

Both packages added their own twist to the classic CJ-8 canvas, offering buyers the chance to tailor their ride to both their aesthetic preferences and intended adventures.

Roots of the Scrambler: Influences and Earlier Models

The Scrambler didn’t just appear out of thin air—its DNA is woven from a long line of tough, practical trucks that Jeep rolled out over the decades. Long before the CJ-8 hit Craigslist listings and high school parking lots, the Jeep family was already hard at work shaping the American off-road and pickup scene.

Back in the early 1960s, the Jeep Gladiator SJ set the bar for utility and versatility. Sharing its underpinnings with the legendary Wagoneer, this full-sized pickup was more than just a workhorse—it blended the utility of a truck with creature comforts you’d usually find in an SUV. Under the hood, you’d find a rugged array of engines like the beefy Tornado inline-six and the well-regarded AMC V8, adding a solid reputation for strength and reliability to the family name.

When the “Gladiator” badge was retired in the early ‘70s, Jeep’s pickup heritage didn’t stall out. The J-Series trucks took up the reins, carrying the lineage through the 1980s and cementing the formula: solid off-road chops, straightforward design, and a knack for tackling whatever the trail—or the jobsite—threw their way.

Of course, the story doesn’t start in the ‘60s. Way back in 1947, the Willys-Overland Jeep Truck set the stage. Simple, boxy, and built to work, it was an early hint at the direction Jeep was heading—a no-nonsense machine that could handle more than just hauling hay or farm tools.

By the time the early ’80s rolled around, Jeep condensed all those lessons into the Scrambler. The result: a more compact, approachable pickup, tuned for people who wanted some adventure mixed into their chores—precisely the recipe that caught Steve’s eye during his Craigslist romp in 2014.

Jeep’s Rugged Roots: Early Pickup Truck Pioneers

To understand what makes the Scrambler special, you first have to look back at Jeep’s long-standing love affair with pickup trucks. Long before the compact CJ-8 hit the scene, Jeep’s lineup included some impressive, full-sized haulers.

One of the earliest landmarks was the Willys-Overland Jeep Truck, introduced in the late 1940s. This postwar workhorse helped set the stage for Jeep’s reputation for go-anywhere utility and straightforward durability—a trait that would become their calling card.

Jump ahead to the 1960s and the scene was dominated by the Gladiator (also known as the J-Series trucks). Sharing some DNA with the Wagoneer, these pickups blended classic truck muscle with the comfort of a family SUV. They offered a range of brawny engines—think Tornado six-cylinders and stout AMC V8s—giving drivers both reliability and grunt, whether they were tackling muddy trails or hauling lumber.

Through the 1970s and well into the 1980s, the J-Series became a familiar sight on job sites and backroads alike, morphing to fit the needs of both off-road enthusiasts and those who just needed something that wouldn’t flinch at a little hard work. These trucks cemented Jeep’s status right alongside the big Detroit brands as a force to be reckoned with in the pickup market.

So, by the time the CJ-8 Scrambler entered the picture in the early 1980s, Jeep already had decades of rugged, utilitarian pickups under its belt—each model paving the way for the compact, versatile Scrambler that Steve stumbled across on Craigslist.

High School Crush

Knowing Scramblers were desirable on the secondary market, Steve thought it would be an easy flip.

What Drives a Scrambler’s Value?

As any seasoned gearhead will tell you, not all Scramblers are created equal—especially when you start diving into the nitty-gritty of the collector market. Several key factors determine the price you’ll see on these unique Jeeps:

• Condition: A Scrambler that’s been pampered and stored away from harsh winters will fetch a premium, while one that’s been bounced around muddy trails and patched together with backyard fixes lands at the other end of the spectrum. Those elusive “bone stock” or “unmolested” examples, free from questionable modifications, are particularly coveted.
• Production Year: The early 1980s saw peak numbers roll off the line, but as production wound down, later models became much rarer. Naturally, the rarer the year—in largely original condition—the more collectors and nostalgic weekend warriors will be willing to shell out.
• Features and Upgrades: Limited editions, factory hardtops, or rigs sporting rare options can boost the value considerably. Likewise, tasteful restorations with authentic parts will attract buyers looking for a mix of reliability and originality.
• Mileage: Low-mile survivors almost always outshine high-mileage counterparts. After all, every trip to the odometer means one less adventure before major repairs.

In today’s market, it’s not uncommon for a well-preserved early ’80s Scrambler to command prices north of $20,000—and exceptional examples, especially the pristine, untouched ones, have been known to climb well beyond the $50,000 mark.

However, the idea to quickly sell the CJ-8 quickly changed once Steve started driving and working its kinks out. Like with all great teenage automotive memories, Steve became sentimental about it, and the Scrambler was here to stay. This 1983 Jeep CJ-8 Scrambler was converted to take on multi-day overland trips. However, the idea to quickly sell the CJ-8 quickly changed once Steve started driving and working its kinks out. Like with all great teenage automotive memories, Steve became sentimental about it, and the Scrambler was here to stay. This 1983 Jeep CJ-8 Scrambler was converted to take on multi-day overland trips.

Once the decision was made to keep the 1983 CJ-8 Scrambler, a plan was put in place to build a mild rig that he could use to take his wife and kids camping and on weekend adventures. All the mechanical systems were examined and rebuilt as necessary to make the Jeep as reliable as possible to start out with.

Jeep Scrambler Powertrain Options by Year

Part of the allure of the CJ-8 Scrambler is its mix-and-match menu of engines and transmissions, which evolved over its run from 1981 to 1986. Depending on the year and your appetite for adventure (or thrift), there were several setups to be had.

• Engines:
• The early years (1981–1983) brought the GM-sourced 2.5-liter “Iron Duke” inline-four—never a road burner at just 82 horsepower, but an economy champ that got the job done.
• For those wanting a little more pep, there was always the tried-and-true 4.2-liter AMC inline-six, which gave the Scrambler a noticeable boost in on- and off-road performance.
• Select export versions even ventured into diesel territory, with a 2.4-liter Isuzu C240 I4, prized more for sipping fuel than setting any land speed records.
• By 1984, the Scrambler’s four-cylinder shifted to AMC’s own 2.5-liter, while the loyal 4.2-liter remained a constant until the end of production.
• Transmissions:
• Transmission choices ranged from a 4-speed manual in the early days to a 5-speed manual later on, satisfying those who relished rowing their own gears.
• A 3-speed automatic also appeared as an option starting in 1982 for drivers who preferred to cruise without the clutch pedal.

With this variety, buyers could tailor their Scrambler—from barebones commuter to rugged road-trip rig. Production numbers dwindled with each passing year, making well-equipped survivors all the more special among Jeep aficionados.

The First Time Around

Its AMC 360 V8 got a basic tune-up, and the Howell EFI stayed atop the motor because it proved to be reliable. The T18A transmission, along with the Dana 20 transfer case, however, had to be rebuilt. The rig got a new set of 20-inch-diameter Moto Metal wheels, wrapped in 37-inch Nitto Trail Grappler tires.

The front and rear axles were re-geared with G2 Axel & Gear’s 4.88 gears and mechanical lockers to keep things simple. The Scrambler was then armored with a set of Poison Spyder Customs Crusher Corners steel corner guards and tubular flares, Poison Spyder Ricochet Rockers rock sliders, and a pair of Smittybilt tube fenders. After the armor was installed, attention was paid to the front and rear bumpers. The front bumper was fabricated from a Trail Tubes kit, and houses a Smittybilt X20 12K winch. The rear bumper was also fabricated using a Trail Tubes kit, and it was modified to a swing-out configuration for spare tire access. The whole Jeep was then sprayed with a fresh coat of Monstaliner Apocalypse Orange polymer ceramic coating for a super durable—and eye-catching finish.

CJ-8 Scrambler DNA

Beneath all the custom upgrades, the CJ-8 Scrambler’s bones are classic Jeep. Like its sibling, the CJ-7, the Scrambler inherited a leaf spring suspension and robust four-wheel-drive system, designed to handle rugged terrain. The original gear-driven Dana 300 transfer case with a 2.60:1 low-range ratio provided proven off-road capability, and front manual locking hubs engaged the 4WD on the open-knuckle Dana 30 front axle (with disc brakes). Most Scramblers rolled out with an AMC Model 20 rear axle, except for a handful of final-year examples that received a Dana 44.

This drivetrain and chassis setup made the Scrambler a reliable companion for overland adventures—sturdy enough to take on punishing trails and flexible enough to adapt to any upgrades Steve might throw its way.

Vermont Overland

While building the 1983 CJ-8 Scrambler, Steve looked for events and places to enjoy with his newly acquired and revamped Jeep—also known as, The Sherpa. He stumbled upon a group called Vermont Overland, which was about to hold an event, the Vermont Overland Trophy, right in his neck of the woods.

The two headed out for a journey that would forever change the way they perceived overlanding…

The Vermont Overland Trophy (VOT) was described as “a point-to-point overlanding odyssey challenging man and machine, while showcasing the best the Green Mountain State has to offer.” Taking place over four days in August, the overlanding event is designed to challenge not only a vehicle’s capabilities, but also the navigational skills, driving skills, camping efficiency and physical stamina of the participants themselves. From that description, Steve knew he had to take part in this event. However, that meant modifying the truck to make it more overland-adventure-friendly. He knew his rig, as outfitted, could take on the mechanical demands of the challenge, but he realized that he had to incorporate a few more features to allow him to live out of it for a few days at a time.

Son and Father

A secondhand roof rack Steve obtained from his father was put into place along with an ARB awning. The awning, with the addition of an ARB Touring awning room, helped create sleeping quarters for the pair. A rear slide-out storage box was used for all the tools and recovery equipment that would be needed for the endeavor. Once the changes were implemented, Steve set about to convince his father to be his co-pilot on the VOT. A secondhand roof rack is utilized to hold an ARB awning, a pair of Maxtrax MkII recovery ramps and other tools.

It didn’t take much on his part, the two headed out for a journey that would forever change the way they perceived overlanding. Once they returned home from VOT, and the dust had settled, Steve had a realization: He’d been bitten by the overland bug. If the Scrambler was going to be used as an overlanding vehicle, some major changes needed to be made.

The Reinvented Sherpa

Round two started with an overhaul of the drivetrain for more reliability and ability to travel at highway speeds. The tired AMC 360 was replaced with a newly-built unit. Steve started with a Mabbco short block; in it, he installed a Comp Xtreme Energy camshaft, for more efficient power. He then installed a set of Edelbrock aluminum cylinder heads, Bulltear HRC oil-pump gears and an aluminum, remote filter housing.

If the Scrambler was going to be used as an overlanding vehicle, some major changes needed to be made.

Increased front-end traction comes courtesy of Rubicon Express extreme-duty, axle-over leaf springs, Fox 2.0 shocks, a Currie Antirock sway bar and a set of Daystar Stinger bump stops. The motor was topped with an Edelbrock intake, with an MSD atomic EFI throttle body supplying the fuel. The motor is fired by an MSD Pro-Billet Ready-To-Run distributor, and all its accessories are driven by a Bulltear billet serpentine conversion. The motor was held in place by a set of bombproof motor mounts from M.O.R.E.

Steve decided the transmission and transfer case had to change if he wanted to put any real miles on the Jeep. A NV4500 transmission was sourced and backed by a Dana 300 transfer case. The transfer case had a Teralow 4:1 gear set installed, along with a Novak ultra-short, heavy-duty output assembly. The transfer case was then further modified to accept a JB Custom Fabrication twin-stick cable shifter. The transfer case was clocked flat using a Novak clocking ring, and the whole assembly was held in place with a custom tubular cross member.

The transmission and transfer case were then protected by a Barnes 4WD skid plate. Once the drivetrain was complete, the front and rear axles were addressed. The front Dana 44 was treated to a set of G2 chromoly axle shafts and an ARB Air Locker. A Poison Spyder differential cover was chosen to seal things up. The axle is held in place by a set of Rubicon Express extreme-duty, axle-over leaf springs with modified spring hangers. Dampening is handled by a set of Fox 2.0 shocks, and a set of Daystar Stinger bump stops. The rear axle is a shaved 14-bolt unit with an ARB Air Locker and Riddler Manufacturing diff cover. Similar to up front, the rear axle is also held in place with a set of Rubicon Express leaf springs, with Fox shocks and Daystar bumpstops. To keep body roll in check, a Currie Antirock sway bar was installed on both ends of the Jeep. The fore and aft axles are both spun by Tom Woods drive shafts, and steering is handled by a PSC big-bore steering box with PSC high-volume pump. This set of 17-inch KMC Machete Crawl beadlock wheels are mounted with 37-inch Nitto Trail Grapplers.

Steve liked the performance of the Nitto Trail Grapplers, but he wanted to improve upon the lack of sidewall the tires had, due to his 20-inch rims. After making a call to Wheel Pros, a set of 17-inch KMC Machete Crawl beadlock wheels and appropriately-sized 37-inch Nitto Trail grapplers where put in place. To shed weight and increase visibility, Steve then swapped out the nearly-700-pound custom top for a rare, lighter aftermarket version he happened to score. The interior compartment had a new cage built, utilizing a set of Genright A-Pillar assemblies. Seats consist of a pair of Corbeau Baja RS front seats and a stock rear seat. A custom tubular console houses the transfer-case shifter, and to further update this ’83 beast, the dash was filled with Intelletronix digital gauges. A pair of Corbeau Baja RS front seats help soften the ride. Note the custom tubular console that houses the transfer-case shifter.

While this Scrambler’s heart is built for adventure, the interior blends rugged utility with a touch of comfort and personal flair. The layout remains straightforward and driver-focused, with easy-to-read digital gauges and durable materials ready for trail dust and muddy boots. Steve opted for features that would elevate both comfort and practicality—such as the Genright cage for safety, and the Corbeau seats for support over long hauls—while keeping the cabin free of unnecessary frills.

To increase the overall comfort of the interior, Dynamat sound-dampening material was laid down throughout the floor, also insulating the cabin from road noise. The Dynamat was then covered by a BedRug carpet kit for a durable, yet plush look and feel. Because access to the right tune is an important element for any road-faring adventure, a Wet Sounds Stealth 6 Ultra HD soundbar was installed for playing tunes while on the trail. The amplified speaker is Bluetooth-ready and is readily controlled by Steve’s iPhone.

Options and Customization

While Steve’s focus was on trail-readiness and personal comfort, the original Scrambler offered buyers several ways to tailor their rigs. Notable trim packages included the Renegade, which added sporty graphics, wider tires, and special wheels to boost off-road capability and curb appeal, and the Laredo, which brought interior upgrades like leather seats, a tilt steering wheel, and extra sound insulation for a more refined driving experience. Buyers could further spec their Scramblers with options such as air conditioning, an AM/FM radio, and a rear bench seat—amenities that made these Jeeps as versatile as their owners’ adventures.

Steve’s approach mirrors the Scrambler’s spirit of adaptability: modern touches like Bluetooth sound and plush flooring paired with no-nonsense durability, all wrapped up in a cockpit ready for whatever the trail brings.

Constant Evolution

This 1983 CJ-8 Scrambler, like many other project vehicles, is constantly evolving. Taking it out on the trail, and finding out what works and what doesn’t, will continue to shape it for years to come. For Steve, the Sherpa began as a quick flip for some extra cash, but it quickly ended up becoming a beloved project vehicle that helped him discover the joys of overland. In its current form, the Sherpa aims to bridge the gap between being a capable trail Jeep and a multi-day overland adventure rig.

In its current form, this 1983 CJ-8 Scrambler aims to bridge the gap between being a capable trail Jeep and a multi-day overland adventure rig. Regardless of what you call it, the most important feature is that it’s the perfect rig to hop into to step away from the grind of daily life. Anything that gets you to spend more time with your family and friends, making new adventures, is a good thing in our book.

[divider]UPGRADES[/divider]

Platform: 1983 Jeep CJ-8 Scrambler

Engine:

• AMC 360 5.9l v8
• Edelbrock valve covers
• Edelbrock intake with MSD Atomic EFI Ignition
• MSD Pro-Billet Ready-to-Run Distributor
• Modified Hedman Full-Length Headers
• Magnaflo exhaust
• Harland Sharp Roller-rocker Arms

Suspension & Drivetrain:

• Rubicon Express Extreme-Duty leaf springs,
• FOX 2.0 shocks
• Daystar Stinger bumpstops
• Currie Anti-Rock sway bar
• NV4500 GM Case with Dodge cast-iron output housing
• Rear-end shaved 14 Bolt with G2 4.88 gears and ARB locker
• NV4500 Shifter
• Dana 300
• Teralow 4:1 gear set
• Novak Ultra Short 32 Spline output with 1350 CV Flange
• JB Custom fabrication twin-stick cable shifter
• 109:1 Crawl Ratio
• Wheels & Tires:
• Nitto Trail Grappler 37×12.5×17
• KMC Machete Crawl beadlock 17-inch

Accessories:

• Front and Rear spring hangers modified to full-width conversion
• RuffStuff Disc-brake conversion
• PSC Big Bore Extreme Steering Box
• PSC Extreme-Duty pump
• Bulltear Serpentine setup
• Bulltear HRC Oil-pump gears, with oil-filter relocation setup with dual filters
• Poison Spyder Hood Louver
• HMF Light-bar mount
• Unknown hardtop with handmade back window
• Unknown roof rack
• Apocalypse Orange Monstaliner by Wilson & Steely Kustom Coachworks
• Trucklite LED headlights
• Jeep TJ mirrors
• Intelletronix digital gauges
• Wet Sounds Stealth 6 Ultra soundbar
• Grant steering wheel
• Corbeau Baja RS
• BedRug Jeep Kit
• Dynamat

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Editor’s Note: A version of this article first appeared in the winter 2016 print issue of Tread Magazine.