Mechanicals
A T-18/T-18a four-speed manual gearbox was standard for all years, while through 1979 the General Motors' Turbo-Hydramatic TH400, more commonly fitted to 3/4- and 1-ton trucks rather than SUVs, was optional. For comparison, the Chevy Blazer used the TH350 automatic. After 1979, the TH400 was replaced by the Chrysler's TorqueFlite 727.
A gear-driven Dana 20 transfer case with 2.03:1 low range was standard with the manual gearbox (which had a much lower first gear of about 6.3:1), while the TH400 automatics received the permanent four-wheel-drive QuadraTrac system. The chain-driven, aluminum QuadraTrac was quite advanced at the time. It included a vacuum-operated center differential lock. The transfer case was offset, allowing it to sit just above the frame to avoid obstacles, and the chain itself is larger than nearly any other. A test by the Four-Wheel Drive Book found that the Cherokee was the only vehicle unable to be dynoed because the transfer case would not allow the rear wheels to spin, unlike the other full-time four-wheel-drive vehicles being tested. In the off-road test, the same held true. This transfer case was also employed successfully in Baja races, for example by Roger Mears in the Baja 1000. A 2.57:1 low range was optional on QuadraTrac.
In 1975, the Cherokee Chief package was introduced. Aside from trim changes, this model received larger fenders and wider axles, allowing larger tires to be fitted to further improve off-road ability. Four-door models were not available with "wide-track" axles.
Dana 44 model axles were used both in the front and the rear at least through 1979. Brake hardware was mostly General Motors equipment, with disc brakes up front (optional on earlier models) and drum brakes in the rear.
All Cherokees had semi-elliptical leaf springs in the front and rear.
Read more about this topic: Jeep Cherokee (SJ)