The Mahindra Bushranger — sold everywhere else as the Mahindra CJ340 — is one of the few factory diesel short-wheelbase jeeps that earned a genuine working life in the Australian outback. Sold through local distributors in the late 1980s and early 1990s, it combined Willys CJ-3B high-hood architecture with a Peugeot XDP 4.90 diesel, KMT90 four-speed gearbox, and two-lever T18 transfer case — a drivetrain that still makes mechanical sense on red-dirt tracks thirty years later.
Australian owner Clem documented his Bushranger on 4-the-love-of-jeeps.com, including a 44,000 km service story with 700×16 tyres on white steel rims. That thread remains the reference many Queensland and WA owners cite when judging period-correct spec. This guide gathers verified numbers, registration context, parts routing, and the maintenance habits that keep Bushrangers on the road rather than on trailers.
What the Bushranger is
Bushranger is the Australian export name for the Mahindra CJ340 DP 4WD, produced from 1987 to 1994 before the CL340 rename in 1995. Mahindra licensed the CJ-3B body and chassis from Willys in 1947; the export jeep kept that high-hood silhouette with olive drab or British Racing Green paint, khaki canvas soft tops, and the mechanical package that defines the model globally.
Power comes from the 2,112 cc Peugeot XDP 4.90 diesel — 62 BHP at 4,500 rpm and 89 lb-ft at 2,000 rpm. Mahindra was the only manufacturer outside France licensed to build this engine, assembled at Igatpuri. Chassis numbers read CJ3B-4 DKxxxxx; engines carry DJxxxxxx stamps. Curb weight is roughly 1,200 kg with a 40-litre fuel tank and 5.3 m turning radius.
Hypoid axles run 5.38:1 ratios. Brakes are 11-inch drums all round. Steering is worm-and-roller. None of this competes with modern SUVs on paper, yet every component is understandable with a workshop manual and forum archive search when something wears out.
Registered Bushrangers used for farm gate duty often accumulate low odometer readings with high hour counts — service on calendar time and idle hours, not mileage alone, when planning injection and cooling maintenance.
| Engine | Peugeot XDP 4.90, 2,112 cc |
|---|---|
| Power | 62 BHP @ 4,500 rpm |
| Torque | 89 lb-ft @ 2,000 rpm |
| Gearbox | KMT90 4-speed |
| Transfer | T18, 2.46:1 low range |
| Weight | ~1,200 kg curb |
Drivetrain ratios owners should know
The KMT90 gearbox uses 3.986 first, 1.473 second, 1:1 third, and 5.315 reverse. The T18 transfer case provides 2.46:1 low range and 1:1 high. Combined with 5.38:1 axle gearing, low-range crawling multiplies the modest diesel torque into something that will move a loaded jeep up a granite track if the driver selects range before momentum dies.
Transfer linkage adjustment matters as much as internal gear condition. A healthy T18 with sloppy rods grinds and convinces owners the case is finished when the problem is external. See our T18 rebuild guide before ordering expensive internals.
Tow points on export jeeps vary by year — photograph your bumper mounts before ordering recovery gear rated for modern synthetic ropes rather than old chain traditions.
Typical Australian visual specification
Surviving Bushrangers usually wear 700×16 tyres on white steel rims, khaki canvas, and the high-hood profile Clem's build exemplifies on 4-the-love-of-jeeps.com. That footprint affects steering effort, effective gearing, and spare tyre logistics on remote highways where 16-inch stock is thinner than modern SUV sizes.
Export trim differs slightly from domestic Indian builds in soft-top hardware and badges, but core mechanicals interchange. Photograph your chassis plate before ordering panels or canvas — assumption is the expensive enemy on international parts orders.
- 700×16 on white steel — signature Bushranger look
- Khaki canvas — UV and mould are wear items, not surprises
- Chassis CJ3B-4 DKxxxxx — verify before sheet metal orders
- Engine DJxxxxxx — Peugeot diesel, not Willys Go-Devil
Registration and import context
Many Bushrangers were registered new in Australia during the 1990s. Private imports from India, the UK, or Europe continue today. Vehicles 25 or more years old may qualify under classic pathways — verify current Department of Infrastructure rules at infrastructure.gov.au before shipping, because federal guidance changes and forum posts age badly.
Budget beyond purchase price for compliance inspection, possible headlamp work, diesel injection assessment, and state registration after federal approval. Our 25-year import guide covers paperwork and common mistakes in more detail.
Parts supply reality
Mahindra no longer lists CJ340 SKUs on dealer shelves. Australian owners route through Nonu Ventures at nonuventures.com/cj340 for OEM steering boxes, injection pumps, radiators, transfer seals, and hardware that still exists in specialist warehouses. Sea freight commonly runs two to four weeks; air freight is for immobilising failures only.
Willys CJ-3B interchange covers steering linkage, brake shoes, shackles, and much body hardware — detailed in our interchange guide. Engine components remain Peugeot-specific. Queensland and WA owners often pair Indian OEM orders with local diesel shop calibration for injection pumps rather than gambling on unknown used units.
Rust, heat, and outback maintenance
Coastal Queensland and northern NSW accelerate floor pan and outrigger corrosion. Inland WA examples often surprise buyers with sound underbodies. Hammer-test footwells, bumper mounts, and windshield frame bases before cosmetic spending. Our rust repair guide maps where CJ-3B steel fails first.
Summer heat and low-range climbing test cooling systems built in the 1980s. Flush radiators, verify thermostats, and respect airflow limits in low range. Our overheating guide covers diagnosis when temperature spikes on loaded grades.
Community resources
4-the-love-of-jeeps.com hosts living owner discussion; cj3b.info preserves production history including export naming. CJ340.com carries regional specifications and visual references. Document your fixes — the next owner searches the same cold-start thread at midnight.
Whether the Bushranger serves farm work, club tracks, or weekend camping, it rewards owners who treat steering, brakes, injection, and metal as equal priorities. It will not cruise silently at motorway speeds. It will carry you through country that makes modern crossovers nervous when maintained honestly.
Frequently asked questions
Is the Mahindra Bushranger the same as the CJ340?
Yes. Mahindra Bushranger is the Australian export badge for the CJ340. Chassis, Peugeot XDP 4.90 diesel, KMT90 gearbox and T18 transfer case are identical to the Indian-market CJ340 and to the European Bahia. Australian registration papers and classifieds usually say Bushranger, while workshop manuals and parts catalogues say CJ340 — search both terms when sourcing anything.
What years were Bushrangers built?
The CJ340 DP 4WD ran from 1987 to 1994. Mahindra renamed it CL340 in 1995 after Chrysler acquired the CJ trademark.
What engine powers the Bushranger?
The Peugeot 2,112 cc XDP 4.90 diesel — 62 BHP at 4,500 rpm and 89 lb-ft at 2,000 rpm, built under licence at Mahindra Igatpuri.
Where do Australian owners buy parts?
Nonu Ventures ships OEM CJ340 hardware worldwide. Willys CJ-3B items cover much steering and brake wear. Forums route owners to working suppliers.
Can I import under the 25-year rule?
Many examples now qualify under classic import pathways. Verify current rules at infrastructure.gov.au before committing to shipping.
Keep yours on the road
OEM and reconditioned CJ340 parts ship worldwide. Explore the fan site, regional guides, and owner community.