Look around any city, suburb, or rural community in America today, it's immediately obvious that large SUVs are very popular. They've been around (in one form or another) since the early 1960s, but starting in the late 1980s, the number of available SUVs on the market has multiplied several times over. For a long time, big vehicles like the Chevrolet Suburban really were only popular in remote areas or as service vehicles, but these days, odds are good that any given middle-class family garage will have at least one SUV—be it a full-size like the Ford Explorer or a small import like the Toyota RAV4. Much like you could call the 1950–1965 the "Era of the large sedan," you could call 1990–2005 the "Era of the SUV."
Unlike the 1957 Bel Air, however, I expect that the vast majority of all large SUVs won't ever become really collectible. While the Era of the large sedan was marked with a booming economy, good family values, and strong moral support for buying Big, Solid, American Sedans; the Era of the SUV is littered with environmental concerns, grand disputes over oil, and the creaking of the American auto establishment—by far the largest maker of large SUVs worldwide—before it finally sinks to the bottom of the financial seas.
On that uplifting note, it's time to discuss the Jeep SJ platform, sold primarily under the Wagoneer name. Jeep built the SJ from 1963 through 1991 under the auspices of three different owners (Kaiser, AMC, and Chrysler) under a variety of trims in 4-door and 2-door SUV bodies (Wagoneer, Grand Wagoneer, and Cherokee models) as well as a pickup truck (Honcho models). The Wagoneer name was passed briefly to the upscale XJ, although we'll disregard that model for the purposes of this discussion. Overall, I estimate that there were between 800,000 and 1,000,000 SJ-platform Jeeps sold between 1963 and 1991.
Over the years, eight engine options were available (ranging from a 230 inline-6 to a 401 V8) with eighteen different transmissions. To make things more confusing, SJs could be bought as 2WD or 4WD, and the 4WD models came with one of three different transfer cases over the years. It's dizzying.
Collectability: Poor. The Jeep SJ works great as a beater SUV, but not much else.
(+) It's one of the first bona-fide large offroaders. In the early 1960s, other American manufacturers were still busy assembling station wagons—there simply weren't that many large 4WD vehicles available. If you're looking for a large, capable SUV from the mid-late 1960s, the SJ is just about your only option.
(+) It's useful. Throwing a big bag of trash into the back of a 1975 SJ isn't nearly as unappealing as it would be to throw it in the passenger seat of a 1975 Triumph, even if the Wagoneer is in remarkable better condition than the roadster. These are cars that you can leave outside, drive to work once in a while, and still have available to go skiing in the winter.
(+) It's not that hard to find unabused copies. The SJ is one of those cars (like the FJ60/62 Land Cruiser) that was originally upscale and immediately outdated enough that they really weren't ever very interesting to abuse. The used markets for these vehicles overflow with pampered trucks used to cart kids and groceries around.
(-) All the reasons in the first few paragraphs. The fact of the matter is that these aren't cars that end up in daydreams. People work hard and save their money to buy a vintage Mustang or Corvette—not a Wagoneer.
Expect to pay: $5,000 for a good mid-1970s Wagoneer.
What to look for:
- The 258 inline-6 and 360 V8 are probably the two most popular engines for these cars—and both are fantastic powerplants. Go for the 360 (generally available in later models) if you're planning on towing anything.
- Avoid the manual transmissions, in general. They're very trucklike and unless you really need the gearbox strength (tip: you won't) then you can avoid the hassle altogether with an auto.
- Opt for the NP219 "Quadratrac" transfer case over the NP229 "Selectrac," which doesn't offer a lock mode in 4WD high.
I'd like to point out your obvious omission of the lesser known "Jagoneer" model that was produced only in the 1989 model year. These unlike the other Wagoneers are considered much more collectable and tend to go for $5k + the cost of a Jag hood emblem.
Oh man I think I've got a picture of the Jagoneer's hood ornament somewhere.
I would disagree with the transfer case statement. The 229 case has a viscous coupler which aids with tractive effort between front & rear in varying road situations, the quadratrac is not as durable & does NOT offer a 2WD mode where towing & milage benefit Locking a transfer case in 4WD high is asking for trouble (axle bind) in conditions where the road is not challenging to the system... remember Quadratrac = $$$$ in future maintenance.... ask ANY Jeep mechanic. Also the 86 only 228 case is an option, no lock in 4WD high, (open differential) but even more durable than a 229 (stronger internal components)
Interesting—I hadn't heard about the internal strength problems when I originally did my research. I suppose I'm also operating under the assumption that anyone looking for advice from an article like this isn't going to be putting the vehicle under genuinely demanding circumstances, so the distinction isn't quite as critical as it would be for the eager off-roader.
And I guess I agree with you about axle bind—I'm skeptical that an automotive enthusiast of any following would forget to take the transfer case out of 4WD, but I guess I've seen the rest of the population forgot about it far too often.