While browsing Cars & Bids, something caught my eye: Jeep Wrangler JKs — built between 2007 and 2018 model years — are surprisingly cheap. In fact, they appear to be cheaper than any equivalent-condition Jeep Wrangler ever, save perhaps the Wrangler YJ — the “cheap Jeep” that the world has for years assigned to the bottom of the convertible-Jeep hierarchy. How low will JKs go? Will they ever be as cheap as the YJ? I think the answer is yes; I think it’s possible they will drop below the 4.0 YJ in the marketplace, though it’s unlikely they’ll be cheaper than the cheapest YJs. Here’s why.
First, we need to establish why the Jeep Wrangler YJ earned its place as the “Cheap Jeep.” It comes down to three things:
- The Jeep Wrangler YJ was considered by many rather ugly (“Real Jeeps have round headlights” was a common refrain after the YJ’s debut for 1987)
- The Jeep Wrangler YJ’s successor improved upon it in almost every way
- The Jeep Wrangler YJ was offered in quite high volumes
This all makes sense. It’s a vehicle that there are lots of, it’s been completely overshadowed by the TJ (which had the exact same powertrain, but a better coil-sprung suspension, and a tidier interior), and from a looks standpoint it leaves much to be desired (With that said, I personally have come around to the YJ, which is why I own one).
Jeep Wrangler JK is following the exact same formula.
The JK is a high-volume vehicle (much, much higher than the YJ) that’s very similar mechanically to its successor, which is either as good or better in every single area — ride, handling, off-road capability, interior quality, etc. There’s no area where the JK is better than the JL (save for maybe its frame, though that matters mostly to hard-core off-roaders doing big builds; also I prefer the JK’s manual transmission), just as there’s no area where the YJ was better than the TJ. And then there’s the styling.
I wouldn’t call the Jeep JK ugly, just as I would’t call the YJ ugly, though I understand why both are unloved by diehards. Willys Jeeps, since the beginning, had round taillights and upright grilles; the YJ creased the grille and added square headlights. As for the JK, it strayed from the traditional Jeep look with its lack of a “breadloaf”-shaped grille.
It all started with the iconic World War II Jeep grille, a stamped, structural piece that held up the fenders and hood, and that was attached to the cowl/firewall via a metal bar (technically that bolted to the radiator, which was bolted to the grille):
This same general setup continued onto the CJ-5:
And though the YJ and its successor the TJ Wrangler didn’t quite have the same bread-loafy-ness, they were at the very least trapezoidal (ish) in overall shape — wider up top and narrower where they met the frame:
This changed with the JK, whose plastic, for-the-first-time-non-structural grille (the JK and modern JL have hydroformed rails to carry the fenders) was pretty much rectangular:
It looks clumbsy. Combine that with the JK’s porkiness — a massive weight gain due to a significant increase in width and in safety offerings — and the Wrangler has aged poorly. It’s not ugly, but it’s just plain. Again, this is all in relation to the Jeep Wrangler JL, the JK’s successor, which has completely overshadowed it.
First, check out this nice grille — not only does it taper more as the grille goes to meet the frame, but it’s also got the headlights intruding into the grille slot s — just like many of the first civilian Jeeps (CJs):
Here’s a nice lineup of Jeep grilles from the JL’s brochure; it was pretty obvious Jeep saw the JL grille as a significant upgrade in terms of authenticity:
But it’s more than just the grille. The Jeep Wrangler JK was the first four-door Wrangler, and as such I always felt that especially the two-door’s design struggled to carry all that size. It always felt a little bit like a cube, and it always looked to me a bit slab-sided. The JL’s side character line really helped make it look a bit sleeker than its predecessor; the JL was truly a lovely and needle-moving styling update to the rather bland JK, without being too drastic:
Anyway, let’s have a look at some listing. We’ll check out only stock two-doors to limit the variables.
Here’s a nice 2013 manual transmission JK with about 150,000 miles on its 3.6-liter Pentastar V6 on Cars & Bids:
Here’s a 2012 in a more desirable color, with roughly the same sale price:
Here’s a 2017 automatic with 136,000 miles on Bring a Trailer:
Here’s a nice 57,000 mile Pentastar-powered Rubicon model that sold for $24,000 on Bring a Trailer:
The Sahara trim below usually goes for less than a Rubicon, but with 12,000 miles on the odometer, this perfect JK sold on Bring a Trailer for a bit more than the above Rubi — $24,250:
All of these have the desirable Pentastar engine. 2007 to 2011 models, though, were saddled with the gutless, sometimes-oil-burning “minivan motor,” the 3.8 liter V6, with the automatic being a weak and under-cooled four-speed compared to the Pentastar’s solid five-speed. These 3.8-liter JKs — especially ones before the much-needed 2011 interior refresh — are even cheaper than the ones above. Here’s a basic Sport model with just 90,400 miles on the clock — sale price on Cars & Bids: $8,550:
Check out this 2007 Rubicon (that’s the big-dog trim level that usually commands a heavy premium) on Bring a Trailer with about 150,000 miles on it; it went for just only $10,250:
This low mileage (55,000 miles) 2009 automatic model sold for $13,250 on Bring a Trailer:
The best of the best 3.8-liter Wrangler is the Rescue Green Rubicon, and this one with under 85,000 miles went for $17,200 on Cars & Bids:
This amazing yellow Rubicon with no miles on it wet for even less on Bring a Trailer:
So it seems to me that good-but-not-amazing-condition JK Wrangler two-doors typically sell for between 8 grand and 15 grand, with 3.8s at the lower end and 3.6s at the top end. Extremely nice 3.8 Rubicons will go for maybe 18 and nicer 3.6-liter Rubicons look to go for around 20. Obviously, Bring a Trailer and Cars & Bids rarely represent the local marketplace, but in this case, based on what I’ve seen, they’re not too far off.
This, to be clear, is still way more than the Wrangler YJ on average, though it is worth noting that a “decent” Wrangler doesn’t sell for that much less than a JK two-door — usually around $7 grand for one in good shape with 150,000-ish miles — so still a grand or two under a JK:
The best versions of YJs can actually sell for more than the best JKs, but then you’d expect that, because low-mileage, well-equipped YJs are significantly rarer than low-mileage Jeep JK Rubicons:
But when you get into the four-cylinder YJs, you realize just how cheap YJs can get. You can get a really nice looking Wrangler for $5 to 6 grand:
And if you get an automatic, it’s usually even cheaper.
The gap between a four-cylinder and six-cylinder fuel injected YJ is big, and even though both the JK’s 3.8 and 3.6 are six cylinders (so you’re unlikely to have that same stigma of “oh, it’s a four-cylinder?”) the difference between those two powertrains is large enough (202 HP vs 285 HP, plus the latter is generally considered more reliable aside from some valve issues on early ones) to where I think 3.8-liter JKs will be the YJs of tomorrow.
Obviously, that’s just a hunch, and me pulling listings from Cars & Bids/Bring a Trailer isn’t exactly scientific, but the ingredients are there: Like the YJ, its looks leave something to be desired; it’s similar but significantly worse overall than its successor; it’s a relatively high volume vehicle (it’s actually much higher, which exacerbates the value drop); and one of its available motors is significantly less desirable, so you’ve got competition between models and within the same model
I, for one, welcome a future of beater Jeep JKs, because JKs are still great Jeeps overall. Will they ever reach “disposable” status like the XJ did? Time will tell.
I’ve owned a CJ and a YJ, and occasionally miss them, but I lost interest in the Wrangler over the years as the feature load, price, and fenders ballooned.
Seriously, the fenders. I never even registered the bread-loaf grille evolution because I was so fixated on the grossly oversized black plastic fenders that make the whole thing look as clumsily “off” as a cheap exotic replica built on a Beetle pan.
Only Bogdan can pull off that look.
Agreed, the oversized plastic fenders, especially the standard black plastic ones, looked awful.
Also, no half-doors gets the thumbs-down. Taking the doors off requires some sort of add-on driver-side mirror to buy and keep track of. which is annoying. Half-doors let you have mostly open-air motoring with the top down, but you get to keep the mirrors in place and satisfy DOT regs.
My CJ had full soft doors, and mirror mounted on the A-pillar, so that wasn’t an issue at all. My YJ with full hard doors did require an aftermarket accessory mirror — which I was willing to deal with because nothing was cooler than riding around with a foot up on the door sill.
Like UnseenCat, I agree with the plastic fenders. But you know what plastic fenders don’t do? Rust. And that matters in salt prone areas.
I agree that plastic doesn’t rust. But the material is… immaterial… as regards being styled and proportioned properly.
Real jeeps have nine slots,
I know nothing about Jeeps really, other than that they’re not great on-road/daily drivers, but great bang-for-the-buck off-road. Being oldish, of course I much prefer the round headlights, but then again, I prefer round headlights on most cars, even ones that didn’t exist until long after the switch to LED/etc… and all the expensive-to-replace weirdness that we
enjoyhave now.But it’s nice that there’s a cheap used Jeep with some redeeming qualities. And if I were in the market for one, I’d trust whatever David and most commenters here have to say re: which ones to look for/avoid (in fact, it’s David’s opinion and my own laziness that’s responsible for me now having two cars with Michelin CrossClimate tires on them).
Bingo. That 3.8L polluted the entire JK gene pool. Even after that boat anchor was hove out to sea for good and replaced with the Pentastar, JKs still wore the association like a millstone around its neck. Fortunately, those of us in the know can look for a ’12+ and enjoy one for (relatively) cheap.
If no one ever told me that one model line DIDN’T have a bread loaf shaped grille I would have never picked up on that. I guess I don’t follow them closely enough. Its like knowing the difference between a swallowtail VW Rabbit and a regular VW Rabbit.
I do know the YJ because of its impeccable re-creation as a Tamiya hard body shell and because of the absolutely hideous plastic fantastic Renegade.
2010 JKU was the most reliable car I’ve ever owned. Biggest regret was trading it for a 4xe (since lemoned.) Learned my lesson – if it still runs, run it to the ground.
A pretty decent comparison, I’d say. I never owned one, but I’ve driven a few 6-speed 3.8 JK Wranglers and they were… fine. Which is about how I feel about the 5-speed 2.5L YJ Wrangler. Nothing to write home about, but gets the job done, especially in stock form.
I miss when you could snag a 4.0 YJ for $3-4k. I was about to buy one and hesitated and it got snapped up before I came back and said yes.
I would have expected the later pentastar/new interior JK’s to hold their value a bit better than the early ones.
You can still get a YJ for cheap. Mine as it sits was $6500 (after I sold the hardtop). And though it has 195,000 miles on it, it’s almost mint.
I also passed on a sweet green 4.0 5spd back around 2012, but if you account for inflation, that $3,500 car is a $5,000 car; YJ prices have risen a little, but not a ton.
I’d want a second opinion on the “almost mint” part since it was the first California car you bought (not counting the 60 year old Metropolitan).
LOL, ever since the JL came out, I’ve always felt the JK would become the YJ of its time. Glad to see I’m not alone in that sentiment. I mean, the JL even pulled a TJ and moved its turn signals out of the grille and into the fenders.
We currently have a 2016 JKUR HardRock (6MT) and a 2021 JLU Islander (2.0L). Previously owned a 2009 JKUR (auto). Overall I think the JL improves on the JK in pretty much every meaningful way except for the manual transmission, and I do think the JL looks better overall than the JK. I’ve got a lifetime warranty on my ’16 though, so I’ll be driving it for QUITE a while, lol. It’s only got 46K miles on it anyway.
FWIW, we also have a ’95 XJ and ’00 TJ. Owned an ’01 XJ for a short time. Would love to have an LJ Rubicon.
I’ve heard that JKs are becoming popular for budget builds. But having driven both a 3.8L and Pentastar equipped JK, there’s no way I’d buy an older one with the 3.8L.
You can build a JK up for pretty cheap – arguably cheaper than a TJ – if you’re handy. JLs now ship with 33s and 35s stock, so take-offs are plentiful. A cheap lift and wheel spacers to make those fit costs a few hundred bucks, and the front bumper can be chopped down with a sawzall to make a stubby. For ~$1800 you can have a 2.5″ lift, 33s, and a few other small upgrades like cheapo Amazon LED headlights – that’s not bad at all.
I ran the JL Rubicon take-offs on my XJ… perfect size for that Jeep.
150K rustbucket Jeep is not cheap at any price.
I had a 4 door JK as a rental, it had 5,000 KLMs on it and had rust UNDER the paint coming through lolll.
I’ve said this before, for as long as the Wrangler has been made it should be one of the most reliable, affordable, sorted vehicles on the market. Yet somehow….
Unfortunately that’s not how modern manufacturing works. The longer something stays on the market, the longer the beancounters have to employ every tactic to shave a cent here and a cent there with the goal to make manufacturing cheaper, not to 7improve product quality.
Oh ya, it doesn’t make it any less depressing though. These 2 door Wranglers should be 20 grand all day.
Wish Honda, Mitsubishi, or Toyota brought the Jimny here at 20-25 grand to dethrone this overpriced segment.
Also wild how Toyota hasn’t come out with a competitor and it’s just the Bronco vs. Wrangler.
Regarding the market analysis, I don’t have a whole lot to add. However, I do have some impressions I can share regarding the Jeeps themselves.
After having driven old school Jeeps, XJs, YJs, ZJs, the 2012 JKU I bought was a strange amalgam of old and familiar, while feeling somewhat more refined and modern to me. That’s not to conflate it with vague words like “better” or “worse,” but it certainly felt different initially. Having skipped the TJ altogether, although I’d have certainly appreciated one, I was essentially exposed to an evolutionary leap as opposed to a gradual stepping up.
As others have mentioned, its styling and build was certainly a product of the times, and by the time I bought mine in 2021, it had already felt a little antiquated compared to the JL/JT, but still more modern compared to my previous Jeeps. In terms of reliability, it gave me very little trouble that I didn’t bring down on myself (hence my username), but I couldn’t seem to keep from digging into it prophylactically anyway. The dimensions, I think, were what made it feel the most different. By comparison, the interior was cavernous, although on paper, the difference in dimensions was fairly minimal. The vehicle also felt wider, and was wider by the numbers, which made parking in my narrow garage a little bit of a guessing game at times. That, coupled with the sight lines, exacerbated things a little bit for me.
Some people complain about the Pentastar V6, but I found it to be a perfectly good engine, and as mentioned, it was certainly better in most ways than the outgoing 3.8 V6. I had consistently gotten myself 16.5-17.5 MPG in mixed driving, skewed towards city, with a 2.5″ lift and larger OEM spec tires. Considering that it was paired with the NAG1 5 speed automatic, I’d say that’s pretty good. I consumed very little, if any oil, as well, on annual oil changes. My primary issue with the drivetrain lies with the NAG1. Although it has a reputation for being a solid and reliable transmission, I found it less pleasant than the 45RFEs and 545RFEs I’ve had in other Chrysler products. It had odd cold 1-2 upshift/downshift tendencies, despite having fresh fluid, a filter, new conductor plate, and solenoids.
After driving my JKU for several years, the Gladiator I recently bought has returned me to that “same, but different” feeling again. That sensation of familiarity was balanced with the modern improvements of the platform, primarily with the 850RE transmission. Although the handling was greatly improved at stock height, and everything that works so much better when new, the 8 speed automatic makes the Pentastar an even more cromulent choice for daily driver status. Although I can be a bit of a Luddite, I do appreciate the standard rear view camera, even if it flies in the face of the ethos of Jeep simplicity and ruggedness, is a welcome addition. If nothing else, it adds to the diverging nature of Jeep’s roots and its continual march towards modernization. When taken in context of the fact that my Gladiator is outfitted with manual locks and crank windows (which I appreciate, by the way), it makes this Jeep feel even more like a modern anachronism, which is somehow very emblematic of where the brand is today.
In my humble opinion (and as a Toyota Apologist), it seems that the Wrangler ratings go as such:
1) TJ
2) JL
3) JK
4) YJ
With the TJ Unlimited as the GOAT.
This. 1000%. The LJ is, IMHO, the pinnacle of Wrangler evolution.
Indeed. I don’t regret selling mine years ago, but if I came across another stock one for sale, I’d be very tempted.
if you are talking only manuals though (and you SHOULD), the JL falls down the list.
It’s pretty cut and dried for me—and I suspect a lot of others in my age group. I graduated hs in ’94, so I had friends with CJs (cool but very agrarian), and also with YJs (ugly grill, sketchy build quality). For my money, the TJ (and especially the LJ) are the ultimate evolution of the Wrangler platform. They got the look right, it’s just the right size (particularly where width is concerned), and the 4.0 is naturally peak Jeep.
The JK and the JL have always struck me as bloated, plasticky, overly complex (at the expense of reliability) mockeries of what a Jeep should be. I don’t care how cheap they get, I’ll never own one. That being said, a neighbor has an all-stock yellow TJ with a hardtop tucked away in his yard that hasn’t moved in… well, since we’ve lived here. I need to go knock on his door and see if he’s interested in letting it go.
Styling wise, the YJ and TJ have passed through the valley of “dated” and now look “classic.”
A JK is probably a better choice for someone who just wants a Jeep and doesn’t want to pay a ton of money for one. But for the kind of people who use names like JK and TJ, those are cooler.
My partner inherited a 2012 Unlimited, and it was one of the worst vehicles I have ever owned. We sold our ’97 TJ and very much regretted it. Yes, the ’12 was a bit nicer to drive (especially since our TJ didn’t have antilock brakes or AC), but it constantly demanded attention. Electronic bugs were prevalent (replacing the head unit fixed part of, but not all, of the issues, the brakes wore out quickly, the door hinges rusted, the mileage was no better, and it had a tendency to crack its own windshield on cold days with the defroster on. The 3.6 was fine, but demanded RPMs that made it annoying when driven off-road.
After the emotional connection to it faded (it was my partner’s mother’s before she passed), we got rid of it. We thought about going back to a TJ but decided to take a break from having a Jeep. We have considered a TJ again for a runabout if we get a vacation property.
I will say the TJ was the best urban runabout I have ever owned. Great turning circle, curbs aren’t an issue, great visibility, and care-free bumpers.
I am not sure the Grills are enough different for me to care. they look close enough. The JL signals in the grill actually make it look more authentically CJ to me to be honest.
The 3.8 is the biggest issue most have and since many don’t seem to realize the Pentastar came in before the grill changed again, most of the JL’s don’t get built up or are as desired as a result.
I can say I fully understand the reason for the rectangular grill versus the rather difficult to keep cool older CJ anything. The CJ seems to require a downflow radiator to keep anything cool at speed. The opening of the front of the body work is just too Narrow to properly dissipate the heat on Cross Flow radiators as they just don’t have enough space to pull the heat out. And of course nearly all, if not all modern radiators are Crossflow designs.
I have seen the inside of both Pentastar and Van6 Jeeps and I am truly amazed how tight the fit is for everything though. And I am not all interested in a Turbo 4 Rubicon. I am simple I guess, I would mush rather a cross flow head 3.0 hurricane straight six without a hair dryer or 2 for the base motor. Eve if it means extending the hood and placing the rad out a few inches. Though I am not for sure the 3.0 has the right rod ratio’s for a torquey little Jeep motor or not?
I bought our 97 TJ 5 speed 4.0 from someone in the LA area sight unseen 19 years ago for $7111
on EBAY.
I flew out to Orange County airport ,met the lady, drove the jeep out the exit and back in the entrance ,wrote her a check, jumped back on the same plane and flew back home.
My wife and I flew back to LAX a couple weeks later,picked the jeep up from the hotel parking where we usually overnighted.She had left it there for us with the keys up on the front differential.We got the oil changed at a quick change oil place and drove it back to Wisconsin.
Still own it and still has the original now scratched paint but it’s never seen salt from our roads.Only 89000 miles and worth maybe $10000 now to the right buyer but we have no plans to sell it.
No kids to give it to so it’ll end up with someone who hopefully will have as much fun as we have in it when the executor sells it,lol.
I am pretty sure they stopped making those in 2006.
I wish they had kept the LJ 2 door option in 2007 and beyond though.
I have a 2015 Unlimited Rubicon Hard Rock, manual transmission with 114,000 miles. It has been great. Yes, the JL has improvements, but as you said the manual is not so good. I’m waiting to see what Jeep’s Recon turns out to be, but definitely have my eye on the Rivian R2. Electric off-road is nice!
My dad had a RUBICON JK and to me it was Jeep pretty well defined. Rattles and creaks, terrible highway performance, and just a fairly miserable way to cover miles on road. The second you left the pavement behind it transformed into the easiest most comfortable method of covering miles. What I love about Jeeps is they are good at one thing to the detriment of other things. We don’t need another mid sized SUV that does everything ok enough. We need more vehicles that identify something and own it.
As a 3.8 JK owner (the most “unloved” JK) and having driven many JLs, I can really say that the JK is a better 4WD. It’s simple enough to fix on the trail and drives like a Jeep should, unlike the very complex and car-like JL. I do prefer the styling as well, since the JL’s long hood and raked windshield make the 2-door look awkward and unproportional. The JK is very much of its time, styling wise, but nothing looks “off” about it, unlike the JL.
I have to jump to the 3.8’s defense as well. For a 2-door, it’s perfectly adequate, just let down by the 4-speed auto with long gearing. And no matter what myths people repeat, they are bulletproof motors, whereas the Pentastar 3.6 goes through oil coolers, radiators, and long blocks like nothing else.
To put myself further into the minority, I really prefer the early interior to the updated one – and not just because it skips out on the problematic electronic blend doors – but because it has character and simplicity, with exposed fasteners and fewer parts.
To be clear, I like the JK overall. I just prefer the JL’s styling, ride, interior, etc. But as a pure trail rig, you could definitely make a case for the JK.
And by the way, its NSG370 manual is a better manual than the JL’s completely-devoid-of-feel Aisin.
What’s with that? Both the clutch and shifter have zero feeling or feedback!
A completely unforced error on Jeep’s part.
I don’t disagree, but there I think we need to control for bias here.
If it makes you fell better, the last of the TJ’s used a 6 speed manual that was unusable in 6th gear in most cases and the Much “loved” 4.0 HO had Tupy heads and a terrible coil on plug intermediary fix that in both cases leave many a TJ stranded.
The 3.8 makes lots of weird noises, but often seems to be running up until the trans or some other drivetrain issue gives up the ghost.
3.6 is definitely better overall, but certainly like any new vehicle it can be hit or miss and like ALL the jeep motors before it, there are known weaknesses that prove to be real problems that most of the aftermarket parts can at least direct you to if you have not researched them at the time of purchase.
I owned a couple of JK Rubicons and now a TJ, and I have some additional thoughts on the JK values.
1) They sold a ton of JKs, as they continued the path started by the TJ to make a less punishing Jeep, but took what the TJ did so very much farther.
2) The 3.8L with the 42RLE is absolute garbage (I know, I owned one for many years), so the value of those is down because none of it is better than the 4.0L and 32RH that came before it. Even with the NSG370, the 3.8L is a turd.
3) The interior of the early JK is also garbage. Even from new they rattled like mad, and while the hard plastics are easy to clean, they were also somehow more brittle than what came in the TJ (which is poster child for brittle plastics, especially the door panels).
The 2011 refresh with the updated interior and the 3.6L/A580 update in 2012 were huge improvements, and I enjoyed my 3.6L/NSG370 Rubicon far more than my 3.8L, but the JL took all of that and refined it more – plus made it way more expensive. I think the JL starting prices have kept them expensive, but the sheer number or JKs, all nearly a decade old or older, has let their prices fall because anyone who can afford a nice Jeep is buying a JL and anyone wanting a “true” Jeep is buying a TJ or a CJ (not that it was my intention – I stumbled on my TJ and it was too Jeep to pass up).
You’re hired!
My son has wanted to work with me on a Jeep for a while. TJs where I live are either rotted from stem to stern or overpriced, and I am not doing a YJ. So, the more modern JK is where it’s at.
But the 3.8 is a dog, so I would want a 3.6. That, in my area, takes things into “too expensive for a toy” territory. If I can find one that isn’t a 4 door.
I’ve been contemplating picking one up with a worn-out 3.8 and using it to diesel swap.
This or some other engine swap is likely what will happen to many of these.
I could see many a 5.7 with a slight tick that might not have completely wiped the cam, get a new lease on life in a 4 door Jeep with a MSD Delete kit….or honestly just pull the manual trans challenger v8’s that don’t have the MSD from the factory.
I can’t hear you over the wondrous clatter of a Mercedes OM648.
well and also because you are probably still at the bottom of the hill working your way up.
The OM648 makes more HP stock than the 3.8 did. And that’s before tuning it.