This vehicle, Lot 105, sold for $49,850 (€46,000), including buyer’s premium, at RM Sotheby’s Paris, FRA, auction on January 31, 2024.
The SUV craze that has swept the U.S. over the past two decades was a long time in the making. There is little consensus about which model represents the first real “Sport Utility,” and the Big Three all like to take credit where credit may not be due. Even the term itself has never been truly accepted by enthusiasts, who can be quick to point out that many so-called SUVs offer little utility and even less sport.
After World War II, any civilian Jeep taken into the woods for a day of fishing could stake a claim as the seminal Sport Utility Vehicle. But these early CJs were extraordinarily minimalistic and had a short wheelbase. They were great for climbing and navigating difficult terrain, but with all the stability and road manners of a mechanical bull at the local honky-tonk. In 1957, Chevrolet added four-wheel drive to the venerable Suburban. This got GM close to discovering the magic SUV formula, though in that era the Suburban was a commercial vehicle, full stop. Ford swears the Bronco started the SUV craze in 1966, and indeed, it was perhaps closer to what we think of as an SUV today than any progenitor. That is, except one.
First to last
Jeep, then owned by Kaiser and still called Willys-Overland, debuted the Wagoneer in 1963, well before the Bronco. Resembling nothing so much as a chunky, high-riding 4-door station wagon, from the beginning the SJ-platform Wagoneer was conceived with an eye toward passenger comfort and luxury. High levels of equipment were offered, including an optional automatic transmission and air conditioning in 1964. Jeep would add safety equipment such as seat belts and a padded dash in 1965.
Originally, the Wagoneer was powered by Willys’ “Tornado” inline-6. With an aluminum head and overhead cam, it was advanced for its time, at least for an American engine. Displacing 230 ci and making 140 horsepower, the Tornado had prodigious torque, 210 lb-ft, due to the long stroke. Still, the Wagoneer was no speed demon, as 0–60 mph times are listed at “pack-a-lunch” (or somewhere around 16 seconds). In 1965, more muscle became available with the AMC “Vigilante” 327-ci V8, making 250 hp. The optional BorgWarner 3-speed automatic was an industry first in a 4×4.
A bouncy or hard ride would not be tolerated, so the softly sprung Wagoneer suspension had good on- and off-road compliance. It articulated well but lagged in the cornering department, as sway bars were not employed until the 1970s. Early models were optionally equipped with an independent front suspension, offered in both two- and four-wheel drive. Now the IFS is considered more of an oddity, as it was fairly rare and was scrapped after 1968. Later Grand Wagoneers are a delight to drive, with cushy suspension and over-assisted power steering.
Speaking of which, the Wagoneer also managed to lay the groundwork for a couple of automotive distinctions. First, its 29-year run on the same platform has yet to be challenged. This made the Wagoneer very profitable for whomever owned Jeep at the time. (That would be American Motors from 1970 until 1987, when it was sold to Chrysler.) This explains why the Wagoneer became the last American production vehicle still using a carburetor. Indeed, it was a dinosaur long before production ceased, yet it still sold well throughout its lengthy run, all the way until 1991.
Popular today
Restoring a Wagoneer is pretty popular these days, in part because of their straightforward engineering and relatively cheap parts. Bodies and frames are fairly easy to align, but beware of Frankenstein projects assembled from multiple donors. Almost any model can be considered a good parts source, but not everything will interchange between different years. There are a couple of primary repop suppliers, and with so many Wagoneers made, finding what you need should never be too difficult. They do rust, especially in the frame rail next to fuel tanks, but body rot can be remedied, as all the panels are readily available.
Built in January of 1965, our subject vehicle was specced for European delivery and is one of the last units produced with the “Rhino” grille. It is light on options, lacking power steering and power brakes; many other option boxes were not checked. Most luxury appointments on the Wagoneer were still options in 1965, and carpeting, something this example also lacks, goes a long way in reducing road noise.
The new owner will be advised that the stock drum brakes are known to fade after a few hard stops. The good news is that in these older trucks, the unassisted steering is acceptably light once moving. Also missing here is the automatic transmission. The ol’ 3-on-the-tree is guaranteed to flummox anyone under 40 years old, often prompting a “First gear is where?” query followed by a loud grind.
Grand indeed
Wagoneer values are about as simple as the vehicles themselves. First, understand that we’re talking about all SJ-platform Wagoneers including Grand Wagoneers, the name AMC bestowed upon the model in 1984 when the new XJ-platform Cherokee was introduced. (That model superceded the 2-door Cherokee built on the SJ platform starting in 1974.) Condition and basic options all being the same, the later the example, the more it will be worth. I know this sounds simplistic, but in the Waggy world, the most valuable example is the 1991 “Final Edition,” due to the limited numbers produced.
Low-mileage Grand Waggy honeys can fetch over $50k and upwards of $80k if the stars align. Values have been softening a bit over the past 12 months, however, with plenty of mediocre offerings appearing in the market. Engine swaps make things interesting, and values really take off with LS and Hemi transplants, which can get from $75k to upwards of $100k for the right build. Again, most of these are the post-1984 Grand Wagoneer models.
The pre-1984 Wagoneers struggle to reach $50k for the best examples. Average driver-quality rigs land in the $20k–$30k neighborhood, with older 6-cylinder variants bringing up the rear. That puts this sale off the bell curve, but so too does its location. It’s not every day that you see a vintage American SUV in Europe. Stateside, this might be a $25k vehicle. Surely the buyer here cares more about having the only one parked on the street in his Swiss ski town. Here’s to the heater working. ♦
(Introductory description courtesy of RM Sotheby’s.)
