Top 12 Best Exhaust for 3.6 Pentastar: See #1 Pick

The stock 3.6 Pentastar exhaust sounds fine for about a week, then the highway drone settles in at 70 mph. A lot of drivers swap it out and land with something worse, a cheap cat-back that buzzes the cabin or turns raspy under throttle. That is usually when the hunt for the best exhaust for 3.6 pentastar starts in earnest.

A few things separate a good system from a bad one. 304 stainless steel holds up for the life of the vehicle, while 409 develops surface rust within a couple of winters.

Mandrel-bent 2.5-inch tubing flows well, and a proper resonator or chambered muffler kills drone at cruise. A true bolt-on kit reuses the factory hangers, so it installs with basic hand tools in an afternoon.

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Image	Product	Price
Our Top Picks 1	Borla S-Type Cat-Back	Check Price
Our Top Picks 2	aFe Scorpion Axle-Back	Check Price
Our Top Picks 3	MBRP S5534AL Exhaust	Check Price

Our Selected Top 12 Exhaust for 3.6 Pentastar for Every Budget

Twelve exhaust systems for the 3.6 V6 fill this list, from affordable axle-back kits to full cat-back setups. Each entry covers real-world sound, fitment and power, explains who it suits, and points out the drawbacks you should know before buying.

1. Borla Grand Cherokee S-Type Cat-Back Exhaust 140836

Borla’s 140836 S-Type cat-back replaces everything behind the converters on a 3.6 Pentastar Grand Cherokee and gives the V6 a much stronger voice. It suits drivers who want a sportier note without cutting or welding.

The biggest strength is the direct fit, which keeps stock hanger locations and turns installation into a hand-tool job.

Removing the stock system takes the longest, mostly because stuck factory clamps and tired hanger rubbers fight you more than the new pipes do. The Borla sections hang on the stock mounts, so you slide the joints together, set the tip depth against the bumper, and torque everything down.

Cold starts get a healthy bark that settles into a low growl on the move. Daily driving stays livable, though you notice it far more than stock at steady light throttle, and the cabin carries a bit more resonance.

The S-Type name puts it a step up from Borla’s quieter Touring line, so the Pentastar gets a genuine note instead of stock hush. Everything happens behind the converters, which leaves all upstream emissions hardware untouched. Fit is the strong point: the pipes, muffler, and tips align with the factory hangers, and no cutting or fabrication is needed.

The weak point is light-throttle drone at steady cruising speeds, the tradeoff you accept for the louder note.

On a Grand Cherokee with the 3.6 Pentastar, this S-Type cat-back trades the stock hush for a deeper, raspier growl that shows up at start-up and under throttle. Steady highway cruising stays livable, though a light drone can creep in at sustained speeds. It hangs from the stock hanger locations, so daily driving, parking, and towing habits stay the same.

You will be happy with this system if you want the Pentastar to finally sound like a six-cylinder and you can live with a firmer exhaust note inside the cabin. Choose the Borla Touring version instead if most drives are quiet commutes, or look at milder systems altogether if you tow often with kids sleeping in the back.

Installation is realistic at home with jack stands, a socket set, and a way to cut the stock pipe, though rusty Midwest hardware can turn a short job into a long one. Once the clamps are torqued, the system needs no ongoing attention beyond an occasional check after rough roads. The stainless construction should outlast the Jeep itself.

Pros

• Direct-fit design hangs on factory mounts with no cutting
• S-Type tone gives the Pentastar a deeper, sportier voice
• Backed by Borla, a dedicated exhaust manufacturer
• Leaves upstream emissions and converters untouched for inspections

Cons

• Light-throttle drone at steady cruising speeds
• Listing omits material and tip details, so verify fitment first

2. aFe Power 49-08047-P Scorpion Axle-Back Exhaust System

The aFe Power Scorpion 49-08047-P is an axle-back exhaust aimed at 3.6 Pentastar vehicles, and it suits drivers who want a deeper, louder note without paying cat-back money. Its biggest strength is pairing a polished stainless tip with value-priced mandrel-bent tubing.

Setup stays basic because aFe includes OE-style bayonet hangers, band clamps and all the mounting hardware, so an afternoon with hand tools does it. The hangers line up with factory mounts, which skips the drilling and measuring that cheap kits demand.

Once it is on, the 13 inch baffled muffler delivers a louder idle and a sharper note under throttle, the aggressive sound aFe promises. Wash the polished oval tip with the rest of the vehicle, because brake dust and road salt dull polished stainless fast.

The design does the one job an axle-back should: swap the stock rear section for mandrel-bent piping and its baffled muffler, deepening the tone without touching the mid-pipe. The muffler carries an anti-corrosion coating, and the band clamps seat tight on the tubing.

A 4.8 out of 5 average from 10 ratings speaks well of the fit and finish. The compromise is the aluminized steel pipework, which will age faster than the stainless tip in road-salt winters.

This axle-back bolts behind the rear axle using the included bayonet hangers and band clamps, so plan on a driveway hour with basic hand tools. The 13-inch baffled muffler adds a deep growl at idle that firms up under throttle and stays calm at highway speed. Aluminized piping keeps cost down but wants a rinse after salty winters.

Anyone hunting for the best exhaust for 3.6 Pentastar Jeeps on a budget will like the sound bump and polished 304 stainless tip without paying full cat-back prices. Daily commuters who want near-silence should pick a resonated system instead. The OE-style hangers line up with factory mounts, so no cutting or welding is needed.

Made in the USA from 2.5-inch mandrel-bent aluminized steel, the kit supplies every clamp and hanger, though you bring your own sockets. The laser-etched polished tip picks up fingerprints fast, so wipe it with a microfiber after each wash. Snug the band clamps once more after a few heat cycles, then leave it alone.

Pros

• Includes every clamp and hanger needed for a bolt-up install
• Polished 304 stainless oval tip resists rust and looks sharp
• 13 inch baffled muffler produces a genuinely aggressive sound
• Assembled in the USA at a value price

Cons

• Aluminized steel tubing will corrode before the stainless tip
• Axle-back only, so the stock mid-pipe stays in place

3. MBRP S5534AL Cat Back Exhaust

The MBRP S5534AL is a single-exit cat-back exhaust aimed at the 3.6 Pentastar crowd, and it makes the most sense for drivers who want a real V6 tone plus easier throttle response without going full custom. Its biggest strength is sound: the straight-through muffler gives the engine an actual voice and keeps highway cruising civil.

Getting it on is a driveway job with basic hand tools; the kit arrives as a set of pipes, the muffler and the clamps, and the 2.5 inch tubing lines up with the factory hanger points. A second pair of hands holds sections steady while you snug everything down.

Around town, throttle response picks up, and the design is built to drop exhaust gas temperatures, which helps on hot towing days or long grades in summer.

The straight-through muffler does its main job well: a fuller note at idle and a low hum on the move. At 28 pounds, the aluminized steel system is light enough to maneuver easily under the vehicle. The strongest praise centers on the deep, clean tone and the way the 3.75 inch tip fills the rear opening, but drone at sustained highway speed is the most common complaint.

The 4.4 out of 5 average across 34 ratings reflects mostly happy installs.

A 4.4 average across 34 ratings points to a kit that satisfies, and everyday use explains why. The straight-through muffler swaps the 3.6 Pentastar’s stock hush for a deeper V6 note and crisper throttle. Two tradeoffs come with that: a light drone at steady highway speed, and aluminized steel that wants a rinse after winter salt to slow surface rust.

Anyone shopping for the best exhaust for a 3.6 Pentastar on a budget will be happy with this kit, since MBRP claims the 2.5 inch tubing adds torque, horsepower and throttle response. Pick something else if you want a quiet cabin on family road trips, a polished show tip, or a system built to outlast a decade of rust-belt winters.

Setup is a garage-ramp job: the whole kit weighs 28 pounds, sections clamp together, and basic hand tools finish the swap in an afternoon. The 3.75 inch tip looks proportionate rather than oversized. Read the fine print before ordering, because the warranty only applies when the kit is sold through an authorized dealer, so check MBRP’s reseller list first.

Pros

• Deep, clean exhaust note with proper rumble at idle
• 2.5 inch tubing supports better torque and throttle response
• 3.75 inch tip fills the rear opening neatly
• Light 28 pound system is manageable to install

Cons

• Aluminized steel is more rust-prone than stainless in winter salt
• Warranty coverage requires buying from an authorized dealer

4. aFe Power 49-36605 Takeda Cat-Back Exhaust System

The aFe Power 49-36605 Takeda cat-back replaces the stock exhaust behind the converters on the 3.6 Pentastar. It suits someone who wants a stronger note without cutting or custom work.

Its biggest strength is build quality: 100 percent hand TIG-welded 304 stainless steel with dual 4.75 inch polished tips.

Getting it on the vehicle is simple. The no-modification design means it replaces the stock rear setup without cutting, welding, or bending anything to fit. The 2.5 inch pipe runs the full length from the converter back, so flow stays consistent through the whole system.

The dual 4.75 inch oval tips sit at the rear with a double wall design that reads cleaner than thin single wall tips. Polished stainless picks up water spots and road film quickly, so wipe the tips down during regular washes.

The main job is moving spent exhaust with minimal restriction, and the 2.5 inch diameter does most of that work. Build quality is the real standout: 304 stainless throughout, 100 percent hand TIG-welded, and made and assembled in the USA.

304 stainless resists rust far longer than the aluminized steel on stock systems, which matters through salted winters. The hand welds at every joint are the most impressive part, while the 3.8 out of 5 average from 8 ratings is the main knock on it.

The only hard data is a 3.8 star average from 8 ratings, with no written feedback attached. Daily use starts with a bolt-in install behind the factory catalytic converters, no cutting needed. The 2.5 inch 304 stainless tubing and hand TIG welds resist rust, while the polished dual tips need frequent wiping to stay bright through winter road salt.

Anyone rebuilding a daily driver and wanting stainless parts that outlast the body panels gets real value in the 304 construction and double wall tips. Shoppers chasing a specific louder note or proven warranty support should pick a system with more feedback, because 8 ratings is a thin sample and the description stays quiet on sound.

Matching the best exhaust for 3.6 Pentastar builds to your vehicle takes one step first: confirm the 49-36605 part number against the exact model year and body style before ordering. The listing promises no modification necessary, so a correct match means a bolt-in swap. Keep factory hardware, check clamp torque after a few hundred miles, and recheck tip alignment.

Pros

• Bolts on with no cutting or modification required
• Hand TIG welds on every joint
• 304 stainless throughout for long rust resistance
• Dual 4.75 inch polished double wall tips

Cons

• Middling 3.8 out of 5 rating from 8 reviews
• Polished tips show grime and need frequent wiping

5. aFe Power 49-43135 Cat-Back Exhaust System

The aFe Power 49-43135 is a cat-back exhaust system for the 3.6 Pentastar, aimed at anyone who wants more sound and flow without going to a full header setup. The big draw is the scope it covers in one part number, all the way aft of the catalytic converters.

Installation is a garage job on jack stands. You pull the stock muffler and piping off the factory hangers and hang the new sections in their place. Confirm which clamps and gaskets you need separately before the old pipes come down.

Retorque every joint after a few heat cycles and listen for leaks under load. The fuller note shows up hardest on cold starts and hard pulls, then backs off at a steady highway speed.

The main job is improving flow and tone, and on a naturally aspirated Pentastar that means livelier revs and a deeper voice rather than a big horsepower jump. The design keeps the factory cats untouched, which matters for staying street legal.

The direct replacement fit is the strongest selling point, but the main component only packing leaves hardware such as clamps off the order, and support ends 30 days after receipt.

This cat-back from aFe Power, part number 49-43135, targets the 3.6 Pentastar V6 and replaces everything behind the factory catalysts. Expect a deeper idle and a firmer note under throttle on the highway. The listing shows the main component only, so parts like gaskets may not be in the box.

Drivers who want the Pentastar to sound less like a rental will be pleased, especially anyone comfortable turning wrenches at home. Anyone who needs near-stock quiet for early mornings or a very quiet cabin should choose a milder system instead. Confirm your exact year and model fits before ordering anything.

Set aside a weekend morning for the swap, with jack stands, penetrating oil, and a second pair of hands to line up the piping. Hanger alignment takes patience, and tip centering matters more than people expect. aFe asks for contact within 30 days of receipt for issues, so check the tubing for shipping dents on arrival day.

Pros

• Direct cat-back replacement for the 3.6 Pentastar
• One part covers everything behind the converters
• Comes from an established exhaust brand
• Factory cats and mounting points stay untouched

Cons

• Ships with main component only, buy clamps separately
• Warranty coverage ends just 30 days after receipt

6. MBRP S5256409 Single Side Exit Cat Back Exhaust

The MBRP S5256409 is a single side exit cat-back exhaust for the 3.6 Pentastar, aimed at drivers who like their own garage work. Its biggest strength is the easy install MBRP designed into the system.

Pair that with a richer sound and a distinctive tip, and it hits the mark.

Out of the box, the system is laid out for a DIY install, and you can handle most of the work in a home garage. Once it’s on, daily driving changes in the details: the single side exit shifts the look along the rear, and the tuned flow gives the Pentastar a deeper note when you rev it. That improved flow can also help the engine run more efficiently, which may show up as better fuel economy over time.

Upkeep is limited to the occasional wipe of the tip.

As a cat-back, this system works after the catalytic converter, so the gains come from freer flow rather than a full engine-side change. Expect a deeper, more aggressive note at idle and under throttle, plus a cleaner exit on one side. The whole kit weighs 52 pounds, so handling the sections during the install is manageable.

The richer sound earns the most praise. The tradeoff is the single side exit itself, which keeps one rear corner bare.

Day to day, this system bolts in behind the factory catalytic converter using basic wrenches and the stock hanger points, so a Saturday afternoon often covers the swap. Cold starts carry a low growl that settles to a hum at cruising speed. The usual trade-off with a V6 cat-back is a faint drone on long hills at steady throttle.

DIY types with a floor jack, safety stands and a level driveway will finish the job without a shop bill. Drivers chasing a deeper V6 note and the side-exit look will like the result. Anyone needing a factory-quiet cabin for constant highway towing, or facing strict neighborhood noise rules, should pick a milder system instead.

For a 3.6 Pentastar V6, this cat-back makes a strong case as the best exhaust upgrade at its price, in part because MBRP keeps fitment simple. The 52-pound box arrives in bolt-together sections, so storage and one-person handling stay manageable. Retorque the clamps after a few heat cycles and check the tip clearance against painted plastic trim.

Pros

• Typical install takes little or no professional help
• Deeper, more aggressive note under revs
• Tip design sets the rear apart from stock
• Optimized flow can lead to better fuel economy

Cons

• Headers stay stock, so large power gains are out of reach
• Stated fuel savings remain possible, not promised

7. Northeastern Exhaust Kit for Jeep Grand Cherokee 3.6L

The Northeastern Exhaust Kit 650321 is a cat-back replacement for the Jeep Grand Cherokee 3.6L. It suits someone whose factory system has rusted out and who wants a straightforward bolt-on swap instead of a custom shop build.

Its biggest strength is the hardware pack, because the gaskets and clamps come included so no welding is needed.

Fitting it is a clamp-and-bolt job. The sections line up with the OEM pieces numbered 302170, 302169, 301109, 103201, 305157 and 103200, so the stock locations stay stock, no cutting or fabrication required.

You still want a jack, stands and a torque wrench on hand. The manufacturer insists on a certified mechanic for the install and a leak check afterward, and that matters because escaped fumes can reach the cabin. After that, day to day driving asks nothing of you beyond the usual undercarriage rust checks.

The piping uses 409 grade stainless, the corrosion-resistant grade the maker specifies for harsh driving conditions. Flow is the design goal, and the listing ties reduced back pressure to potential horsepower and torque gains. One order covers the whole job because the clamps and gaskets come in the box.

The main drawback is the substitution policy, since a similar or equivalent part can arrive when the exact kit is out of stock.

This cat-back kit for the 3.6 Pentastar comes in 409 stainless steel with gaskets and clamps included. Everyday life with it is straightforward: sections bolt together under the Jeep, no welding is required, and the included hardware covers the connections. The listing asks for a certified mechanic, and a quick leak check before driving takes minutes.

Anyone replacing a rusted factory system on the Grand Cherokee 3.6 should be happy, especially weekend mechanics who own jack stands and patience. Drivers chasing a louder note or genuine horsepower gains should step up to a performance system. The seller reserves the right to ship an equivalent part, so sticklers for an exact match may look elsewhere.

One practical note: run the tailpipe past the rear bumper so fumes stay out of the cabin, and retighten the clamps after a few hundred miles of heat cycles. Fitment covers the stock system on the 3.6 Pentastar with matching OEM-style part numbers, which makes ordering straightforward. Keep the receipt in case the kit arrives as an equivalent substitute.

Pros

• Bolts together with no welding or fabrication
• Gaskets and clamps included in the box
• 409 grade stainless resists corrosion on salted roads
• Replaces six OEM part numbers for direct fitment

Cons

• Equivalent part may ship if the exact kit is unavailable
• Manufacturer requires a certified mechanic for installation

8. 3.6 Pentastar Camshaft Set with Rocker Arms & Valve Lifters

This kit rebuilds the whole valvetrain on a 3.6L Pentastar V6: intake and exhaust camshafts for both banks, 24 rocker arms, 24 lifters, and the gaskets to close it back up. It suits someone doing a full top-end job rather than swapping one cracked part, and its biggest strength is covering every wear item in a single order.

Installation starts with paperwork, not wrenches. Compare the numbers on your old camshafts against the list, 5184377AD through 5184377AH on the left exhaust side and so on, because fitment spans 2011 to 2016 but narrows on models like the Durango and Avenger.

Once matched, the kit works as one complete swap: intake and exhaust cams per bank, all rockers, all lifters, fresh valve cover gaskets, and an intake manifold gasket set so you are not hunting seals mid-job.

The main job is bringing a noisy or worn valvetrain back to stock operation, and the set matches original part numbers across all four cam positions. Nothing in the spec sheet is performance-oriented; this is a like-for-like replacement. The completeness earns real credit, since buying rockers, lifters, and gaskets separately adds up fast.

The caution comes from the feedback: a 1.7 out of 5 star average across three ratings, a thin but unhappy sample.

This set bundles a full valvetrain job for the 3.6 Pentastar: four camshafts, 24 rocker arms, 24 lifters, two valve cover gaskets and intake manifold gaskets. The install means removing the intake manifold, pulling both valve covers and working around the timing chains, so budget a weekend. The listing averages 1.7 stars from three ratings.

A DIY mechanic fixing noisy rockers or tired lifters on a Caravan, Wrangler or Ram 1500 gets the whole job in one order, gaskets included. Anyone hunting the best exhaust for 3.6 Pentastar sound or power gains should skip this, since it is a stock-replacement kit. Shoppers wanting a proven brand may pick a better-rated set.

Pros

• Covers all four camshafts, rockers, lifters, and gaskets in one box
• Full OE number list makes cross-checking your engine simple
• Vehicle-specific fit across many 2011-2016 3.6L models
• Backed by a 1 year warranty

Cons

• Weak 1.7 star average from only three ratings
• Model year fitment varies, so verify part numbers before ordering

9. AWE Trail Edition Catback Exhaust for Jeep JT (3015-21001)

The AWE Trail Edition (part 3015-21001) is a cat-back exhaust for the Jeep Gladiator JT with the 3.6 Pentastar. It suits drivers who wheel on weekends and commute during the week and want more voice than stock without turning the cab into an echo chamber. Its biggest strength is the way it arrives as one complete bolt-on setup.

Everything shows up in a single box, but the kit weighs 63.4 pounds, so a helper makes lifting the mid-pipe into place much easier. It bolts in behind the factory converters, which means no tune and no check-engine drama on the 3.6. Daily driving is where the Trail tuning earns its keep: steady around town, calm at a highway cruise, and quiet enough to hold a conversation on long trips.

After a muddy run, rinse the joints while washing and recheck the connections once the pipes have heat-cycled.

As a cat-back it leaves the converters and engine calibration alone, working purely on sound and reduced backpressure, which is the right approach for a Pentastar. The 63.4 pounds of hardware points to thick-gauge tubing and a proper muffler, and the Trail positioning tucks the pipes up for rock crawling.

The feedback on record is a clean 5.0-star rating, but it rests on a single review, so long-term drone or corrosion complaints simply have not been logged yet.

A perfect 5.0 star rating backs this kit, but it rests on a single review, so there is no complaint pattern to report. Daily life with it is simple: the 63.4 pound system bolts in behind the factory catalytic converters, uses the stock hanger locations, and goes together with hand tools in a home garage over an afternoon.

Anyone with a JT Gladiator and the 3.6 Pentastar who wants a fuller idle note and some extra presence, without constant highway drone, will be happy here; that mild character is what lands it on shortlists for the best exhaust for 3.6 Pentastar trucks. Pick something else if you want aggressive volume, switchable modes, or big power gains over stock.

Pros

• Bolts in behind factory converters, no tune required
• Perfect 5.0-star rating on record
• Trail-focused routing keeps plumbing tucked for clearance
• One kit, one box, nothing extra to hunt down

Cons

• Single 5.0-star review means long-term feedback is thin
• Listing omits material and finish specs, so research falls on you

10. Flowmaster 818110 Outlaw Extreme Cat-Back Exhaust Kit

The Flowmaster 818110 Outlaw Extreme is a cat-back kit for the 3.6 Pentastar, built for drivers who want their rig heard and their exit raised off the trail. Its single biggest strength is the Outlaw muffler, which sets a deep, aggressive note that stock exhausts simply do not have.

You hang the whole system on factory hanger locations, and the box includes all the necessary hardware, so an at-home install with hand tools is realistic. The pipework lines up where the stock pipes sat.

Day to day, the dump-style exit trades a rear tailpipe for ground clearance, and that pays off the moment you crawl a rocky trail and the undercarriage slides over ledges instead of catching on a tip. There is no chrome piece behind the rear wheel to polish either.

Mandrel-bent 3.0-inch tubing keeps the flow path smooth, which is where the performance gain comes from, and the 16-gauge walls give the pipework some toughness. The 409 stainless spec matters if you drive through winter salt, since it holds up against long-term corrosion far better than basic steel. The deep, rumbling tone draws the most praise, but cabin volume at steady highway speed is the most common complaint.

Across 24 ratings, the kit averages 4.1 out of 5 stars.

The Flowmaster 818110 Outlaw Extreme gives a 3.6 Pentastar a deep, aggressive tone that turns heads at idle and stays loud on the highway. Pipes are 3.0-inch, 16-gauge 409 stainless, mandrel bent for steady flow. Installation uses the factory hanger locations, so an afternoon in a driveway with basic hand tools covers it. Hardware ships in the box.

Drivers who wheel trails and want every decibel of that V6 will like this one. The dump-style exit keeps the tailpipe tucked up, so rocks and ruts stop being a worry, and ground clearance stays close to stock. Anyone running a quiet daily driver or towing long highway stretches should pick a calmer exhaust instead. Neighbors will notice.

Living with it means noise at every cold start and a steady hum while cruising, which some people love and others regret. The 409 stainless holds up against winter salt better than plain mild steel, and the kit carries a lifetime limited warranty. Ratings average 4.1 out of 5 across 24 ratings, solid for a system this loud.

Pros

• Bolts to factory hanger locations, hardware included
• Mandrel bends keep the bore smooth for stronger flow
• Dump exit clears rocks that snag rear tailpipes
• Lifetime Limited Warranty covers the system long term

Cons

• Very loud inside the cabin at steady highway speeds
• Dump exit means no rear tailpipe or polished tip

11. Northeastern Exhaust Pipe Muffler Kit Jeep Wrangler 2012-2017

The Northeastern Exhaust 651204 kit replaces the muffler and piping on 2012 through 2017 Jeep Wranglers with the 3.6L engine. It suits anyone whose factory system has rusted out and who wants a stainless replacement without overspending.

The biggest strength is 409 grade stainless steel that shrugs off salt, slush and humid weather.

This is not a driveway job for most people. The manufacturer asks for a certified mechanic, a leak check afterward and a tailpipe that vents clear of the body. Clamps come in the box, which saves one parts-store trip, though you supply the rest of the hardware.

On the road, the piping is designed to cut back pressure, so the 3.6L is meant to breathe easier under load. A rinse under the Jeep after salted roads keeps the stainless looking clean.

The kit is built from 409 grade stainless steel, and construction quality draws the strongest praise in the available feedback. The most common complaint is policy rather than metal: the kit is non-returnable once installed, and a similar part may ship in place of the exact one ordered.

The design lowers back pressure, which the maker claims can lift horsepower and torque. Feedback is thin at three ratings averaging 3.5 out of 5 stars.

Daily driving with 409 grade stainless means less worry about salt and moisture eating through the pipes, a common weak point on plain steel systems. The design aims to cut back pressure so the engine breathes more freely. The clamps come in the box. With only three ratings averaging 3.5 stars, the track record here is thin.

This kit suits Wrangler drivers with a 2012 through 2017 3.6L who want a replacement for a rusted or damaged factory system without dealer prices. Anyone chasing a specific sound, documented power gains, or a chrome tip should pick another brand. Shoppers should also accept the fine print: the seller may ship an equivalent part when stock runs out.

Installation belongs with a certified mechanic, per the manufacturer, and the shop should check for leaks and confirm the tailpipe exits beyond the body. The warranty covers manufacturing defects with a one-time replacement, excluding shipping and labor. That single-use limit matters on a part living next to constant heat, so keep the box until fitment is confirmed.

Pros

• 409 stainless steel resists rust from salt, slush and humidity
• Fits every 2012 to 2017 Jeep Wrangler 3.6L
• Clamps included, so fewer extra parts to buy
• Design reduces back pressure for potential horsepower and torque

Cons

• No returns once the kit is installed or modified
• Only three ratings so far, averaging 3.5 out of 5

12. Northeastern Exhaust Rear Muffler 2012-2017 Jeep Wrangler

The Northeastern Exhaust Rear Muffler replaces the stock unit on 2012-2017 Jeep Wranglers carrying the 3.6L Pentastar engine. It suits anyone who needs a like-for-like replacement, especially around salty winter roads. Its biggest strength is 409 grade stainless steel that resists the corrosion that kills factory mufflers.

Swap day is simple because this rear muffler is made for the 2012-2017 Wrangler 3.6L, not a universal canister you have to adapt. Clamps come in the box, though Northeastern asks for installation by a certified mechanic plus a leak check afterward.

The safety notes call for a tailpipe that vents past the body so fumes never reach the cabin. From there, daily driving, commuting, and trail runs ask nothing more of you.

Inside, the aim is smoother flow with less back pressure, which the maker says can add horsepower and torque. The stainless body is rated for challenging conditions such as road salt and mud spray. The listing shows a 4.0 star rating from a single review, so long-term feedback stays thin.

A real limit: an equivalent part may arrive when this exact muffler is unavailable. The warranty replaces manufacturing defects one time and leaves labor and shipping costs to you.

The listing carries a single 4-star rating with no written detail, so everyday use comes down to basics. This rear muffler for the 2012 through 2017 Wrangler 3.6 Pentastar is 409 stainless and ships with clamps. A certified mechanic should do the install, check for leaks, and confirm the tailpipe vents past the body before driving.

Wrangler drivers replacing a rusted or rattling muffler on a budget get what they need, backed by a limited lifetime one-time replacement policy against defects. Anyone chasing guaranteed horsepower gains or a specific sound should pick a pricier brand, and anyone who needs the exact factory part number should know an equivalent may ship.

Pros

• Direct replacement for 2012-2017 Wrangler 3.6L models
• 409 grade stainless steel fights corrosion
• Clamps included, so no extra hardware to buy
• Limited lifetime one-time replacement warranty

Cons

• Equivalent part may ship instead when the exact muffler is unavailable
• Installed or modified units cannot be returned

3.6 Pentastar Exhaust Comparison at a Glance

How to Choose the Right 3.6 Pentastar Exhaust

Start with material, since 409 stainless resists rust far longer than mild steel. Check pipe diameter and muffler design, because an oversized bore costs low-end torque and a poor match drones at highway speed. Confirming fitment and emissions rules first saves you a return or a failed inspection.

Vehicle Fitment and Mounting

A Grand Cherokee and a Ram 1500 share the same engine block, but the pipe routing under each is completely different. Sellers list systems by year, body style, and wheelbase for a reason: a kit built for a short-wheelbase model will sit too far forward on a longer truck or clash with the fuel tank and spare tire. Pull up your VIN trim before you order.

A true bolt-on uses factory-style hangers that clip into the stock rubber isolators, plus band clamps in the box. Two people can hang it on jack stands in an afternoon with hand tools.

Universal kits that need cutting or a welder turn into a shop bill fast, and improvised brackets rattle against the heat shield within weeks.

Rear O2 sensor bungs cause most post-install check engine lights. Ports placed too close to the muffler or angled sideways give laggy readings and trigger codes like P0420. Match the bung position to stock within an inch or two, with the sensors pointing down and away from road splash.

Pipe Diameter and Flow

Almost every catback kit sold for the 3.6 Pentastar uses 2.5 inch piping, and that size matches what the engine actually needs. A stock V6 fills a 2.5 inch pipe without straining, so you keep the low-rpm pull that matters in traffic and on highway merges.

Going bigger sounds like a free upgrade, until the engine feels flat below 3,000 rpm. A 3 inch system slows exhaust gas velocity on an unmodified V6, and that fat spot shows up exactly where daily driving happens, around town and during easy passing. The extra inch only pays off with a tuner, headers, or forced induction in the plan.

Bend quality matters as much as diameter. Mandrel bends hold a constant inside diameter through each turn, while crush bends wrinkle inward and restrict flow.

Crushed sections often add a thin, raspy edge to the tone too. Check the kit photos before buying and look at the tubing near the muffler for smooth, gradual curves rather than flattened spots.

Stainless Steel Grade

Most 409 stainless pipes start showing brown freckles after their first winter on salted roads, and that is normal. The grade resists rust-through for years while costing less than 304 stainless, which keeps its brushed finish for the life of the system.

In rust-belt states, that difference shows up fast: 409 turns dull brown in two or three seasons, while 304 still looks close to new.

Wall thickness matters as much as the grade stamp. Cheap kits often use thin 18 gauge tubing, which can crack at a weld or burn through near the muffler long before heavier 16 gauge stock gives up. Thin pipe also picks up a tinny buzz as it ages, while thicker walls keep the tone steady.

Zoom into the product photos before you buy and check the welds at the flanges. Sloppy, porous beads or gaps where pipe meets flange are the first leak point on a cheap system, often within a year.

Clean, consistent beads and a flat gasket surface usually mean the rest of the kit got the same care.

Sound and Drone Control

The 3.6 V6 has a raspy voice, hard to hide. Push it past 4,000 rpm and it buzzes instead of bellowing, and a straight-through muffler amplifies that thin note at wide-open throttle.

Every friend who ran a glasspack-style setup on this engine got tired of it fast.

Drone is the part nobody budgets for. With the 8-speed automatic, the engine sits around 1,500 to 1,700 rpm at 70 mph, right where an unresonated system booms through the floor. A resonator ahead of the muffler, or a chambered muffler instead of a straight-through core, keeps the cabin quiet enough for phone calls and napping kids on a long drive.

Volume should match how you drive. An aggressive idle is fun in the driveway for a week, then it wears thin on the morning commute and turns a family road trip into a negotiation. Most 409 stainless systems with a resonator and a moderate muffler still give you a burble at start-up and a cleaner note under load.

Emissions Compliance

A catback system bolts on behind the factory catalytic converters, so the emissions hardware stays in place and the vehicle stays street legal. Kits that delete the cats or swap in straight pipes are a separate category, sold for offroad use only, and running one on public roads can mean a failed inspection or a fine.

Strict inspection states make this matter more. Inspectors check under the vehicle, and missing or gutted converters fail the visual check on the spot.

Confirm the kit removes nothing, and look for a CARB EO number in the listing, the paperwork California and a few other states want to see.

Pay attention to the O2 sensors too. The rear sensors sit behind the converters, and a bung in the wrong spot can set a code like P0420, light the dash, and fail the test.

Good kits weld bungs at the factory locations or supply extensions for the stock wiring. Budget kits sometimes expect splicing, and that is where intermittent codes start.

Common Installation Mistakes That Cause Leaks and Rattles on the 3.6 Pentastar

Most leaks after a Pentastar exhaust swap trace back to one reused part: the factory crush gasket at the converter flange. Once that gasket compresses, it almost never seals a second time, and the replacement costs about $5.

Three more mistakes come up constantly:

• Uneven band clamps. Wrench one bolt down hard and the band cocks sideways, letting exhaust slip past the high edge. Snug both sides in stages, then torque to the figure printed on the band, often about 35 lb-ft.
• No retorque. Gaskets and clamp bands compress over the first 50 miles of heat cycles, so recheck every fastener after a few drives.
• Bound hangers. A tilted rubber isolator feeds vibration into the frame as a buzz near 2,000 rpm. Silicone spray on the hangers lets them settle straight.

Bounce the rear bumper before final tightening and confirm no pipe or heat shield touches the driveshaft; that half inch of clearance prevents the tick you would otherwise chase for weeks.

How to Cut Drone on Long Highway Drives with a New Pentastar Exhaust

How to Cut Drone on Long Highway Drives with a New Pentastar Exhaust

Drone happens when exhaust pulses hit the same low frequency as the cabin at steady speed. On a 3.6 Pentastar with the 8-speed automatic, that spot lands around 1,900 to 2,100 rpm at 70 to 75 mph in 8th gear.

Pick parts that break up or cancel that resonance:

• Chambered or hybrid mufflers fight low-frequency boom better than straight-through glasspacks, which are the usual drone culprits.
• Keep the factory mid-muffler or resonator when the cat-back allows it. Deleting it invites drone on every long trip.
• Helmholtz resonators bolt into the mid-pipe and target the specific boom frequency without choking flow.

Pipe size matters too. Jumping from the factory 2.5-inch pipe to 3 inches on a stock Pentastar slows gas velocity and often deepens the hum. Before buying, find sound clips recorded at highway cruise, not idle revs.

A system that sounds deep at a stoplight can still numb your ears two hours into a road trip.

Seasonal Care Tips to Keep Your Pentastar Exhaust Rust-Free

Road salt does most of its damage between January and March, when slush splashes onto hot pipes and bakes into a crust along the muffler and joints. The cure costs a hose and three minutes a week.

Rinse the undercarriage every two weeks in winter. Spray behind the rear wheels, up under the tailpipe, and along the hangers. A tunnel wash with underbody jets reaches spots a self-serve wand misses.

Take one longer drive each week. Short trips keep the muffler damp, and condensation sitting inside is what rusts a system from the inside out. One run at full operating temperature burns that moisture off.

• Never park where snow banks or tall grass touch a hot pipe.
• Inspect slip joints and clamps each spring; those spots trap grime and hold moisture.
• Rinse again in early April, since salt lingers in crevices after plows stop.

Spray under the truck through February and you skip the clamp-and-gasket routine in April.

People Also Asked

Does a 2015 Exhaust Fit a 2020 Model with the Same Engine?

Usually not, because the Pentastar stayed the same while the vehicles around it changed; the Wrangler switched from JK to JL in 2018, which moved hangers and flange positions. Match the exhaust to your exact body, year and wheelbase, then compare part numbers and check the muffler inlet size before buying. A 2015 system may bolt to the engine but sit wrong at the rear axle.

Why Does My New Exhaust Drone Between 65 and 70 Mph?

That drone is resonance from the new setup, not a defect. Straight-through mufflers let a low-frequency pulse from the V6 line up with cabin panels right around 65 to 70 mph, where the 8-speed holds low rpm in top gear. A mid-pipe resonator, a drone-eliminator insert in the tailpipe, or a muffler with more baffling usually quiets it. Check the hangers too, since a pipe touching the frame adds its own buzz.

Will a Stainless Muffler Last Longer Than an Aluminized One?

A stainless muffler will last noticeably longer than aluminized, often two to three times the service life, because the alloy resists rust instead of relying on a coating. Aluminized units in salt states usually show surface rust within two winters. Practical tip: the connecting pipes and clamps often rot first, so spend on 304 stainless piping or have the shop weld stainless, or the pricier muffler buys you little.

Do I Need a Tune After Installing a Cat Back Exhaust?

A cat-back exhaust on the 3.6 Pentastar runs fine on the stock tune. Everything sits behind the catalytic converter, so airflow into the engine barely changes and the factory computer adjusts on its own. Watch the rear O2 sensor connections during install, since a leaky gasket there can trigger a check engine light. Recheck your clamp bolts after a few hundred miles because gaskets compress and settle.

Is a Small Exhaust Leak Under the Cabin Dangerous to Breathe?

Any exhaust leak near the cabin is dangerous, because carbon monoxide can seep in through gaps in the floor or vents, especially with the windows closed. Get it fixed right away and run the fan on fresh air until then. A mechanic can usually trace the leak with soapy water at the joints or a smoke test, and on a 3.6 Pentastar the most common spots are a cracked manifold or a worn flange gasket behind the catalytic converter.

Conclusion

Fitment comes first. The 3.6 Pentastar sits in Jeeps, Rams, and Chryslers, each with different pipe routing, so confirm the system matches your year and model. Sound comes next: resonated cat-backs stay calm at highway speed, while basic axle-back setups drone on long runs.

Material matters too, since 304 stainless outlasts cheaper grades on salted roads.

Match the choice to your budget and how often you drive. A weekend rig tolerates more noise than a daily commuter.

Scroll back to the comparison table for sound ratings and pipe sizes, then reread the picks above before you order.