SalC
Active Member
This should be across the header of the website! lol!!If you're pinching pennies then you might be in the wrong forum.
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This should be across the header of the website! lol!!If you're pinching pennies then you might be in the wrong forum.
"This ain't a Camry."This should be across the header of the website! lol!!
I wonder how much a stock JLU diesel weighs, especially after you start adding steel bumpers, XR packages, etc...all stock.Coming back to the reason TrailRecon let go of the diesel, having read most of the pages on this thread (confessing that I'm no expert or mechanic by any means). I do have a '21 JLURD that I've lifted with a Metalcloak GC and riding 37" KO2's. I'm towing a small camp trailer, not too dissimilar from Brad's Patriot, but perhaps not as heavy (AT Horizon). By my calculations, I'm already a bit over GCWR even with my lightweight setup.
Given that Brad said he encountered the overheating issues in the thin air of the Rocky mtns and going uphill, I'm wondering if a contributing issue was him being way over the GCWR. He did release one video lamenting the fact that he had very little payload room to work with after all his mods (can relate to that). But then adding the tongue weight plus pulling a loaded down Patriot trailer ....
I have had zero issues with overheating in my setup, but admittedly I have not gone over the Rockies... but eventually will.
Sport | 5,800 |
Sahara | 5,900 |
Rubicon | 6,100 |
900 lb to work with is better than I was thinking. Thanks for posting that detail.
I weighed 5200. JLURD soft top. 100% stock with me at 200 lb in the front seat.
Excellent points about regearing. I don't think that I ever heard him mention doing that.I really enjoy watching his videos and I have a bit of respect for Bradās opinions, however, I do think he missed the mark on the diesel.
Iām fairly certain he never regeared, yes? Based on all the reading Iāve done here and other forums, it seems the folks on 37+ tires who regeared their diesels havenāt had issues with overheating. Perhaps if heād been at, say, 4.10ās or even 4.56ās there wouldnāt have been an issue. I also think going WOT under load with a steep grade at altitude isnāt the greatest idea. We pull a fairly heavy TT with our F-350 6.0 diesel and Iāve always taken it easy up grades by running it at a higher RPM. Even over max weight when moving my wife out here from New Mexico, going up the mountains into Vegas in 110* heat.
I dunno. I realize itās apples to oranges. Iāll be running 35ās on mine most likely, with a high probability of picking up a Patriot camper as well. Guess Iāll see if I have similar issues.
Is AEV doing gears on your JLURD? I know everyone raves about the torque on these motors, saying they have no problems running 37ās on the stock 3.73ās. Iām hesitant. Heck, Iāve thought about swapping the stock 3.55ās on my F-350 to 3.73ās since itās primarily a tow vehicle and we often go over mountain passes.Excellent points about regearing. I don't think that I ever heard him mention doing that.
Hopefully WOT under load up a steep grade at altitude isn't required with the torque of the diesel, but in a stock 3.6L manual JLUR you have no choice. With a ~1,500 lb trailer the engine is either screaming in pain to hold its speed at the very top of 3rd or it's unusably bogging down if you try to save it by putting it into 4th.
Slightly off topic, but your comment triggered that flashback.
Yep, 4.56 gears are standard on their JL370 package. The turbo diesel, 37s, and 4.56 gears combination was very impressive when I test drove one in Vegas a few months ago, from both performance and handling perspectives.Is AEV doing gears on your JLURD? I know everyone raves about the torque on these motors, saying they have no problems running 37ās on the stock 3.73ās. Iām hesitant. Heck, Iāve thought about swapping the stock 3.55ās on my F-350 to 3.73ās since itās primarily a tow vehicle and we often go over mountain passes.
I forget, is 4.56 the sweet spot for 37+ with the diesel?Yep, 4.56 gears are standard on their JL370 package. The turbo diesel, 37s, and 4.56 gears combination was very impressive when I test drove one in Vegas a few months ago, from both performance and handling perspectives.
OFFRD dropped his too, mainly because the timing cover leaks take forever to get repaired and fuel/maintenance costs are a major concern these days.
My wife and I watch his videos occasionally, and this was pretty much our take on the diesel thing. He packs so much stuff that I have no doubt it was more than GCWR and taking a big grade in that situation is just going to produce the results he got. IMO, his needs are better met with an HD truck instead of a Wrangler. Wranglers simply don't have the load capacity to handle all the crap he stuffs into the Jeep and trailer, let alone all the crap plus spinning heavier wheels and tires.Coming back to the reason TrailRecon let go of the diesel, having read most of the pages on this thread (confessing that I'm no expert or mechanic by any means). I do have a '21 JLURD that I've lifted with a Metalcloak GC and riding 37" KO2's. I'm towing a small camp trailer, not too dissimilar from Brad's Patriot, but perhaps not as heavy (AT Horizon). By my calculations, I'm already a bit over GCWR even with my lightweight setup.
Given that Brad said he encountered the overheating issues in the thin air of the Rocky mtns and going uphill, I'm wondering if a contributing issue was him being way over the GCWR. He did release one video lamenting the fact that he had very little payload room to work with after all his mods (can relate to that). But then adding the tongue weight plus pulling a loaded down Patriot trailer ....
I have had zero issues with overheating in my setup, but admittedly I have not gone over the Rockies... but eventually will.
No mountain passes, rough trails, etc. and I really don't know what the best axle ratio would be. All I know is that it seemed like a good combo during that short test drive.I forget, is 4.56 the sweet spot for 37+ with the diesel?
Thanks. My same suspicion. My JLURD is likely going to exceed GVWR (6100 lbs), when fully loaded for camping/overlanding and when spouse and I are onboard (Iām at about 5500 lbs dry weight). Even when transferring some of the load to a camp trailer, the GCWR will be exceeded unless you can keep trailer <2500 lbs, not forgetting about tongue wt.My wife and I watch his videos occasionally, and this was pretty much our take on the diesel thing. He packs so much stuff that I have no doubt it was more than GCWR and taking a big grade in that situation is just going to produce the results he got. IMO, his needs are better met with an HD truck instead of a Wrangler. Wranglers simply don't have the load capacity to handle all the crap he stuffs into the Jeep and trailer, let alone all the crap plus spinning heavier wheels and tires.