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I could be mistaken, but Performance Pages and Drive Modes were never a feature of the Wrangler 392.

If anyone can find a way to screw that up, though, it'll be a Jeep dealership.

Exactly. Stellantis paid a guy $65 million to destroy their company and boy did he deliver.

There will always be idiots who don't do (or get) proper oil changes, but virtually every single post on this forum of a Pentastar that has chewed up a cam is because of shitty rocker arms. It's been a well-documented, known issue with the engine since its inception.

Oil change frequency and brand aren't primarily what cause these failures. Chrysler's lackluster quality is.

If you want to go black, just get them powdercoated. Typical place shouldn't charge you more than $100 per wheel.

If you're comfortable disassembling electronics, the screen is actually pretty easy to replace and can be bought for $150-$300 from various manufacturers. In 2018 and 2019, you were stuck with one and they were upwards of $600. Aside from having to pry it out of its metal housing, the...

It's a Chrysler engine. Chewed up cams aren't a bug, they're a feature. At any mileage. The engine sounds fine. It's easy to confuse noisy injectors (which are also common on the Pentastar, but harmless) with engine tick. I replaced all the cams, rocker arms, and lifters on mine a couple years...

Nothing sounds out of the ordinary to me.

I got the Mopar lift kit early on, before any of the aftermarket companies had theirs out. My reasoning, other than impatience, was my lack of confidence any of them would have a solid kit for at least a year. Back when the JK was fresh out of the gate, almost every lift kit available for it was...

Buddy of mine with a 2.0 had to have his valve body replaced just short of the warranty expiring, but that was a couple years ago. No issues since.

Yeah, that's my situation, too. In fact, one of my replacement shocks was dead right out of the gate and had to be replaced again. Which ones did you go with? Another downside with the Mopar lift kit shocks were the limited suspension travel. I'd like to get a little more length out of the 5100's.

The Bilstien 5100's have always been good if you don't mind the firmness. I'm considering switching over to them since I can't seem to go an entire year without one of my Fox 2.5 shocks pissing oil for whatever reason.

You should also see some spray on the hood liner, too.

I've done this twice, 75k (couldn't do it at 60k because nobody had a transmission filter at the time), and again at 100k and still using the original gasket. No leaks or issues.

If this is all you've had to do to your Jeep, it's doing just fine. Hold on to it. I've replaced cams, rocker arms, a radio, the oil cooler, and have fixed just about every possible oil leak there is on a Pentastar and have no desire to start all over again.

$100k for an engine and the absolute bare minimum Jeep needed to tweak on the JL platform to support it. Meanwhile, going from the Pentastar in the Charger/Challenger to a 392 used to include phenomenally better brakes, steering, and suspension for just hair under $10k.

I'm not sure if the catch can now is the issue so much as the years I went without having one, but I'll take a look at the UPR. Again, I have no expectation of bolting something on or spraying something that'll make the pinging completely disappear. I'm more or less looking at what else I can...

Mine is from Corsa. It's not very large, so I tend to empty it every 1,000 to 1,500 miles. Yeah, I've played with different oil weights, too, up to 40, and it's made zero difference. Another consideration (and it's a huge stretch) is that it's lugging. I'm still running stock gears on 37's...

If they retire the JL in 2028, it'll be called the Final Final Final Final Final Edition.