So disappointed in this Diesel platform; wish there was a return policy.

[TheSolarWizard]

My diesel pulls 6500lbs up a grade at whatever the posted speed limit is without getting too hot

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[Gruffid]

My diesel pulls 6500lbs up a grade at whatever the posted speed limit is without getting too hot

May I ask what you’re pulling? A low profile trailer would be easier to tow than a travel trailer due to wind resistance.

 

[Jonny A]

If you read the post I mentioned earlier, the Jeep cooling engineers said the hood was off limits.

But the engineers already went off limits with the Mojave then. What's stopping them from offering something like that on diesel models? A hood supposedly designed for more efficient cooling.

 

[kevman65]

I just don't understand how someone can buy a new vehicle without doing any research.

It was out there early that the diesel JT would have a lower tow rating due to the constraints of cooling the engine. Anyone that's ever been around diesels knows they run hotter. You're using exhaust gases to spool up the turbo. The diesel engine runs hotter. Both the engine and the turbo use engine oil for lubrication and to a little extent cooling.

Everyone bitches about how slow semis go up an incline, there is a reason they drop to lower gears and along with that go slower.

A diesel is not designed to be floored at top speed on long runs going up hill. Buy a bigger truck with a big diesel or one with a gasser.

Just because you drove a diesel car doesn't mean you understand how a diesel truck works. That's comparing apples to banjos.

In the end, do your research up front, or don't bitch because it doesn't do what YOU think it should.

To the guy getting the F450, if you need an F450 then a JT was never on your menu, go troll elsewhere.

 

[yolo]

I just don't understand how someone can buy a new vehicle without doing any research.

It was out there early that the diesel JT would have a lower tow rating due to the constraints of cooling the engine. Anyone that's ever been around diesels knows they run hotter. You're using exhaust gases to spool up the turbo. The diesel engine runs hotter. Both the engine and the turbo use engine oil for lubrication and to a little extent cooling.

Everyone bitches about how slow semis go up an incline, there is a reason they drop to lower gears and along with that go slower.

A diesel is not designed to be floored at top speed on long runs going up hill. Buy a bigger truck with a big diesel or one with a gasser.

Just because you drove a diesel car doesn't mean you understand how a diesel truck works. That's comparing apples to banjos.

In the end, do your research up front, or don't bitch because it doesn't do what YOU think it should.

To the guy getting the F450, if you need an F450 then a JT was never on your menu, go troll elsewhere.

Nobody is talking about tow rating dude. I'm towing 1000lbs under max and have had the engine derate on hills in Texas. I'm not talking mountains here, HILLS. And no amount of research would have suggested that we should expect to do 45mph on the interstate during the summer.

You seem to be the only one getting upset and bitching. You go troll somewhere else.

 

[kevman65]

Nobody is talking about tow rating dude. I'm towing 1000lbs under max and have had the engine derate on hills in Texas. I'm not talking mountains here, HILLS. And no amount of research would have suggested that we should expect to do 45mph on the interstate during the summer.

You seem to be the only one getting upset and bitching. You go troll somewhere else.

Not trolling, been around diesels all my life.

See guys bitching because their diesel gets overheated when they have the throttle buried when towing. That tells me they just don't get it.

Texas, where it's already hot. Weight doesn't mean squat if you don't take your foot off the throttle. Between wind resistance, towing extra weight, climbing an incline, and not knowing to downshift to a lower gear to increase torque while letting off the throttle is your problem.

Dude.

 

[ShadowsPapa]

Nobody is talking about tow rating dude. I'm towing 1000lbs under max and have had the engine derate on hills in Texas. I'm not talking mountains here, HILLS. And no amount of research would have suggested that we should expect to do 45mph on the interstate during the summer.

You seem to be the only one getting upset and bitching. You go troll somewhere else.

Are you running stock tires and/or tire size like the OP was? He listed his equipment - tire size and inflation, the fact the bed wasn't loaded with payload and so on.
Towing under tow weight isn't the only consideration if there's a lot of payload.
Just wondering as even the 4x4 truck sites that talk about lifts, tires and TOWING all say that changing any of that takes away from towing capacity.
So if tires are bigger, heavier, wider, and there's a lift and so on, you've changed what the factory used to rate it and can't go by the original ratings.
I've watched enough videos on some of the better 4x4 truck sites (typically Ford and Chevy, of course) and tires and lifts decrease towing abilities. Trucks barely getting there would be impacted even more than a full-size truck with a V8.

Just wondering as I saw the OP's equipment list - but not others.

 

[AggieJeep]

I know this kinda thing is a nasty surprise when you discover a major investment falls short of expectations. The facts are out there and not hidden. Don't expect someone else to readily give you the exact answer you need for your particular situation.

So many just focus on the quick headlines. The details matter. As Papa noted, horsepower is about doing an amount of work with respect to time. Torque does not consider time at all. Folks see ”diesel and torque” and stop there. The 3.6 “minivan” motor with its horsepower will actually do more work in a day than the diesel can. That’s just cold hard math. The low end torque can make a lot of towing scenarios better but other times the HP is helpful.

Mine is a gasser, but I don’t hate on diesels. Each has their place and each needs to be understood by the driver.

This topic was started with flames and rocket fuel, so no one should be bitching about anyone‘s bitching . Just look to learn something and smile about the rest. Except for the F450 guy. Really dude, Gladiator or F450….F450 or Gladiato… Clearly your requirements need further definition.

 

[ShadowsPapa]

So many just focus on the quick headlines. The details matter. As Papa noted, horsepower is about doing an amount of work with respect to time. Torque does not consider time at all. Folks see ”diesel and torque” and stop there. The 3.6 “minivan” motor with its horsepower will actually do more work in a day than the diesel can. That’s just cold hard math. The low end torque can make a lot of towing scenarios better but other times the HP is helpful.

That's really a lot of this - torque is the potential or ability to do work - force.
HP is force doing the work (and typically in a different RPM range) - it's force moving mass over measured time.
So towing with a lower HP engine will mean pushing it to the max rating more easily.

Torque is great for grunt, getting something moving from a dead stop - taking off from a stop light, there's torque. But HP keeps it moving down the road.

Drag racers can tell you the HP of an engine by taking the weight of the car and the time it took to get from A to B because they know how much HP it takes to do that much work.

 

[yolo]

Yeah, I get it. And I'm learning more about diesels and towing in general as I go. It just caught me by surprise, because honestly, I was not flooring or anything. Just trying to get up a hill the first time it happened.

Anyway, I was initially pissed, but did some research, and while I am still disappointed, I'm not steaming or anything. I've actually found similar derating issue with full size pickups. Usually the same issue, under load, in the heat, and usually involving hills.

 

[ShadowsPapa]

I suspect part of the issue is that with the Gladiator, the engines are being pushed closer to their limits than with full-size trucks. I could accelerate up hill and blow away the speed limits with a full trailer load behind my Chevy with LS if I had wanted to. I could easily keep up over 70 on the grades on I80 - I suspect with the same tow load I'm going to have to be a bit more patient..........

 

[yolo]

Are you running stock tires and/or tire size like the OP was? He listed his equipment - tire size and inflation, the fact the bed wasn't loaded with payload and so on.
Towing under tow weight isn't the only consideration if there's a lot of payload.
Just wondering as even the 4x4 truck sites that talk about lifts, tires and TOWING all say that changing any of that takes away from towing capacity.
So if tires are bigger, heavier, wider, and there's a lift and so on, you've changed what the factory used to rate it and can't go by the original ratings.
I've watched enough videos on some of the better 4x4 truck sites (typically Ford and Chevy, of course) and tires and lifts decrease towing abilities. Trucks barely getting there would be impacted even more than a full-size truck with a V8.

Just wondering as I saw the OP's equipment list - but not others.

No lift, but I am running 35" tires (around 100lbs per corner).

And the first time it derated I was a little heavier than normal (loaded up for a week long trip with the wife). Second time though, I was really light, just me, and the trailer was empty. So likely pulling around 4500 lbs (2k below 'max'). My trailers listed weight is 4klbs empty, so I'm being generous. Temps where 95-98 degrees and humid. Went through some traffic outside of Austin and then hit the hills. I stopped at a rest area and let things cool down and limped home.

 

[kevman65]

The biggest problem with the diesel in the JT is that the engine compartment is crammed full. Everything is a heat sink and there's nowhere for it to go.

I think something like the S&B hood scoop might help, if it doesn't screw up the air flow and trap the hot air lower in the engine compartment.

Something like the Cummins I4 would be a better match for the Gladiator. Just as much torque, less HP, more room for the things needed to properly cool it.

 

[ShadowsPapa]

No lift, but I am running 35" tires (around 100lbs per corner).

And the first time it derated I was a little heavier than normal (loaded up for a week long trip with the wife). Second time though, I was really light, just me, and the trailer was empty. So likely pulling around 4500 lbs (2k below 'max'). My trailers listed weight is 4klbs empty, so I'm being generous. Temps where 95-98 degrees and humid. Went through some traffic outside of Austin and then hit the hills. I stopped at a rest area and let things cool down and limped home.

The tires themselves at that size and weight reduce the towing capacity some.
Yes, I'll catch shit for saying that because real men have big tires, but............ it DOES matter.
You've changed the final ratio. So it's working harder. The weight - that's a lot of mass. What were stock - 70-80 pounds?
Change in width most likely, increased rolling resistance.
Because I will be towing on occasion is exactly why I skipped the bigger tires and photo ops and opted for the same diameter tires and wider but not as wide as the Rubicon Falken A/Ts.
I had to choose what I wanted to do with it, what I wanted it for.

 

[Wageslave]

100% agreed here. The engineers were likely focused on the test itself, and passed the test. We understand that. My comparison was to my 4.0L tacoma, which would hit the same hill, at faster speeds, with significantly less heat, no pulling of power, with 1/2 torque, with a lift kit, and much more weight did not have this issue. I could go 100% throttle up that hill in the gas taco with zero issues.

I'll slow down for sure, and modulate throttle to prevent roasting the turbo!

Also, I'll be honest the jeep is way cooler, way more American (important to me) and way more fun to drive than the Tacoma. I don't want to get rid of it, I do indeed love it, I just need it to run a bit cooler.

This post was looking for cooling options; thus far I haven't learned much on that front, but....

I did learn that the part numbers for the radiator's might be the same though. So I am wondering if a radiator dealer would like to test fit an aftermarket radiator in my Jeep 3.0? It may not work due to intercooler, trans cooler placement.... But if it does work it may help reduce temps...

If it were me, I think the fastest way to cooling it down would be an oil cooler that was ran outside of the engine bay with an aux fan attached. Something routed to the underside of the bed, where it would be well protected from trail obstacles would be ideal.

A bigger radiator might be a victim of its own success and actually put more heat into the charge cooler and drop your power by making the air going into the engine less dense.

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