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Per what Off-Road Alliance said, it seems they are catching up on filling the inventory pipeline. I called my local dealer to order the last week of January, and they had it delivered to their shop this week.... so just two weeks or so. And if they have another shipment coming in March...

Yes, D. Harriton (AEV founder) recieved the first JTDR in western Montana in early December (I was #2). In January he posted pics on his instagram of his JTRD with the early-production diesel specific lift... I think it's the 2.5" I've seen other posts on this forum that in late January people...

Thanks for the list, and details. So #140 difference in our builds... ...you did a Freedom Panel Storage Bag Delete... so that has to be the weight difference! ?? No... REAL differences were You had (but I did not) - Safety Group, - ACC ... these electronics probably added no more than #10 I...

... Hmmm, #140 more than mine. Just out of curiosity, what was on your factory options? Would like to know what's pigging out my weight. Mine has: - Hard Top - Hardtop Headliner - MT Tires - Tow Package - Cargo Mgmt - Convenience Package - Spray-in Bed Liner - Leather Interior - Cold Weather...

Thanks. Good to hear. So... probably cooling is the limiting factor. Yup, same to a degree here in Montana... and the PW wouldn't have fit in the garage of my log home, and I live on a hillside, so garage expansion was out of the question.

Thanks for the post, and the link. Trail Recon's video shows the issue that a lot of JT/JL Diesel early buyers are having, that the payload is a shortcoming. So I stand corrected... FCA did bump up the GVWR on the Ecodiesel Rubi... just not enough to totally offset for the added weight of the...

Yup, I appears that the beefiest JTs max out at GVWR of 6250 (Max Tow, Rubicon, etc.), regardless of gas or diesel. So the difference in build weight of the options results in difference in payload. In the case comparing your gas Max Tow and my JTRD, that's about 400# for the diesel engine...

Ok... you answered my question before I asked it!!!! This would be a good check to do while installing a spacer kit to see where the shock downward travel limits are, ... but would also need to know where the compressed limits of the shock are to ensure the bumpstop hits before the shock is...

Great dialogue on this issue... I'd like to get something clear on this... So Gulf_coasterHTX put in the full Terraflex spacers, which appear to have put in 1.5" spacer on the top of the springs, and 1" pads down by the strikeplate. And this would effectively add 1/2" to the uptravel (3-1/8...

Looks like Casey250 has a lot of videos out there. Do you know which one he referenced it in? Rough date he posted it, or # on the video would be good to research it down. So, here's info we have on this thread: - Gruffid has 2-5/8 uptravel on diesel rubicon. - I have 2-15/16 on diesel...

Hmm, could be. Are yours Falken Wildpeak AT3 285/70/R17 ? My stock I believe were Falken WIldpeak M/T in the same size. According the the Falken website specs, these ATs are 50lb ea and the M/Ts are 61lb each. So, yeah, that would be 50lb difference. Ive since put on Mickey Thompson ATZ/3...

Yup, since spacers are so inexpensive, this might be good to try out first, see if it solves the bottoming problem, by giving up a little rake. Then see how my eventual towing/loading configuration works out in a couple months when my new camping trailer comes in, to determine if I need...

Yup, Jeep really hasn't had any info out there on diesel payload, possibly because it varies so much based upon the specific vehicle build... which really sucked for guys like me that ordered early without any vehicles on the lot to verify. There are a couple of other threads on trailering, and...

So my 2-15/16 measurement seems consistent with your pre-lift estimate of 3" on your gasser. Depending on stock spring stiffness, the extra weight of the diesel might compress that remaining 3" on quicker than on a gas model. This thread has been very good informationally for me and my...

So my stock JTR Diesel front bumpstop clearance is just slightly more than yours. I'm at 2-15/16. That is from the metal cup rim down to the surface of the axle pad where the bumpstop would first make contact. I couldn't see the measurement to the tip of the bumpstop, but assuming the same...

What are the spring rates of yours? I have a JTR Diesel, so not interested in buying, but curious about spring rates. On JK's they listed the spring rates on the stickers on the springs... the last two digits of the serial numbers... fronts usually ran somewhere between 13 on sports with soft...

I have a stock Rubicon Diesel with 35's but no other weight mods or lift, and have noticed the same performance. I'll get out tomorrow and do some measurements. I've had it a little over a month. Three trail rides and I cant count the number of bump stop "bottom out's" i've had. It will...

As noted above, in theory, maybe, but doesn't change the door sticker. Additionally, the diesel springs are supposedly already 10% stiffer than the equivalent gas JT springs, due to the heavier engine. So the diesel Rubicon springs are 10% stiffer than gas Rubicon. But don't know how diesel...

Yes, I believe all Gladiators have next gen D44s, the Max Tow, & gas Rubicon got widetrack, Mojave got widetrack with cast iron knuckles. Not advertised, but discovered by early diesel orders was that diesels were all getting the cast iron knuckles as well.

...come to think of it, yes I think you are right, they do all have the HD D44, and although it wasn't really advertised, I think they all have the Mojave knuckles. But I went Rubicon for the sway bar disconnect, and front lockers, which now given 300+ payload difference, might have been better...