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Is it just my eye, or will this not be compatible with a winch?

I had a thought today. I was wondering the theoretical difference would be made by ether a EGR delete or deactivation. Not say one should do it, because of the implications, just wondering what an A/B test would result in. From my understanding, the ERG valve get extremely hot (+1100 F) but...

Just for some context about that first de-rate that they had, it was on the Kootenay pass that starts at about 700m(~2300') and the summit is at 1775m(~5800') with a 8% grade for a large portion of the way up. For those interested here is the vid The de-rate happens at 9:47

Short trips where engine never gets upto operating temps is not good for any engine gas or diesel. When an engine is cold it runs rich, some of the fuel makes it past the piston rings and into the oil. All engines need regular trips into operating temps to evaporate that fuel. Modern diesels...

Well I was looking at a set of there rear lights... was...

My biggest compliant with the ess is the programing. When I go to park I came to a stop, engine turns off, move the selector from D to P and the engine starts again only for me to turn it off!?!? Like WTF Jeep.

I am not familiar with Furrion, is it just a GPS or does it have some other function?

Its funny as I would have it the other way, as turbos are more efficient and superchargers have better throttle response( well roots/twin screw)

For me it is the torque curve that makes the 3.6 feel gutless. All the power it in the top end. Great for a car or lighter suv, but it is not the right engine for a 5000lbs truck. 260 lb-ft would be adequate if it came in a 2000rpm not 4800rpm. It not so much the peak numbers, but with way it...

3.6 with the 5 speed auto. Its all in the shape of the torque curve. The 3.6 all up high and gutless down low. Thats whats great about the ecodiesel.

Its not just the fuel economy, there is also how it drives. My JK was the worst vehicle I have owned in that regard. Not having to flog the engine just to get up a small hill is nice. I hated driving my jk so much a bought another car to daily

I think you could make the argument that the i6 has a greater potential for reliability, and losing 2 vvt cams is significantly less complicated.

One thing to consider with the diesel is the payload, my JTRD is only 909 lbs. It would be nice to know when the JT is getting the new I6 turbo.

That doesn't really show anything. The difference between the first to runs was larger than the difference between the first run and the last 2. There are so many variables its hard to say that the upgraded breaks made any difference.

If you can still lock up the breaks, upgrade breaks will not affect breaking distance given the same tire. Upgrading may reduce the felt force required and have less fade over repeated stops, but will not decrease distance. Breaking distance is more to do with the tire.

When I traded in my JKUR for my JTRS it fixed my two biggest compliants about my JK, how you would have to wring it out to get it to move and how it would hardly hold on to 5th gear. Having the torque of the diesel makes a world of difference, it makes the Jeep feel effortless. That being said...

I have a 21 JTRD my only two complaints are the payload(909 lbs) and the front end bottoming out. Otherwise its been great. Way better than the underpowered lump of metal in my JK.

You can turn the man on with the Tazer JL

The other part of the explanation is that in 2wd the back tires will buck the truck a lot more when hitting lots of pot holes. OP it also depends a lot on how your JT is modified and how deep the holes are. My Rubicon is stock, my go to speed would be 60km/h unless they are deeper and causing...

There is a good chance that it will be with everything becoming electric in the next 10-20 years