Decision-Making on JTR or stick w/ a real truck?

[brianinca]

Well, at least it's a lot narrower than a Raptor!

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[j.o.y.ride]

There's definitely people who do what you're planning on with the 3.6 and gearing upgrades, so diesel should be no problem. Whether you like how it goes (i.e. your wife's jeep vs your Ford) is entirely preference. But it should do it just fine.

 

[SwampNut]

I have a Launch Edition, so that means loaded Rubi with an auto and 3.6. I tow a travel trailer that is full sized (high wind load) and weighs around 3500 loaded. I run a weight distribution hitch, and think that's critical (and only $230). That is far better than air bags, and never needs further adjustment, can't run out of air, etc.

It tows really well, far better than my JK did. The 8-speed trans is the key. I also have adaptive cruise which is so nice on the open road. Just slip in with the trucks and worry about nothing. The photo below was taken at the top of a long climb (215 in CA) which it pulled easily. I got it to 85 for a moment just to see that it can do it on that big hill.

 

[2Jeeps&PatriotX1]

PS: If you're trying to decide between a Gladiator and an F250/F350 you're asking the wrong questions.

Never said I was comparing it to a super duty, just said if I didnt go with the gladiator, I would keep my LJ and trade the f150 in for a super duty.

 

[Uparms]

New member but been following the threads for a couple of months. I know coming in here is like going to a coke dealer and asking if his coke is the best resulting in biased answers but it's worth a shot.

I'm on the fence of ordering a 2021 JTR w/ tow package. Please feel free to tell me if I'm wishful thinking and to forget about getting a JTR, let alone a JT.

Wanting a Rubicon because I do actually wheel my vehicles offroad (i.e. lockers, having front discos, oversized fender flares) and want paint-matched hard top/flares, remote proximity sensors, 8.4 screen, leather. But here is where I run into my concerns (PAYLOAD):
-Rubicon of course has a reduced towing and payload capacity.
-I tow a low-center of gravity offroad camper that comes in at 3395lbs loaded, 400lbs tongue weight (see pic below).
-I was wanting to make the following mods - steel bumper (at time of order), warn synthetic winch, rebel offroad half rack, rotopax (diesel & water), soft tonneau cover offered through Rebel, mopar 2" lift, 37s w/ new wheels & matching spare, removal of the rear bench seat and for purposes of staying on topic let's just say I chose to install the goose gear setup for my 2 large dogs, along with a dual ARB, of course my recovery gear and RTT down the road.
-Now throw in the fact that I was wanting the Ecodiesel (live in CO, had one in our '15 GC Limited, and turbos are king out here at higher elevation - mostly tow from 5400-12000' elevation and the 3.6 in our current GC sucks towing through the mountain passes) which drops the towing & payload capacity even more (although I haven't been able to find concrete confirmation other than 1 TFL article referencing towing at 6k).

If I calculate my needs correctly, I come up with:
Trailer tongue weight - 400lbs
(2) adults - 300
(2) dogs - 140
front steel bumper - 60
Winch & Plate - 100
Rebel half-rack - 150
(2) 2-gallon rotopax diesel - 30
(2) 2-gallon rotopax water - 24
37" spare w/ wheel - 15 above stock
Removal of rear bench - (93)
Goose gear seat delete - 39
ARB compressor - 10
Total = 1,175lbs

Too many OEM items to give up going from a Rubicon to a Sport S w/ max tow but based on this it would be too much payload for the Rubicon and that's not even taking into account a full tank of diesel or a RTT down the road.

If I skipped the rack & rotopax, that only saves me 204lbs.

I can't stand the 3.6 in the wife's current GC trail hawk for towing, which is why we take my F150 super crew w/ the 3.5 RB on all trips but I was hoping to downsize the # of vehicles we have and go from my F150 and my LJ wrangler (that rarely leaves the garage and is left behind on every trip) to a capable JTR.

My last resort (which I really don't want to do because of the hassle it can create), is to forget about a JT and just upgrade my F150 to a new F250/350 and tow a flatbed trailer with my LJ and camper loaded to our designated and then park the truck and trailer, offload and tow the camper a short distance behind my LJ up the trails to our remote camping destination.

Buy a truck! If you can't convince yourself now, you never will. It's a Jeep Thing ( and a darn amazing Jeep thing)!

 

[2Jeeps&PatriotX1]

Buy a truck! If you can't convince yourself now, you never will. It's a Jeep Thing ( and a darn amazing Jeep thing)!

Did you catch the part though that I am a jeep owner? Have been since 2012, so Im fully aware of the jeep lifestyle which is why I would be parting ways with my jeep if going into a gladiator, as I dont need 2 money pits although the LJ is 99% complete as there is only 1 thing left to mod/upgrade after spending over $25k in mods since I bought it stock in 2012.

 

[2Jeeps&PatriotX1]

There's definitely people who do what you're planning on with the 3.6 and gearing upgrades, so diesel should be no problem. Whether you like how it goes (i.e. your wife's jeep vs your Ford) is entirely preference. But it should do it just fine.

If only I could get concrete answer as to what the max payload will be. So far no luck and 3 dealers haven't been able get the info from FCA either.

 

[TrailHiker]

What is the weight difference between the diesel and gas V6? That is the key question, for example, if the diesel weighs 20 lbs more, then your payload will be 20 lbs less.
cheers

 

[2Jeeps&PatriotX1]

What is the weight difference between the diesel and gas V6? That is the key question, for example, if the diesel weighs 20 lbs more, then your payload will be 20 lbs less.
cheers

From what I gathered in various readings on the JL forums and articles is that the diesel engine itself is 375lbs heavier then add in the DEF and other components which makes up another 50lbs roughly. Which is why I have a hard time thinking that if a JTR w/ 3.6 has 1150lb payload, with the diesel it would now drop down to 725lbs payload. I did see somewhere that they increased the GVWR from 6250 to 6450 for the diesel but still, that would leave it at 925lbs payload, still 225lbs less than the gas JTR.

 

[SwampNut]

What is the weight difference between the diesel and gas V6? That is the key question, for example, if the diesel weighs 20 lbs more, then your payload will be 20 lbs less.
cheers

It is definitely not that simple, because other factors like cooling and driveline stress come into play. We simply don't know whether capacities will go down or up overall with such a major change.

 

[Zonkey]

New member but been following the threads for a couple of months. I know coming in here is like going to a coke dealer and asking if his coke is the best resulting in biased answers but it's worth a shot.

I'm on the fence of ordering a 2021 JTR w/ tow package. Please feel free to tell me if I'm wishful thinking and to forget about getting a JTR, let alone a JT.

Wanting a Rubicon because I do actually wheel my vehicles offroad (i.e. lockers, having front discos, oversized fender flares) and want paint-matched hard top/flares, remote proximity sensors, 8.4 screen, leather. But here is where I run into my concerns (PAYLOAD):
-Rubicon of course has a reduced towing and payload capacity.
-I tow a low-center of gravity offroad camper that comes in at 3395lbs loaded, 400lbs tongue weight (see pic below).
-I was wanting to make the following mods - steel bumper (at time of order), warn synthetic winch, rebel offroad half rack, rotopax (diesel & water), soft tonneau cover offered through Rebel, mopar 2" lift, 37s w/ new wheels & matching spare, removal of the rear bench seat and for purposes of staying on topic let's just say I chose to install the goose gear setup for my 2 large dogs, along with a dual ARB, of course my recovery gear and RTT down the road.
-Now throw in the fact that I was wanting the Ecodiesel (live in CO, had one in our '15 GC Limited, and turbos are king out here at higher elevation - mostly tow from 5400-12000' elevation and the 3.6 in our current GC sucks towing through the mountain passes) which drops the towing & payload capacity even more (although I haven't been able to find concrete confirmation other than 1 TFL article referencing towing at 6k).

If I calculate my needs correctly, I come up with:
Trailer tongue weight - 400lbs
(2) adults - 300
(2) dogs - 140
front steel bumper - 60
Winch & Plate - 100
Rebel half-rack - 150
(2) 2-gallon rotopax diesel - 30
(2) 2-gallon rotopax water - 24
37" spare w/ wheel - 15 above stock
Removal of rear bench - (93)
Goose gear seat delete - 39
ARB compressor - 10
Total = 1,175lbs

Too many OEM items to give up going from a Rubicon to a Sport S w/ max tow but based on this it would be too much payload for the Rubicon and that's not even taking into account a full tank of diesel or a RTT down the road.

If I skipped the rack & rotopax, that only saves me 204lbs.

I can't stand the 3.6 in the wife's current GC trail hawk for towing, which is why we take my F150 super crew w/ the 3.5 RB on all trips but I was hoping to downsize the # of vehicles we have and go from my F150 and my LJ wrangler (that rarely leaves the garage and is left behind on every trip) to a capable JTR.

My last resort (which I really don't want to do because of the hassle it can create), is to forget about a JT and just upgrade my F150 to a new F250/350 and tow a flatbed trailer with my LJ and camper loaded to our designated and then park the truck and trailer, offload and tow the camper a short distance behind my LJ up the trails to our remote camping destination.

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