Deleted member 52902
- Thread starter
- #1
This forum has provided endless, excellent information. I had hoped to make use of this knowledge to pick the Gladiator model I would purchase.
My expectation was to replace my 2001 RAM pickup which gets driven about 12 times a year during harvest season and my 2008 JK Wrangler. Both have served me with literally zero powertrain issues and virtually no other issues. The digital display in the truck radio sometimes requires a tap for its display to return.
The motor on the JK's EGR valve, which is external component to the engine on the JK (not technically a powertrain component per JEEP) would stick once in a while, throwing a code after 132,000 miles or so, I finally replaced that. Passenger side door lock solenoid would occasionally not lock that door, so I replaced that I think around 80,000 or so miles. A small oil leak from the upper intake manifold was the only event of my powertrain that I took into our local dealer to correct instead of my doing the work. I mean why not take advantage of JEEP's, factory lifetime powertrain warranty for that? This dealer did this work without issue(s).
So, an 8 liter (V10) powered pickup truck and a 3.8 liter powered JK have provided me frankly, with no problems other than two bolt on, service components on the JK and I think sealant on the upper manifold, also on the JK. All maintenance work has been done by me except for coolant flushes on both of these vehicles, and transmission and center differential fluid changes on the JK where I let a shop that I know the owner and his son very well, do those particular tasks for me. As I get older, I eventually imagine, I will turn over some other service work to them.
A new Gladiator would have provided the functionality of both of these vehicles with a bit smaller truck bed and less towing capacity. You should know that years ago, I had a J-10 Gladiator. Except for the too skinny brake drums and shoes that when rain-wet, provided hair raising, stressful stopping events, was pretty good. Points and condenser, generator brushes, more frequent spark plug changes and engine oil that primarily got dirty faster due to lead in the gasoline was its only real needs. I bought it used with a 327 V8 conversion. Neither the engine, manual trans/clutch/throwout bearing, transfer or diffs ever gave me any trouble. Just woefully inadequate brakes for every day use, let alone when wet.
I don't need the larger bed size of the RAM pickup since I retired from farming. I no longer haul farm equipment, hay bales, etc. on a heavy-duty trailer behind the truck. But what I do today could be done with one vehicle, a JT. Why have I decided not going to sell off my RAM truck and JK?
What stops my idea of replacing these two with one JL is price, complexity and reliability.
Prices are relative to current economy but that doesn't mean I want to pay for an excess of hardware that I flat do not need and frankly, do not want. Ok, ok, I am an older guy than I suspect most on this forum. I just want to turn the key, drive, stop, get out. Crank windows and push the button door locking, fine. I'm not against power windows and door locks, these are relatively tame and work for many years, but can expect some issue eventually. Like my passenger door lock on the JK. Not any fun to replace that by the way but can-do. Dual batteries with IBS intelligent module. CANBUS signals running through most of the wiring. Multiple microprocessors. Multiple sensors, some of which are somewhat delicate but if you don't disturb them, they won't mess with you. Although none of these items mentioned so far, are inexpensive. These processors, sensors, dual batteries & supporting hardware now makes us consider an extended warranty to be piled on top of the eye-opening purchase price. Let's not forget the radio, which is now has become an infotainment system. Cool, right? It is, even for a back peddling guy like me that wants to just turn the key, mash the pedal to go, and stop the darned engine when I intend to stop the engine. Not a microprocessor and sensors that wants to invoke Electronic Stop/Start. Plus, I think, the Starter must have been upgraded to have a longer duty cycle than a vehicle that does not have ESS? And yes, this system CAN indeed cut a bit of gasoline use over a years' time from every vehicle. But this method has added a chunk of change to the cost of the vehicle.. And really the big-bug-on-the cracked windshield in this system, whether you like it or not...
The addition of a second AGM battery. The Auxiliary battery which is physically of a much smaller size than the Main. I get the idea of this supplemental battery and the why that it is needed. I think it is a terrible engineering-solution, but I won't drag on about it. We just have to realize that when you have battery trouble in about 3 years, now we are replacing a Main battery and a smaller, and somewhat hidden Auxiliary battery. Likely at the same time. Ballpark numbers would say a $230 main battery and a $110 Aux battery for $340-ish in materials cost. Just chipping away at the cost of ownership. Those that might want to buy a used JT; I suggest you have the seller replace these two batteries before you buy. Or show that both batteries are less than one year old so you can enjoy your used JT in terms of battery power for at least 1 to 2 more years. Unless you park at the airport for a month at a time.
Cost and complexity, along with a number of issues. As long as my old RAM truck and early JK JEEP keep providing great service. I will keep them. I have driven a new Gladiator. Its certainly smoother, faster accelerating, quieter, plusher, than my old J10 or my RAM and JK I have today. But for now, the truck and JK stay. I shall leave the forum too. May return in the future if one or both of my "Old Paint" vehicles have something terminal happen to them. Great forum and users by the way.
My expectation was to replace my 2001 RAM pickup which gets driven about 12 times a year during harvest season and my 2008 JK Wrangler. Both have served me with literally zero powertrain issues and virtually no other issues. The digital display in the truck radio sometimes requires a tap for its display to return.
The motor on the JK's EGR valve, which is external component to the engine on the JK (not technically a powertrain component per JEEP) would stick once in a while, throwing a code after 132,000 miles or so, I finally replaced that. Passenger side door lock solenoid would occasionally not lock that door, so I replaced that I think around 80,000 or so miles. A small oil leak from the upper intake manifold was the only event of my powertrain that I took into our local dealer to correct instead of my doing the work. I mean why not take advantage of JEEP's, factory lifetime powertrain warranty for that? This dealer did this work without issue(s).
So, an 8 liter (V10) powered pickup truck and a 3.8 liter powered JK have provided me frankly, with no problems other than two bolt on, service components on the JK and I think sealant on the upper manifold, also on the JK. All maintenance work has been done by me except for coolant flushes on both of these vehicles, and transmission and center differential fluid changes on the JK where I let a shop that I know the owner and his son very well, do those particular tasks for me. As I get older, I eventually imagine, I will turn over some other service work to them.
A new Gladiator would have provided the functionality of both of these vehicles with a bit smaller truck bed and less towing capacity. You should know that years ago, I had a J-10 Gladiator. Except for the too skinny brake drums and shoes that when rain-wet, provided hair raising, stressful stopping events, was pretty good. Points and condenser, generator brushes, more frequent spark plug changes and engine oil that primarily got dirty faster due to lead in the gasoline was its only real needs. I bought it used with a 327 V8 conversion. Neither the engine, manual trans/clutch/throwout bearing, transfer or diffs ever gave me any trouble. Just woefully inadequate brakes for every day use, let alone when wet.
I don't need the larger bed size of the RAM pickup since I retired from farming. I no longer haul farm equipment, hay bales, etc. on a heavy-duty trailer behind the truck. But what I do today could be done with one vehicle, a JT. Why have I decided not going to sell off my RAM truck and JK?
What stops my idea of replacing these two with one JL is price, complexity and reliability.
Prices are relative to current economy but that doesn't mean I want to pay for an excess of hardware that I flat do not need and frankly, do not want. Ok, ok, I am an older guy than I suspect most on this forum. I just want to turn the key, drive, stop, get out. Crank windows and push the button door locking, fine. I'm not against power windows and door locks, these are relatively tame and work for many years, but can expect some issue eventually. Like my passenger door lock on the JK. Not any fun to replace that by the way but can-do. Dual batteries with IBS intelligent module. CANBUS signals running through most of the wiring. Multiple microprocessors. Multiple sensors, some of which are somewhat delicate but if you don't disturb them, they won't mess with you. Although none of these items mentioned so far, are inexpensive. These processors, sensors, dual batteries & supporting hardware now makes us consider an extended warranty to be piled on top of the eye-opening purchase price. Let's not forget the radio, which is now has become an infotainment system. Cool, right? It is, even for a back peddling guy like me that wants to just turn the key, mash the pedal to go, and stop the darned engine when I intend to stop the engine. Not a microprocessor and sensors that wants to invoke Electronic Stop/Start. Plus, I think, the Starter must have been upgraded to have a longer duty cycle than a vehicle that does not have ESS? And yes, this system CAN indeed cut a bit of gasoline use over a years' time from every vehicle. But this method has added a chunk of change to the cost of the vehicle.. And really the big-bug-on-the cracked windshield in this system, whether you like it or not...
The addition of a second AGM battery. The Auxiliary battery which is physically of a much smaller size than the Main. I get the idea of this supplemental battery and the why that it is needed. I think it is a terrible engineering-solution, but I won't drag on about it. We just have to realize that when you have battery trouble in about 3 years, now we are replacing a Main battery and a smaller, and somewhat hidden Auxiliary battery. Likely at the same time. Ballpark numbers would say a $230 main battery and a $110 Aux battery for $340-ish in materials cost. Just chipping away at the cost of ownership. Those that might want to buy a used JT; I suggest you have the seller replace these two batteries before you buy. Or show that both batteries are less than one year old so you can enjoy your used JT in terms of battery power for at least 1 to 2 more years. Unless you park at the airport for a month at a time.
Cost and complexity, along with a number of issues. As long as my old RAM truck and early JK JEEP keep providing great service. I will keep them. I have driven a new Gladiator. Its certainly smoother, faster accelerating, quieter, plusher, than my old J10 or my RAM and JK I have today. But for now, the truck and JK stay. I shall leave the forum too. May return in the future if one or both of my "Old Paint" vehicles have something terminal happen to them. Great forum and users by the way.
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