Max Tow Package

[The White Rabbit]

Lower gear ratio (higher numerical numbers) mean your engine is running at a higher RPM taking off, thus has more torque to get things moving, so it gets moving faster.
A high stall converter means the torque converter doesn't grab or hold until the engine RPM is up to around 2400 in my case - I have to wind the engine up before it really grabs meaning I'm already revved up high.
Low ratios have higher numbers - like the Jeep 4.10 : 1 ratio where higher gear ratios have lower numbers like the Jeep 3.73 : 1 where the pinion or driveshaft turns 3.73 rotations for every 1 of the axle.
Higher ratios - lower numerically - give better MPG on the highway because the engine can run slower, lower ratios, like the 4.10, mean more lower end "grunt", taking off faster and such, but the engine runs faster on the highway.

My 73 was built as a race car by the prior owner so he put in a high stall torque converter, it's an automatic, so the engine builds up some speed, and gets into its power band before taking off. You punch it, the engine winds up and you GO. It's fun but not real practical in city driving. On the other hand, no one gets ahead of me at stop lights.

Thanks for the explanation. Never too old to learn something new.

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[ShadowsPapa]

Thanks for the explanation. Never too old to learn something new.

You're welcome.
That's a fact. My goal is to learn something new each day.

 

[Casique]

Doesn't the High Altitude also get the wide axles?

Yes, from my window sticker.

 

[domingjm]

This is what you get with just the trailer package ($350)

• 240-Amp Alternator
• Class IV Receiver Hitch
• Heavy-Duty Engine Cooling
• Trailer Hitch Zoom

This is what comes with the Max Tow ($1245)

• Trac-Lok® Anti-Spin Rear Differential
• 4.10 Axle Ratio
• Heavy-Duty Dana 44 Wide Front Axle
• Heavy-Duty Dana 44 Wide Rear Axle
• Daytime Running Lamp System
• 240-Amp Alternator (Unavailable with some configurations)
• 245/75R17 All-Terrain Tires (Unavailable with some configurations)
• Class IV Receiver Hitch (Unavailable with some configurations)
• Heavy-Duty Engine Cooling (Unavailable with some configurations)
• Trailer Hitch Zoom (Unavailable with some configurations)

There is no badging for the Max Tow, so there is nothing saying Max Tow other than the sticker. The fenders are the tell for a Max Tow, they have an extra pc. due to the wider Axle.

It may be addressed later in this thread, but I'll ask now so I don't forget. Does the "Heavy-Duty Engine Cooling" mitigate the heat problems that the diesel engines see? In other words, do Max Tow diesels still suffer from overheating?

 

[Mr._Bill]

It may be addressed later in this thread, but I'll ask now so I don't forget. Does the "Heavy-Duty Engine Cooling" mitigate the heat problems that the diesel engines see? In other words, do Max Tow diesels still suffer from overheating?

You cannot get the Max Tow package with the diesel engine.

 

[Murgatroid]

It may be addressed later in this thread, but I'll ask now so I don't forget. Does the "Heavy-Duty Engine Cooling" mitigate the heat problems that the diesel engines see? In other words, do Max Tow diesels still suffer from overheating?

I'm pretty sure you can't get diesel in the max tow because the diesel runs too hot.

 

[Hootbro]

I'm pretty sure you can't get diesel in the max tow because the diesel runs too hot.

Which I find ironic. Gladiator has to be one of the few if not the only truck out there where the diesel option is a negative to it for towing.

 

[Murgatroid]

Which I find ironic. Gladiator has to be one of the few if not the only truck out there where the diesel option is a negative to it for towing.

There was a good article put out by a engineer talking about the Max Tow and how hard it was for Jeep engineers to get the cooling out of a small, and set by Jeep because of the Jeep look, radiator. Diesels running even hotter, no way to cool it with out changing the front end so they could put in a larger radiator. You don't realize all the trouble the engineers went through so Jeep could brag about tow capacity while keeping the Wrangler size/shape.

 

[Hootbro]

There was a good article put out by a engineer talking about the Max Tow and how hard it was for Jeep engineers to get the cooling out of a small, and set by Jeep because of the Jeep look, radiator. Diesels running even hotter, no way to cool it with out changing the front end so they could put in a larger radiator. You don't realize all the trouble the engineers went through so Jeep could brag about tow capacity while keeping the Wrangler size/shape.

I have read the same stuff as what you mentioned. Basically what you point out shows the decision to put in the ECO Diesel was late in engineering development when principal engineering and commitment to the 3.6L gas engine was already made.

RAM 1500 is rated 7,730 lbs towing with the 3.6L Pentastar which is very similar to the Gladiator. ECO Diesel in the same RAM is rated 12,560 lbs towing. So the Gladiator ECO Diesel gets knee capped the potential of having an extra 6,000 lbs of class leading towing capacity because of failed lead time design integration. That is a failure of project planning that could have easily been overcome with proper engineering to account for both the increased needed cooling and also follow expected design style lines.

 

[Mr._Bill]

There was a good article put out by a engineer talking about the Max Tow and how hard it was for Jeep engineers to get the cooling out of a small, and set by Jeep because of the Jeep look, radiator. Diesels running even hotter, no way to cool it with out changing the front end so they could put in a larger radiator. You don't realize all the trouble the engineers went through so Jeep could brag about tow capacity while keeping the Wrangler size/shape.

Someone posted a link to it yesterday in another thread.

https://jalopnik.com/the-engineering-behind-the-jeep-gladiators-tow-rating-1833657453

 

[Riccochet]

I have read the same stuff as what you mentioned. Basically what you point out shows the decision to put in the ECO Diesel was late in engineering development when principal engineering and commitment to the 3.6L gas engine was already made.

RAM 1500 is rated 7,730 lbs towing with the 3.6L Pentastar which is very similar to the Gladiator. ECO Diesel in the same RAM is rated 12,560 lbs towing. So the Gladiator ECO Diesel gets knee capped the potential of having an extra 6,000 lbs of class leading towing capacity because of failed lead time design integration. That is a failure of project planning that could have easily been overcome with proper engineering to account for both the increased needed cooling and also follow expected design style lines.

It's not only power that dictates towing capabilities. Wheelbase, GVW, braking, overall length, axles and suspension.

A mid sized truck is going to max out at around 8000 lbs no matter what motor is in it. Controlling and stopping a load are just as important as moving a load.

 

[ShadowsPapa]

I have read the same stuff as what you mentioned. Basically what you point out shows the decision to put in the ECO Diesel was late in engineering development when principal engineering and commitment to the 3.6L gas engine was already made.

RAM 1500 is rated 7,730 lbs towing with the 3.6L Pentastar which is very similar to the Gladiator. ECO Diesel in the same RAM is rated 12,560 lbs towing. So the Gladiator ECO Diesel gets knee capped the potential of having an extra 6,000 lbs of class leading towing capacity because of failed lead time design integration. That is a failure of project planning that could have easily been overcome with proper engineering to account for both the increased needed cooling and also follow expected design style lines.

Diesel likely would not have come about but for the EU sales. It's similar to the decisions and things that came into play with the Wrangler 2 door in Europe.
Sometimes things exist here not because of OUR demand for something, but because of the demand outside of our borders making it "worth it" or "necessary".

There's not only heat, but weight distribution and so on - and would the diesel pass the testing in THESE trucks? They ain't Rams or F150s or whatever.
Diesel has torque, yeah, that's great, but that's not what's really the issue here. Note the size of the diesel - a 3.0 - not a penny more......... think Europe.

I'd also bet that the mods to get the diesel cooled and the diesel under-hood temps cooled would have been hoops that would have totally changed the appearance of the truck and made design and building cost-prohibitive.

If the decisions relied only on sales in the US - there may not be some of things we have at all.

 

[Hootbro]

Diesel likely would not have come about but for the EU sales. It's similar to the decisions and things that came into play with the Wrangler 2 door in Europe.
Sometimes things exist here not because of OUR demand for something, but because of the demand outside of our borders making it "worth it" or "necessary".

There's not only heat, but weight distribution and so on - and would the diesel pass the testing in THESE trucks? They ain't Rams or F150s or whatever.
Diesel has torque, yeah, that's great, but that's not what's really the issue here. Note the size of the diesel - a 3.0 - not a penny more......... think Europe.

I'd also bet that the mods to get the diesel cooled and the diesel under-hood temps cooled would have been hoops that would have totally changed the appearance of the truck and made design and building cost-prohibitive.

If the decisions relied only on sales in the US - there may not be some of things we have at all.

Yeah, did not think of the EU angle. Still think FCA sold a three legged pig to the North America consumers when announcing and launching the ECO Diesel for sale in the Gladiator. Every Diesel head was expecting at a minimum to have match the MAX TOW gas numbers.

 

[greenspeed]

I’ve been following these packages since they launched. My draw to a gladiator is the manual trans. I live in the north and not in any mountains. If I had a rubicon with the manual in theory I feel my 6,000lb gvwr camper would be fine behind a gladiator. It would have the wider D44’s and I almost always put spring bags in for tongue weight. Stopping, the camper has decent brakes. I’m just curious with a 10.5’ sail behind me, the stability of the whole unit. I’ve seen gladiators towing campers, but I’m curious how it actually is to do so.

 

[NachoRuby]

I’ve been following these packages since they launched. My draw to a gladiator is the manual trans. I live in the north and not in any mountains. If I had a rubicon with the manual in theory I feel my 6,000lb gvwr camper would be fine behind a gladiator. It would have the wider D44’s and I almost always put spring bags in for tongue weight. Stopping, the camper has decent brakes. I’m just curious with a 10.5’ sail behind me, the stability of the whole unit. I’ve seen gladiators towing campers, but I’m curious how it actually is to do so.

The Rubicon with the manual caps out at 4500 lbs. 6000 is way over. I'm a manual guy, and love my manual gladiator, but the clutch isn't designed for that much weight, and the transmission gearing would probably make it a slug once you got out of second gear, too. You left out the empty weight of your camper, but if you're going to be anywhere near/over the 4500 lbs. max weight on the MT when you're pulling, it's probably not a great idea.

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