Do you think the diesel will be available in a manual? I wonder if the decrease in specs for towing will be relatively similar?
nice to see they lowered the ratio for reverse compared to the 2016. Still not nearly low enough IMO. Damn sure not low enough for a 12.5k pound trailer.I understand that the 8HP70 is what has been behind the Ecodiesel and Hemi. My comment was that hopefully this will be a Gen 3 unit which has a total gear spread of 8.6 vs 7.1 (Gen1) which has been behind the Jeeps up to this point. The wider gear spread should be useful.
Generation (first delivery) Total spread 1 2 3 4 5 6 7 8 R
1st generation (2009) 7.1 4.714 3.143 2.106 1.667 1.285 1.000 0.839 0.667 3.300
2nd generation (2014) 7.8 5.000 3.200 2.143 1.720 1.314 1.000 0.822 0.640 3.456
3rd generation (2018) 8.6 5.250 3.360 2.172 1.720 1.316 1.000 0.822 0.640 3.712
Also to note is that the 8HP70 is longer than the 850RE by ~10mm. I'm curious if crossmembers/mounts will change and if there will be different driveshafts.
I can't wait to get my hands on one. Diesel, jeep, truck and convertible, is there any better combo?Ram released their specs for Ecodiesel; 260hp/480lbft. It can likely be assumed that this is what the Gladiator will get.
What I think is interesting is that this engine will need to bump up to the ZF 8HP70 transmission to handle to torque, not the 850RE that has been available in the Gladiator and JL's. Also take note that FCA does not build the 8HP70 transmission, it is built directly by ZF so it is truly a ZF sourced unit, not a ZF licensed design built and modified by FCA.
What would also be fantastic is if this 8HP70 is the new Gen 3 unit which has wider total spread of the gear ratios. This should yield better, optimized fuel economy. This coupled with TONS of torque would make this fantastic to drive. I have a 2014 WK2 with Hemi and the 8HP70 and it is already a great combo. I can't imagine having all that extra torque of the diesel in the JT.