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If you go back and look at (very) old threads, you’ll find members like @Ellisstrong wwnt with the Procharger. If I recall correctly, a Whipple won’t fit with eTorque.
There have been many, many revisions. I’m pretty confident my printed manual (requested from Mopar after purchase) doesn’t match the digital manual from that time, let alone the digital version available now.
Even so…any PDF is searchable!
I know you understand the point I’ll make here, and it is a nuance, but I think it would be clearer if you argued that there are certain conditions where the motors draw their power exclusively from the GENERATOR, as opposed to exclusively from batteries or a combination thereof. Yes, of...
Yeah, it absolutely keeps the traditional starter. The BSG/MGU is only capable of a “hot” restart, and only when the eTorque battery is at a sufficient state of charge.
In that sense, eTorque might seem a little redundant. But man, it’s a smooth stop/start setup. And when you think of all the...
I don’t see A/S or ORG on yours or the past two posters’ trucks. I’m curious to look at a suspension diagram to see how much that affects things. On mine, there’s very little clearance to drop the oil filter vertically; it has to be tilted almost horizontally and squeezed past cables and wiring...
Sure. And the air springs have 4” of travel, regardless of other options. So on ORG trucks and Rebels, they’re just programmed to sit 1” higher in “Normal” than non-ORG/non-Rebels.
Tried again last month…and failed again. The Oil Udder did great at catching the initial oil spillage. But there’s just not enough room to get the filter out without turning it fully sideways, and that’s not possible until the Oil Udder is out of the way. So I’ll go back to the...
Yep. And yes, a Limited or Longhorn with A/S and ORG effectively rides in OR1 as its Normal, so there’s only one OR mode available. This is exactly the same as a Rebel with A/S. We had a long discussion on this in the early days of this forum, as the owner’s manual did not accurately describe this.
They’re exactly the same (Limited or Longhorn with A/S). I have both A/S and the Off-Road Group, so they kind of balance each other.
The non-A/S trucks ride nicely, too. A/S just offers other advantages.
Most issues I’ve read about were on previous generations (pre-2019). I don’t know about longevity, but my 2019 hasn’t experienced issues yet in the heat of Texas summers or cold of Michigan winters.
Sure, but this approach ditches the transmission, driveshaft, differentials, and transfer case. Fewer driveline wear parts. To me, it’s a “6 of one, half dozen of the other” tradeoff that yields better power, economy, and range.
If it’s not a mistake, perhaps it was a showroom display model. And perhaps the dealership chose not to negotiate on that one (for whatever reason). There’s no harm in calling…
The HEMI is a buttery-smooth, reliable V8. It may be seen as antiquated and inefficient. At just shy of 400 HP, it’s harder to argue that it’s underpowered. Regardless, it has held up well.
To the title of this post: I don’t see anything offensive about the refresh, aside from the taillight...
Smart. Avoids the weight and complexity of a mechanical connection between ICE and wheels while allowing battery-driven performance to be exceeded when necessary.
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