My '21 ordered 7/4/20 delivered 10/1/20 ORP does not have off road pages. The transfer case overheating is in the 4auto mode. 4hi will be fine (winter, sand, etc). There are 2 transfercases, mine is cheap and doesn't have 4auto (clutches).
My 21 BTS has this for the offroad page. If I scroll left it also has a pitch angle meterCurious; it appears that way. But I don't have the Off Road pages like a non-BTS truck.
Also, what's the key differences that make the off road package that much better? Is it the exact same transfer case and drive train? Just skid plates, lift, HDC, rear locker?
I'm mainly curious if the ORP has the same weakness as 4x4 Rams without it: weaker/overheating transfer case.
Yes, the ORG has a full-size spare. It's an 18" steel wheel but has the same Falken tire as the rest of the wheels so no temporary-use-only donut.Doesn’t the Off-Road Package also give you a full size spare? I don’t have the package but thought I read that somewhere.
This is partially correct. The ORG comes with an 18" aluminum alloy wheel with an appropriately-sized Falken tire (LT275/65R18). This means the spare theoretically matches the overall diameter of the 20" wheels and tires pretty closely (32.07" vs. 31.91").Yes, the ORG has a full-size spare. It's an 18" steel wheel but has the same Falken tire as the rest of the wheels so no temporary-use-only donut.
It was interesting on my 2015 Outdoorsman, it had the same size spare and they put it on a Black special edition wheel that was a very expensive option. I had the regular aluminum rims on the truck. I almost bought three more of those wheels... I wondered how that happened.I figured everyone gets an 18" spare but I guess the Laramie and above get an "upgraded" spare (aluminum) compared to the black painted steel one on my Bighorn.
I was thinking the same thing, but if you add the anti-spin diff and the protection package, you are already spending more money than the off-road group, which also gives you hill decent control, tow hooks, off-road pages, 1inch lift, and Faulken Wildpeak tires. Seemed like the better value to me. I really liked the Rebel, but you can’t get it with a 6’4’’ box, so this seemed like a good compromise.
The wrangler 392 does have a locking front differential, and all Jeep Rubicons have traction control, stability control, and locking differentials. For desert, mud and higher speed driving traction controls can come close to the performance of a locker, but for rock crawling or even a technical trail a pickup can do a true locker gives you a ton more control so you can be easier on the vehicle and more precise.I agree with everything but would add two points, both on tires. First, the OEM Wildpeak on the Ram is not the same as the AT3W aftermarket Wildpeak which has gotten great reviews. I don't know how different since I haven't seen any back-to-back reviews. On cars, the Michelin PS4, standard on many cars and a favorite at Hyundai/Kia/Genesis is not the highly praised PS4s which was introduced on Ferraris 9 years ago.
Second, the tire is still a 32" diameter. The Rebel with a similar suspension has a 33. People have fitted 34s.
Some notes: the traction control on Jeeps seems to make the locking diffs irrelevant for any of the driving you would do in a pickup. There are lots of videos showing the traction control doing the work in all sorts of muddy terrain. The V8 Wrangler and the TRX don't have locking front diffs. The Ram never had a locking front diff. The Rubicon comes with a locking front diff and they are common for off-road builds which don't have traction control as a consideration.
I go back and forth on this. I feel like how I use my truck 99% of the time, the LSD would be more beneficial because it's always "on". Particularly on slippery paved roads.Decision pretty much comes down to whether you want the e-locker or lsd
AXLE LOCK SYSTEM — IF EQUIPPED
This vehicle is equipped with an electronically locking rear differential. When engaged, this differential locks the axle shafts forcing the wheels to spin at an equal rate. The locking of the rear differential should only be engaged during low-speed, extreme off-road situations where one wheel is likely to not be in contact with the ground. It is not recommended to drive the vehicle with the differentials locked on pavement due to the reduced ability to turn and speed limitations.
Axle Lock Button
The locking rear axle is controlled by the AXLE LOCK button. Under normal driving conditions, the rear axle should be unlocked.
During the command to lock the rear axle, the indicator light will flash until the axle is locked. After the lock command has been successfully executed, the light will remain on solid.
Operating in 4WD LOW the locker can be engaged up to 40 mph (64 km/h) and will remain engaged throughout the 4WD LOW speed range.
Operating the locker in 2WD, 4WD AUTO, and 4WD LOCK/HIGH, the locker can be engaged up to 20 mph (32 km/h). While driving with the locker engaged, if speed exceeds 25 mph (40 km/h), the locker will automatically disengage, but will automatically reengage at 20 mph (32 km/h).
Left to right wheel speed difference may be necessary to allow the rear axle to fully lock. If the indicator light is flashing after selecting the rear axle lock mode, drive the vehicle in a turn or on loose gravel to expedite the locking action. The axle locker could become torque locked due to side to side loads on the rear axle. Driving slowly while turning the steering wheel from a left hand turn to a right hand turn or driving in REVERSE for a short distance may be required to release the torque lock and unlock the axles.
To unlock the rear axle; push the AXLE LOCK button. The AXLE LOCK indicator light will go out when the rear axle is unlocked.
In 2WD you can't engage it until under 20 mph and it will automatically disengage at 25 mph, which is annoying.The e-lock which has no differential at all is really a slippery/loose surface thing and I'm pretty sure only engages until 25mph or so.