Talk about throwing people for a loop! The newer Jeep 4-cylinders (2018+, "Hurricane" engine) make people think they're hallucinating when checking the oil. A proper oil check, described in the owner's manual, is exactly 5 minutes after shutdown of a fully warm engine. Not before 5 minutes. Not when the engine is cold. You have to take a reading when the recirculation in the turbo and top engine has drained down, but not completely empty.
When those engines are stone-cold, the dipstick reads almost 1.5 quarts overfull. When they're warm right after shutdown, the stick may read almost empty..
If you change the oil and dump out 5 quarts of dirty oil including changing the filter, and refill with 5 quarts, this really can mess with your head if you check the oil later on and don't know what you're looking at.
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Go for the 10-spd. I have a 2024 3/4 ton and 1 ton dually. We are now at over 100k miles between the two. The 3/4 ton doesn't tow as much and I have had zero issues. The 1 ton tows a couple times a week, 10-16k depending on the machine I am moving. Both trucks are used for construction and also spend time at the farm, have been great. Had an issue with the 1 ton and GM replaced the valve body in the transmission, it was down for 3 weeks which sucked, but it was all covered. It tows great and I really like the 6.6 L8T. Maintenance has been easy, I do all oil and fluid changes myself. The front end is greasible, so make sure you keep everything lubed up.
On our 2018 3/4 ton with the 6.0 I just had to use our unlimited powertrain warranty. I thought the warranty would never actually pay, but once they saw the engine was spotless inside at 180k and the only issue was a failed camshaft bearing, they paid 12k for a new engine. Always thought those warranties were a scam, but if you are diligent about maintenance and keep track of your records, they are great. Many of the oil changes were self performed, but I had all the receipts from buying the oil and filters, and had a log with the mileage I changed it at.
Alright so this one ended up being a different TSB that was not related to the transmission at all. It was the O2 sensor wire that got too close to the exhaust and melted. I guess the 5v reference wire melted, shorted out and caused about 200 codes to populate and the truck to go into limp mode.
https://static.nhtsa.gov/odi/tsbs/2024/MC-10253570-0001.pdf
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