RamRunner Refresh

[Mad Max]

not sure where you have the trans temp sensor, but if it isn't in the pan you're likely not seeing the actual temp of the fluid going back in and instead getting a line temp, which will always be different, and if it's in the outlet line your temp reading will always be much higher.

 

[Outahand]

The guy that used to build my 2004r transmissions for my GN wanted the sensor in that outlet line for highest temps.

He also said I could not make it too cool for that trans. But this is in California.

My head tells me the pan is the proper place as that is the majority of the fluid. See the normal number and if it goes up significantly there has been a change.

Your numbers seem damn hot. Have you tried verifying with a temp gun on the pan?

 

[Mad Max]

The guy that used to build my 2004r transmissions for my GN wanted the sensor in that outlet line for highest temps.

...yep that will give you the 'hottest' temp...but that is not an indication of how hot the transmission is...just the output line...which is always going to be hotter because it's supposed to be hotter. My general rule is the trans is supposed to run at the same temp as the engine, which is why most Cummins' run a heat exchanger that has engine coolant flowing through it with the trans cooling line routed through it so the engine cools the transmission to the exact same temp as the engine, and it works awesome. Then...under normal conditions, if the transmission temp starts to climb north of the engine temp then something in the trans cooling system isn't working properly. I wish I could have found an radiator for our JK that has an internal transmission heat exchanger, but no luck...and the stock units don't have one either, so external was the only option...unless I went custom but not doing that.

 

[75RamRunner]

The guy that used to build my 2004r transmissions for my GN wanted the sensor in that outlet line for highest temps.

He also said I could not make it too cool for that trans. But this is in California.

My head tells me the pan is the proper place as that is the majority of the fluid. See the normal number and if it goes up significantly there has been a change.

Your numbers seem damn hot. Have you tried verifying with a temp gun on the pan?

...yep that will give you the 'hottest' temp...but that is not an indication of how hot the transmission is...just the output line...which is always going to be hotter because it's supposed to be hotter. My general rule is the trans is supposed to run at the same temp as the engine, which is why most Cummins' run a heat exchanger that has engine coolant flowing through it with the trans cooling line routed through it so the engine cools the transmission to the exact same temp as the engine, and it works awesome. Then...under normal conditions, if the transmission temp starts to climb north of the engine temp then something in the trans cooling system isn't working properly. I wish I could have found an radiator for our JK that has an internal transmission heat exchanger, but no luck...and the stock units don't have one either, so external was the only option...unless I went custom but not doing that.

trans temp sensor is 100% in the trans pan, about 2" below bottom of pan. Theyre very high IMO, my 727 would run at 190-205 which i wasnt thrilled with but it never really went above 210, i feel like im going to waste the clutches with sustained 230 temps


10-4 on leaving the derale out of the trans cooler loop, ill leave it mounted and just cap it in case i feel the burning desire for added redundancy...........................And because i stripped one of the bolts mounting it and im near positive i cant get a saw of any form in there to cut the head/nut off without damaging the cooler.

 

[75RamRunner]

6.0 cooler should be here tuesday, i think i ran my cooler lines in -8an, if so i should be able to just plug and play them over the 1/2" NPT outlets with a AN hose clamp adapter deal. We will see.

The looser convertor is on my list of **** to possible change. The mechanical advantage of the 8spd 1st gear made me never really notice the convertor slip. Its right at the 2500-2700 i requested, which gets it moving in a hurry once it grabs but even just putting around the property it feels like im gunning it to get it moving.


Thinking a 1500-1800 would give it a lot more trail manners. Not sure with the 650hp and 700ftlbs if id even really notice the lower stall in the faster stuff.

My drag racing days would tell me ill only notice from a dead punch, which i never do, or laying into it at lower rpm, which again, 700 ft lbs should solve fine when im in a 4:1 low range.

 

[Bebop]

The looser convertor is on my list of **** to possible change. The mechanical advantage of the 8spd 1st gear made me never really notice the convertor slip. Its right at the 2500-2700 i requested, which gets it moving in a hurry once it grabs but even just putting around the property it feels like im gunning it to get it moving.


Thinking a 1500-1800 would give it a lot more trail manners. Not sure with the 650hp and 700ftlbs if id even really notice the lower stall in the faster stuff.

My drag racing days would tell me ill only notice from a dead punch, which i never do, or laying into it at lower rpm, which again, 700 ft lbs should solve fine when im in a 4:1 low range.

I agree with all of these.
High stall converters are fun if you drive like an idiot, but not if you're crawling around.

 

[75RamRunner]

Went to Bowman Lake after the holiday to cut a tree down with a few rigs

The convertor has to change. Its bearable in low range but its producing so much heat. I noticed when i was on top of the convertor in 3rd low temps would hold or even decline a bit, but anything under 3k in 1st or 2nd and we were gaining temp.

Plus it drives weird. I have too much torque to be sitting at 3k all the time just to roll around at 25mph.


I'm leaning towards a towing convertor in the 1000-1200 range. I think 15-1800 wont be enough for me to be happy, plus its a PITA to pull so preferably just once.....

 

[Bebop]

1000-1200 is lower than factory.
It's really low.

 

[75RamRunner]

1000-1200 is lower than factory.
It's really low.

Mopars are anywhere from 1500-1700 stock in the 727.

A factory 440 made 400 ft lbs too, I'm almost double that. I was figuring let it act more like a Cummins since its torque map is similar, and then once I'm spinning let the HP take over. My 2nd power plant that had 500/600ish had the factory 727 and TC and it would drive through brakes (since upgraded) and occasionally stall going downhill if i let it drag too much. Basically acted like a manual.

Besides the above, is there a major disadvantage to a ultra low stall for this application.

 

[Bebop]

Besides the above, is there a major disadvantage to a ultra low stall for this application.

It'll feel like you're killing the output of the engine.
I have driven a buggy with a 800hp big block with a 1800rpm stall and it was close to perfect for general use IMO.

 

[CarterKraft]

if you have ever drove a vehicle with not enough torque it sux.
Like makes uuuuggggghhhhhh noise and won't climb a curb.

Don't stall it that low

 

[75RamRunner]

if you have ever drove a vehicle with not enough torque it sux.
Like makes uuuuggggghhhhhh noise and won't climb a curb.

Don't stall it that low

I've only ever had big blocks and cummins, never been short on torque

now HP and weight ratios........those are a different story

 

[75RamRunner]

UPDATE: talked with Matt over at D&P, he's built quite a few convertors for me over the years for street stuff, he's got lots of ultra4 (Gomez, JR, etc) experience as well. Described my concerns, he knew exactly what I had going on and said the right words to my uneducated understanding of a solution. Hope to have a new convertor in hand this week. He's pretty confident my heat issues are also convertor related. Still probably going to mount the 6.0 cooler for street/desert play but want to see what the new sauce does as well

 

[CarterKraft]

I've only ever had big blocks and cummins, never been short on torque

now HP and weight ratios........those are a different story

My experience was my Dads new '93 F150 with 300-6. We hooked it to a stump to pull out and it would not slip a tire on concrete. Just goes uuuggghhh LOL

 

[arse_sidewards]

My experience was my Dads new '93 F150 with 300-6. We hooked it to a stump to pull out and it would not slip a tire on concrete. Just goes uuuggghhh LOL

Probably because it was one of the seemingly 90% of those trucks that had 3.08 gears from the factory for economy reasons.

 

[Levigarrett76]

I once put 38 tsls on the back of my 89 with 2.73's, c6 and 4.9.

 

[75RamRunner]

Picked up the new magic from D&P yesterday, dropping the rig off today or monday to let someone else pull the trans and swap. I have neither the desire to do it without a lift or the time. I am actively planning a shop pad pour early spring so i can stop bitching and whining about not doing it myself.

Matt basically said ill build you what you need so i honestly don't even know the stall or spec's on the convertor besides its a 265mm instead of the 245mm that is in there. I don't put a lot of blind faith into much these days but they've never done me wrong in the past. I figure if his interpretation are good enough for the gomez brothers and JR my junk should be just fine.

 

[75RamRunner]

The continued mopar curse never fails to fail. Had the guys get the convertor out and go to put the new one in and the OD of the input of the TC housing was .050 oversized and wouldn't make it past the first bearing in the trans. Wouldn't even engage the first set of splines.

Call Matt up and he actually came up to the truck, confirmed the fitment issues and used the onsite mill to fit it right there. Cannot say enough good about that group. The ole gal at the front is a lot to deal with, if you know you know, but Matt and D&P make a killer product.


As expected the convertor is leaps and bounds better. Truck wants to roll in 2wd high range now at idle where before i couldnt even get it to slow roll until 3k. Just in the testing around the property i think there's going to be a massive difference in heat creation, were all snowed out here in NorCal for the trails so it might be a bit until i can really test it. It wnats to drive through the brakes in low but the hydroboost upgrade has it under wraps. Excited to get back to beating this thing more regularly

 

[Bebop]

So you don't know what stall it is?

 

[75RamRunner]

So you don't know what stall it is?

His words were "It'll be about a 3000 stall but it'll act similar to a 2000"

So to answer you directly, no i don't. But my understanding is pretty much all advertised stalls are incorrect as well, custom convertors that get all the spec's are built per application not stall speed.

I try not to question those who make things work better than my understanding

 

[75RamRunner]

I am once again back asking for opinions from strangers who have done similar

Got back from Moab over the weekend and had fun, but might have had an epiphany/change of heart

Long and the short is went with a buddy with a 2 seat can am, took my 4 seat, the ramcharger, and my dad came with his 392 JL.

It was good weather but warm as always and then rained on us. My dad was enjoying the entire experience in his climate controlled interior with heated seats, me and the family got a little more of mother nature. I also flopped her in mickeys hot tub and managed to rip the rear axle truss completely off the axle on Prichett. Right before we got to the obstacle the group in front of us rolled a TJ from mid hill to the bottom, was not a day of winning for any of us out there lol. Ripped both brake lines off, driveshaft yoke exploded, etc. Fortunately someone had a trail welder and using 4 winches we were able to sorta reline up the body to the axle and stick the truss back on enough i was able to drive out in FWD with some pulls from dad on a few obstacles.



Myself and my family still love getting out on the trails, but i think my next 5-10 years will be more lined up with getting on the trail and not bouncing the limiter on a obstacle. We spent the last day in the canned ham cruising the canyons and did Fins and Things and it was super enjoyable, drama free, and comfortable.

I have 2 littles and a 3rd on the way, the clam charger is becoming less of a practical toy. They way the cage is built its hard to access the rear seats, storage is good but limited, and I see a few options of feasibility

1. Fix rear axle, sell entire rig for pennies on the dollar. Buy a done JT, bob it, beat it.
2. Gut the rig, keep the major parts and built a 60s-70s era crew cab dodge, lean more towards prerunner/overland but still capable of getting out on the rubicon/fordyce for camping.
3. Sell the sum of the parts, keep the engine for street car, buy a JT mostly done and built as needed.
4. This is more of a wild one. Keep the chassis down suspension and shocks, find a 2010-2018 ram 2500 and mate the assemblies. Frame up a stock ram 2500 frame down, current ramcharger. Obviously there would be some cutting of panels but those trucks are in the 20-25k range right now which is just as cheap as a stockish JT but i get beefier everything

I'm not in love with jeeps, but the JT checks all the boxes for storage, modularity, and amenities. JLs dont do it for me.

Photo dump of trip

 

[CarterKraft]

I am once again back asking for opinions from strangers who have done similar

Got back from Moab over the weekend and had fun, but might have had an epiphany/change of heart

Long and the short is went with a buddy with a 2 seat can am, took my 4 seat, the ramcharger, and my dad came with his 392 JL.

It was good weather but warm as always and then rained on us. My dad was enjoying the entire experience in his climate controlled interior with heated seats, me and the family got a little more of mother nature. I also flopped her in mickeys hot tub and managed to rip the rear axle truss completely off the axle on Prichett. Right before we got to the obstacle the group in front of us rolled a TJ from mid hill to the bottom, was not a day of winning for any of us out there lol. Ripped both brake lines off, driveshaft yoke exploded, etc. Fortunately someone had a trail welder and using 4 winches we were able to sorta reline up the body to the axle and stick the truss back on enough i was able to drive out in FWD with some pulls from dad on a few obstacles.



Myself and my family still love getting out on the trails, but i think my next 5-10 years will be more lined up with getting on the trail and not bouncing the limiter on a obstacle. We spent the last day in the canned ham cruising the canyons and did Fins and Things and it was super enjoyable, drama free, and comfortable.

I have 2 littles and a 3rd on the way, the clam charger is becoming less of a practical toy. They way the cage is built its hard to access the rear seats, storage is good but limited, and I see a few options of feasibility

1. Fix rear axle, sell entire rig for pennies on the dollar. Buy a done JT, bob it, beat it.
2. Gut the rig, keep the major parts and built a 60s-70s era crew cab dodge, lean more towards prerunner/overland but still capable of getting out on the rubicon/fordyce for camping.
3. Sell the sum of the parts, keep the engine for street car, buy a JT mostly done and built as needed.
4. This is more of a wild one. Keep the chassis down suspension and shocks, find a 2010-2018 ram 2500 and mate the assemblies. Frame up a stock ram 2500 frame down, current ramcharger. Obviously there would be some cutting of panels but those trucks are in the 20-25k range right now which is just as cheap as a stockish JT but i get beefier everything

I'm not in love with jeeps, but the JT checks all the boxes for storage, modularity, and amenities. JLs dont do it for me.

Photo dump of trip

You have some tough choices.

I was thinking any option but #1 but that not be as bad as it sounds.

 

[Mad Max]

totally in your church in these thoughts - been there and done this. Bottom line up front - my recommendation is...#1. Ultimately I sold my beloved gigantic crew cab power wagon and crew cab Dakota...for a JK, and I am still glad I did. The JK is plenty big enough, even with three kids in back, to get me and the wife where I want to go, and.....I also have to say that I'm glad it does because at 56 there isn't much more Schlitz in me to do any more big builds - I much prefer 'maintaining' now. I've enjoyed my builds, but I'm really liking my 'primitive' JK...which took a LOT of fabrication to get it there, but to me it was well worth it - this is my 'forever' off-roading machine - it's on tons and 40s, and it's 'just right'. I totally dig yer RC - always have, and I loved Bud my big Power Wagon, but wow did it require a lot of logistics. The other thing is I am very much enjoying NOT having to fab 'everything' on my JK, and I really love the modularity that comes with the removable soft top and doors etc.

You'll never get your 'time' back nor the $$$ that it took to build it, but you don't need to - you'll always retain the memories of fun times. If I were in your shoes, and I was, I'd cut bait sooner vs later, grab a JT, and party on. You have all the street cred that comes with that big bad RC - you always will, and that never leaves, but the time and effort to have a one-off machine like that does indeed take its toll. I thoroughly enjoyed all of the fabrication into my machines over the last two decades, but wow do I wish I'd have just grabbed a JK way back then - I'd likely have many more years on the trail instead of in the shop - years. But I didn't know what I didn't know, and I've enjoyed the time and effort, and I was having lots of fun, but now I am really enjoying spending more time in the Jeep on the trail...and less on jack stands.

So, what would I do? - yup, #1: sell the RC straight up, and put the $ towards a nicely optioned JT, and if you can get one with a 392...well I'm told you very definitely will NOT be disappointed. Build that big bad 392 JT on big tons and 42's, and you'll never look back. And even if you don't get the big V8 - the V6 makes plenty of power especially considering the 8-speed - awesome combo. And...the diesel is a solid option too, and it gets really good mileage, so power and economy, especially if you can delete it. I'll eventually stroke my 360 and slap on aluminum heads and bring up the power and fun factor buy a lot, but that's 'bolt-ons', not a whole new chassis, and I can manage that...but I thought long and hard about the Cummins R2.8...

The only thing about owning a new machine like a JT is...well it hurts a lot more if it gets laid on its side in a hot tub...a lot more. If you can get past that, or can install a simple exo etc., well then those issues become non issues.

Don't feel bad - you've earned every bit of the pride inherent with that RC, and you've also earned the right to change your mind. I'll always be a Dodge Boy, but the first thing I ever drove and wheeled was my dads '52 Willys M38, and I've simply come full circle 👍 .

Go for the big bad JT - you will not regret it, and neither will your family , and congrats on the 3rd youngin' coming! . And hey - you can always outfit the JT bed with another set of JT 2nd row seats so you'd have ample room for everyone, plus a friend...and cargo 👍 .

"...my next 5-10 years will be more lined up with getting on the trail and not bouncing the limiter on a obstacle. We spent the last day in the canned ham cruising the canyons and did Fins and Things and it was super enjoyable, drama free, and comfortable". There is a LOT to be said about the super enjoyable, drama free, and comfortable part 👍 .


- Sam

 

[350TacoZilla]

Just me being sentimental I would have a issue selling that for a loss then just getting another soulless new jeep. I would rather use as many of the parts from the Ramcharger as you can so option #3, Sell rowdy engine and the shell of the Ramcharger to someone that's looking to do similar stuff with it. Buy as nice body and interior wise of a squarebody Suburban (2wd or 4x4) you can find and slam your axles\ suspension in. Milder engine\AC setup with that new trans,current transfer case etc. If I remember correct you went TH400 correct? So shouldn't be hard to get it hung on the back of a LS or stock 8.1 unless you want to deal with swapping in a newer OD trans and such.

 

[350TacoZilla]

I forget what gears you have but looking at a 6L80 with 5.38's and a 40" tire (I did 39" actual height for the calculator) gets you 2172rpm@70 and I hope Rocktonka doesn't mind, look at this ****ing thing.

Seating wise you can get everything from 4 captains chairs with huge console ChooChoo customs style to 3 vinyl benches with seating for 9 and room for 1 more row to make it 12 if the last two rows are little lol.

 

[06h3]

Option not mentioned… can you put a hard top on the ram charger, redo the cage so it’s a little bit more friendly for the backseat. Add some heated seats and AC?

 

[75RamRunner]

The only thing about owning a new machine like a JT is...well it hurts a lot more if it gets laid on its side in a hot tub...a lot more. If you can get past that, or can install a simple exo etc., well then those issues become non issues.

Don't feel bad - you've earned every bit of the pride inherent with that RC, and you've also earned the right to change your mind. I'll always be a Dodge Boy, but the first thing I ever drove and wheeled was my dads '52 Willys M38, and I've simply come full circle 👍 .

Go for the big bad JT - you will not regret it, and neither will your family , and congrats on the 3rd youngin' coming! . And hey - you can always outfit the JT bed with another set of JT 2nd row seats so you'd have ample room for everyone, plus a friend...and cargo 👍 .




- Sam

You know you were actually one of the top people i was hoping would respond, i watched the entire build of the power wagon and loved seeing it get used by you and the new owner. Saw you get the JK and had this thought initially but buried it for a year.

I appreciate your opinion friend

Just me being sentimental I would have a issue selling that for a loss then just getting another soulless new jeep. I would rather use as many of the parts from the Ramcharger as you can so option #3, Sell rowdy engine and the shell of the Ramcharger to someone that's looking to do similar stuff with it. Buy as nice body and interior wise of a squarebody Suburban (2wd or 4x4) you can find and slam your axles\ suspension in. Milder engine\AC setup with that new trans,current transfer case etc. If I remember correct you went TH400 correct? So shouldn't be hard to get it hung on the back of a LS or stock 8.1 unless you want to deal with swapping in a newer OD trans and such.

Yes i went th400, suburban's are cool but they're not my flavor, i like old iron and the dodge crew cabs do it for me if that's the option i choose. I'm also entertaining parting out the ramcharger entirely and keeping the chassis for a rainy day. As much time and money is into the chassis, all the resale is really in stripable parts (axles, suspension, tranmission, tcase, engine, etc) I can't see someone valuing the chassis for what id want to see it go for, it is dimensionally identical to a blazer/k5 some someone could reskin this and have a bitchen chevy with an LS

Option not mentioned… can you put a hard top on the ram charger, redo the cage so it’s a little bit more friendly for the backseat. Add some heated seats and AC?

I looked into this, I'm just not willing to cut apart the cage. I do have a hard top and it does fit. But the cage is integral to the chassis and it does what it does so well i just cant bring myself to change it.

I can't bring myself to modify this truck again, it works so well as is for its intended use and the labor of love just aint there anymore.

 

[posford]

You know you were actually one of the top people i was hoping would respond, i watched the entire build of the power wagon and loved seeing it get used by you and the new owner. Saw you get the JK and had this thought initially but buried it for a year.

I appreciate your opinion friend



Yes i went th400, suburban's are cool but they're not my flavor, i like old iron and the dodge crew cabs do it for me if that's the option i choose. I'm also entertaining parting out the ramcharger entirely and keeping the chassis for a rainy day. As much time and money is into the chassis, all the resale is really in stripable parts (axles, suspension, tranmission, tcase, engine, etc) I can't see someone valuing the chassis for what id want to see it go for, it is dimensionally identical to a blazer/k5 some someone could reskin this and have a bitchen chevy with an LS



I looked into this, I'm just not willing to cut apart the cage. I do have a hard top and it does fit. But the cage is integral to the chassis and it does what it does so well i just cant bring myself to change it.

I can't bring myself to modify this truck again, it works so well as is for its intended use and the labor of love just aint there anymore.

This group of thought is why my old powerlines truck is more of a beer getter/ mild trail wheeler than what I'd like it to be. If I parted it out I would get a good chunk of change, but not nearly what it took to build it. So it sits in a state of limbo waiting for the right opportunity.

I've tossed around the idea of a dual purpose Jeep that I can wheel reliably and drive to work. I can't bring myself to do it.

If the trails here weren't so tight I'd build a crew cab Super Duty for daily/mild wheeling. So similar to your idea of a 2500

 

[Mad Max]

we all have only so much ass for building big burly machinery, and after a while...at least for me...I realized I was building the 'perfect' machine for wheeling over and over and over again, because my needs and wants changed as the build progressed, and since my builds took about two years there can be a lot of change in that time, and then by the time the build is done there's almost always a lingering thought buried way way back in the brain about what I'd change if I were to do it again...but I have to admit I have no such thoughts...right now anyway...of wanting some other type of machine - I like my JK that much. Granted my JK is not a 'normal' JK, but that's part of why I like it - it's really a 4-door CJ...

Soon as the 4-door JK platform came out I knew I would love it, but I was deep into big Ramchargers and then the Power Wagon...and then the Dakota..., and they were both fun to make and fun to own, and at those respective times I really thought 'this is the one'...but then the goal posts change...all the while knowing a big 4-door Jeep is 'out there'. Honestly what cured me of the 'big bad Dodge' plans was two-fold: First was the fact that I had to fabricate practically 'everything', and in my case it was the Dakota where it added up the most when I realized I had no cage whatsoever and I still had to make an exo to be 'safe'...which was going to add another half-ton of tubing or whatever and the massive time to bend/weld/install it...and then if it ever needs to be redone it'd have to be redone personally - no bolt on support. Then there was GlueTread - once I saw that hit the market I then realized I didn't need to carry a spare tire on the trail rig all the time - I could use the GlueTread to get me off the trail (especially with double beadlocks), and then change out the tire back at camp, meaning I no longer 'needed' a pickup truck (with a bed to 'stow' the spare). Knowing a JK came with a cage (albeit not the best but lots of options to swap for a 'real' one) and the fact that so much good hardware is available for them (like engineered axle trusses, long arm kits, every coil imaginable), well that finally convinced me to go to a "Jeep". BUT...I didn't want a 'new' Jeep with all the gizmos and nanny sensors and all that bull**** - I wanted a JK that 'felt' more like a 4-door CJ...and that is exactly what I built, and even though it took a lot of fabrication to get it the way I wanted, I can honestly say that I am thrilled with it...and there is not a single 'yeahhh but what about'.....tormenting me every minute of every freakin' day.

JTs are sweet, and have lots of room, and I used to think I would be tormented with the 'dealer only' nonsense of sensors and such...but I have to admit, the aftermarket support for bolt in 'everything', including BIG axles and such, all of which are engineered to play nicely with the factory setups, well that makes having a new machine you can build BIG for the trails and also drive the highway to/from a very legit path forward. There's only millions of folks that do it, every day, and there's a good reason for it. The difference is the cost - the newer stuff costs more up front, but, time is money, and based on how sweet some of the big JLs and JTs are in my club and how they drive them everywhere and wheel them everywhere, sensors all playing nicely with each other, well I firmly believe if you and the fam go the big JT route you'll soon forget all about any anxiety about owning one. They really do seem to be 'that' good. None of them are 'disposable', and no one 'wants' to break their **** or flop onto the side or roof, but if (like me) you're finding yourself more wanting to 'enjoy' the trails...and not 'conquer' them...you'll be trilled with something engineered to do just that....and most of those such machines just happen to say "Jeep" on the grille. If my JK ever gets damaged or demolished beyond repair, assuming there's enough in the settlement and bank account, I'll very likely grab a nice JL, toss 40s under it, and enjoy. Not the cheapest option, but the time (not) spent building stuff is worth it.

It's a Jeep thing...and I've always understood...

Now...all of the above said...there is the possibility of finding a JT that has a blown engine and or missing axles, maybe one someone is parting out or something, and stuffing all of your RC hardware under it - that is exactly what I did with my JK. The JT has newer things to consider like the HVAC and such, and I already shudder thinking about how to get around all of that...unless you gut the entire machine and toss a Painless harness in it...but again that is a long process, but in the end you'll have the chassis you want with an awesome driveline and axles, and the brackets exist to link your axles under the JT. Maybe - I don't know for sure but I'd wager it's possible, but again, lots of fab time. Personally I'd go the grab one in your favorite color, build it big n nasty, and party on.

 

[rattle_snake]

Can you afford to keep the RC as-is and buy a JT to wheel? Place to store it?
Selling will be a loss. What happens when you want to bounce off the rev limiter again?

I sold my early bronco for big loss when 2nd kid was on the way. Life changes, have to adapt.