If you say so.

Actually, he is correct as it is called a wheel bearing in this case with
its full floating axles but he knew what I was talking about.

Well, they are a compromise and since I've serviced far more of
them than your 5 trucks, hardly a fantasy.
The AAM axles without lock outs or a disengagement mechanism are
also a compromise, buy I'm not about to discount them based
solely on Snojobs say so.

Anyone who is serious about fuel mileage doesn't buy a 3/4 ton
truck and expect to get it.

No trick.  A Dodge 2500 doesn't have axle bearings, it has wheel
bearings.
Me thinks you don't know as much about this stuff as you think
you do.

You're right, no one buys a 4X4 because it might afford them
better traction.  A functioning front drive axle has nothing to
do with stuck or unstuck.

Since the axle disconnects in discussion here only disengage the
outer right axle stub from the inner right axle shaft, the left
axle stays engaged with the differential pinion gears, that means
that when the vehicle is moving and 4X4 is not engaged, the
differential pinion gears are still spinning inside the
differential case.

Lock out hubs, I wish I could give you a count of the number of
lock out hubs I've replaced during my years in GM and Ford
dealerships, but I just never kept a record. I can tell you that
in the nine years that I owned my F-150, I replaced the lock out
hubs three times because they would corrode from the winter road
salt so badly that they'd either leak or you couldn't
engage/disengage them anymore.  Wasn't unusual to spend an hour
drilling out the allen bolts that held them together to perform a
brake job/bearing pack only to find that they'd still not come
apart due to rot and had to be removed destructively.
Then there's the auto hubs that were used on the Bronco II
/Ranger/Explorer chassis that would fail and when they did, the
customer would be in fear of driving the vehicle in for service
and have it towed.
The auto locking hubs used on the GM K-5 and K-10 chassis were
just plain useless.

Anyone who actually depends on their 4 wheel drive working when
it's needed instead of buying it as a penis extension can
certainly appreciate the simplicity and reliability of not having
an added failure point as part of their front drive axle.

The only 'implications' in this thread are Snojerk's  assertions
that he has some sort of inside information as to why Dodge chose
to do something the way they did or the reasons a consumer might
choose one version over another.

Ask them.  I wouldn't pretend to answer for the millions of other
4X4 owners out there.

I don't dislike the guy (or Snoman for that matter), never met
either of them.  But Snoman does give a disproportionate share of
flat out wrong information, and in this case, there is no chance
that he's anywhere near the position of knowing the real reasons
of why a particular design choice was made.

Cite?

Back to?
Should I reply with; back to the left wing buyers' poor choices
are the fault of everyone else except themselves?

Sorry, I fail to see the connection between "big government" and
why Dodge Ram trucks don't have front axle disconnects or lock
out hubs and frankly, if were a matter of "big government" to
begin with, then they would have them in the interest of
emissions and energy conservation.
(and just between you and me; that is starting to look a bit like
a lunatic rant)

Not necessarily.  Apples to Oranges isn't the same as talking out
of ones a.s.

What more information would you like?

Maybe you're not as familiar with his posts as I am.

Impossible to know the total, but that doesn't discount the fact
that it's well known about in the repair industry.

There is no "rear hub assembly" either.

But if that part is eliminated, then the real possibility exists
that the deletion of that part wasn't strictly based on shaving
pennies off the cost of an axle assembly.

Just because you're unaware doesn't mean it doesn't exist.