Ok so we all know the jeeps are haveing problems hitting tens, but why? . Some say its because they are 5000lbs i say B.S!!! I know it dont help but still thats not the reason i dont think, some say its the AWD but thats whats making them as fast as they are.

Im not the fastest (slowest cammed i think LOL) and never will be but im very curious to why there is such a big wall.

He!LL diesels are hitting tens at full weight at less the 20k to spend.

http://www.youtube.com/watch?v=z-1MTr8X_Z0&feature=related

Newfie.

Damn...

Those diesels are MONSTERS!!!

I see em at the track all the time... I never get to read the time they run cuz theres always a thick black cloud of sot!

From what i have seen its the 60 ft times and tunes. NO TRACTION. Look at SARGE 11.05@ALMOST 129 WITH 1.65 60 FTS. If he could get 1.55 60 ft like LUIS HE BE THERE.

Quite a few diesels in the 900-1300+ rwhp with monster torque numbers to pull those times.

So Traction is ours problem, Ok so another question, why are all the lxs hitting the 10s?

Newfie.

Quite a few diesels in the 900-1300+ rwhp with monster torque numbers to pull those times.


I understand that, but they are still running those times and are heavier then our jeeps, but we have 700-800hp jeeps that are hitting 11.0-11.5 so the should be somewhat close of equal to each other i think......

Newfie.

Yep, diesels are in the 6000-8200lb range depending on make, model, cab/bed config, etc..


They don't have the issues with unloading the front suspension like the Jeeps do, much stronger transfer cases with 50/50 power split, and LSD options from the factory.

I don't know how true it is, but I heard from a guy that there is something with the pcm that monitors exhaust temps. A built motor running the 1/4 mile should have some pretty high temps and the monitors trigger a governor to cool the temps and in doing so, cutting horsepower. Again, Just what a guy told me who is a pretty smart builder.

Our biggest enemy when you start going that fast is what was our biggest advantage...AWD..our driveline was not equipped for that kind of power or speed, thats where the TBSS has its advantage in the RWD form it can beef up the driveline and still use its RWD to do nasty burnouts, run different size tires, drag radials/slicks and get that sucker down the track.

I don't know how true it is, but I heard from a guy that there is something with the pcm that monitors exhaust temps. A built motor running the 1/4 mile should have some pretty high temps and the monitors trigger a governor to cool the temps and in doing so, cutting horsepower. Again, Just what a guy told me who is a pretty smart builder.

All that can be worked out in tuning;)

So Traction is ours problem, Ok so another question, why are all the lxs hitting the 10s?

Newfie.

See my reasoning 2 posts above^^^^

Yep, diesels are in the 6000-8200lb range depending on make, model, cab/bed config, etc..


They don't have the issues with unloading the front suspension like the Jeeps do, much stronger transfer cases with 50/50 power split, and LSD options from the factory.

OK this i do agree with, i heard a h2 t-case will work with little fab work, not sure on how true that is, but for the most cases the t-case is not failing at first its after a few passes. has anyone ever tried straping the front end so they dont lift?

Newfie.

Its crazy how Deep some peoples pockets are & yet 10's are so few here..I'm sure some are not on this forum but I only know of 2 Chris 10 sec.run & Hennesey(?) why only 2..weird!

Enough power applied to any drive train and you can hit 10s but the real question asked is why TBSS can do it on 2wd and we cant on AWD. The answer that its AWD is not sufficient as GTRs, EVOs, STIs, etc can all run 10s with AWD. No offense meant but, there has yet to be one person who comes on here and breaks down in a logical format the true problem and facts to back it up therefor I believe based on FLsrt8 running 10s by throwing power at it, that it can be done. So howdo you do it with less power right?
After reading these posts over and over I contribute it mostly to just not knowing! No one has tested a aftermarket drivetrain enough to determine what works best. Infact Sarge and Junior are really becoming the trendsetters by finding out for us.

Yeah, that is a sick diesel. And like mentioned, the AWD is the disadvantage at the track.

I blame the 'tranny nanny' (electronics) for it all. There's a drivetrain here that's not ready for prime-time track duty and there's enough fail-safe built into the different control systems (TCM, PCM + ECU) to keep the driveline intact. I don't believe the CMR tuners have found all the necessary tweaks to by-pass all the things the 'tranny nanny' is doing.

BuilderBill is doing an amazing job with the upgraded driveline components but I don't think that's the answer either. All he's doing is providing components that can handle the 'tons of power' we have to throw at it to break into the 10s.

Let's hope there's a break-through soon where 1100hp is not the only answer to build a 10 second Jeep SRT8.

This is unreal. so after all this, since 2006 all thats holding back the jeep is the t-case? really? if thats the case why is there no 2nd option to install somthing different that has a true 50/50 split or even a maunal t-case, will the computer go nuts? is there n o way around that?

Newfie.

There is something unexplainable that happens at higher power levels. Here is one example, If I spin too much off the line I shift into 4th gear at 90 instead of 100mph. Also there is something that happens on takeoff where it feels like the computer if confused at what to do and full power is not given. Chris has been able to overcome this on the back half of the track where the turbos really come to life.

If you look at the timeslip database there are not many guys running 9's. Most of them are running high boost spraying on top of that. There is something in our computers that just seems to make it difficult to break through into the tens.

There are only 19 guys in the tens or better on the lx forum. Those are guys who are running 1000 lbs lighter in many cases.

I blame the 'tranny nanny' (electronics) for it all. There's a drivetrain here that's not ready for prime-time track duty and there's enough fail-safe built into the different control systems (TCM, PCM + ECU) to keep the driveline intact. I don't believe the CMR tuners have found all the necessary tweaks to by-pass all the things the 'tranny nanny' is doing.

BuilderBill is doing an amazing job with the upgraded driveline components but I don't think that's the answer either. All he's doing is providing components that can handle the 'tons of power' we have to throw at it to break into the 10s.

Let's hope there's a break-through soon where 1100hp is not the only answer to build a 10 second Jeep SRT8.

Not a bad explanation and I already was leaning in that direction after a few weeks of reading. Alot better than hearing "its the AWD" LOL!

There is something unexplainable that happens at higher power levels. Here is one example, If I spin too much off the line I shift into 4th gear at 90 instead of 100mph. Also there is something that happens on takeoff where it feels like the computer if confused at what to do and full power is not given. Chris has been able to overcome this on the back half of the track where the turbos really come to life.

If you look at the timeslip database there are not many guys running 9's. Most of them are running high boost spraying on top of that. There is something in our computers that just seems to make it difficult to break through into the tens.

And this is where we begin to be able to put facts on paper as we look into the problem. Thanks for adding some data!

So Traction is ours problem, Ok so another question, why are all the lxs hitting the 10s?

Newfie.

To break into the hi 10s there 600 lbs lighter, posi rear, drag tires and less drag eff to help. Another thing is the jeeps shift out at 5900 on the 1/2 shift so if they spin there in 2nd gear by the 60 ft or they can also short shift b4 that.

To break into the hi 10s there 600 lbs lighter, posi rear, drag tires and less drag eff to help. Another thing is the jeeps shift out at 5900 on the 1/2 shift so if they spin there in 2nd gear by the 60 ft or they can also short shift b4 that.

Even then, they're running higher gears too not stock 3.06s. The DRs really help too IMO. I have to double-check but I don't think there's many running 10s N/A either.

Its crazy how Deep some peoples pockets are & yet 10's are so few here..I'm sure some are not on this forum but I only know of 2 Chris 10 sec.run & Hennesey(?) why only 2..weird!

and those aren't running now or at least not in their current form. hal and horsepower. The diesels and other things don't have the unique issues we have. Simple boost and stomp it. getting there's part of the fun. If it was easy, it would be just like putting slicks on a crappy camaro and letting it rip, oh, wait, that's the envoy ss. Note that there aren't that many supercharged jeeps out there and even fewer stroked s/c'd jeeps. the high hp jeeps that you mention are all turbo jeeps , except for the juice on sarge's jeep, which is a strange mph for that et, imo, so who knows what was going on with that jeep at the time. in time, we'll get there.

Don't forget though..... those 900-1200 hp. diesels also make 1500-2000ft./lbs of torque to get them going. No gas motor can touch the diesels as far as torque.

I blame it all on Hal!
http://tropicalmoments.files.wordpress.com/2009/10/2001_a_space_odyssey_hello_dave.jpg

Hal will take my "suggestion" of WOT as I stomp it to the floor and decide if it really wants to go WOT and for how long.

Hal will pull timing, throttle blade position and fuel during shifts...I have even had Hal apply the brakes during a WOT run (forgot to turn ESP off)! I'm about sick of Hal and this drive by wire crap.

One would think that Mopar would offer something for us gear heads/speed freaks to turn Hal off.