Guys,
Not a very complex carrier!!!!
I still am not convinced there is not a limited slip to fit this. Your thoughts?
Bill

Looks to me like this will still be the weak link. Looks normal, there has to be something to fit it.

Bill did you buy the front also? And is it available if you didnt?

Bill your more insane then me.

Wow is that cheesy knowing what I know about axles, I'm kinda embarrased saying one of those are under my rig :(

With that being said looks like some quality parts are needed.

Ok whats the plan?


Jeff

Guys they cant be that chessy there rated up to 600 hp, Bill may go beyond that.

inferno,
Axles aren't rated by HP, they are rated by input torque
I'll see if I can find my charts.


Jeff

inferno,
Axles aren't rated by HP, they are rated by input torque
I'll see if I can find my charts.


Jeff


Cool thanks Jeff.


Guys call me Tony :D

what is the axle shaft diameter & spline count?

are the axle shafts themselves equal length or unequal length?

what is the length of the housing (wheel mounting surface to wheel mounting surface)?

what makes our diff so bad?

This info is for a Dana 60 SRW
Max load (SRW): 4500lbs,
Max torque short duration: 5550 Lbs.Ft. Continuous: 1500 Lbs.Ft.
Axle tube dia. 3.125", wall thickness 0.5"
Weight center section = 120lbs.

Dana 44
Max load (SRW) 3600 Lbs

Max torque short duration: 3600 Lbs.Ft. Continuous: 900 Lbs.Ft.

and again the type of axle whether Full Float will change these figures along with vehicle weight the axle has to carry in a semi float application as we have in this design.

Now with that being said the Big Dana 44 (226 RBI) the figures for that can not be found in any publication.

But take pick a number inbetween the 44 and 60. But the shaft diameter may be smaller than the regular 44. What say you Bill?

For more info you could ever read in a lifetime check out my friend Billa Vista on Pirate 4X4 for all the info you could want and all his related subjects.

http://www.pirate4x4.com/tech/billavista/PR-BV60/index1b.html


Jeff

Looks to me like this will still be the weak link. Looks normal, there has to be something to fit it.

Bill did you buy the front also? And is it available if you didn't? Come on FAST.....of course I've got the front also.
The front looks like I could put it in my back pocket.
Wait and see on the front though....we have a spare with axles etc. in "stock".
Bill

Bill your more insane then me.
Only slightly ol' bud.:D
Bill

Come on FAST.....of course I've got the front also.
The front looks like I could put it in my back pocket.
Wait and see on the front though....we have a spare with axles etc. in "stock".
Bill

Does it look like this?
http://i25.photobucket.com/albums/c96/Blown7/chainApr132007013.jpg

7.9 inch ring gear..............
That's why the transfer case can only transfer 50 percent torque to the front

what is the axle shaft diameter & spline count?

are the axle shafts themselves equal length or unequal length?

what is the length of the housing (wheel mounting surface to wheel mounting surface)?
Sred...thats where I'm at tomorrow, diameter, spline, availability with out antilock brake tone wheel etc.
It just arrived in Charlotte hours ago, lucky the Semi driver was a gear head and brought it to my garage and helped me get it on the jack stands.

Now we will get somewhere.
Bill

Does it look like this?
http://i25.photobucket.com/albums/c96/Blown7/chainApr132007013.jpg

7.9 inch ring gear..............
That's why the transfer case can only transfer 50 percent torque to the front
Hmmmm, thats exactly what it looks like.
Bill

IMHO we are going to have live with this axle along time. There is no room for anything else.


Jeff

what makes our diff so bad?
#1. Only one wheel spins, (even with the anti-lock brakes). Really bad for traction! Even in snow as if that matters.:D
Bill

Wow is that cheesy knowing what I know about axles, I'm kinda embarrased saying one of those are under my rig :(

With that being said looks like some quality parts are needed.

Ok whats the plan?


Jeff
Check to see if there is ANY posi unit for us.
Check to see what diameter, spline the axles are. Could they have upgraded the axles to dana 60 specs?? We wil know tomorrow.
If #1 & #2 don't pan out, get a Dana 60 center and put our tubes into the Dana 60 center.How's that sound????
Bill

Bill I know you are going to need all this for your ride, but all of your research will help a lot of us tuning these things up past 600hp. Including me;) THANKS!!!!

i'm just wondering if it is the same dana 44 used in the 07 jeep JK wranglers.

here is a quote from Alloy USA (aftermarket axle company)

"Here is the latest info - and is compeletly accurate.

Rears on the Rubi 44 are 32 spline 1.362" (dana 70 style). Left and right different lengths.

Rears on the Std. 44 are 30 spline 1.292" and equal length."

if it is the same as the "standard" 44 in the wrangler, i know there are posi carriers available.

if it's the Rubi 44 with 32 splines, i can't find anything for it as the rubicon already comes with lockers.

i'v also read some early information that the wrangler shares the rear axle with the nissan titan. there may be something there.

...thanks for your experimentation and "getting" one for the team.

It will be nice to know when you figure it out that maybe us poor folks can
call a number and get a posi center section.

keep up the good and $$$ work. I know alot of us guys appreciate it.

what is the axle shaft diameter & spline count?

are the axle shafts themselves equal length or unequal length?

what is the length of the housing (wheel mounting surface to wheel mounting surface)?
Hey SRed,
Diameter = 1.333"
31 Spline on carrier end
30 3/4" overall length

Ok, the axles now look like an absolute piece of cake for a custom axle manufacturer to custom machine and make bullet proof. I never would have guessed a straight shaft. Use the same outboard hub and anti-lock brakes.

What diff. carrier should we go to now knowing that we are not limited to any spline count or diameter????

Hang in there, it may be easier than going to a custom housing and Dana 60.

Bill

Hey SRed,
Diameter = 1.333"
31 Spline on carrier end
30 3/4" overall length

Ok, the axles now look like an absolute piece of cake for a custom axle manufacturer to custom machine and make bullet proof. I never would have guessed a straight shaft. Use the same outboard hub and anti-lock brakes.

What diff. carrier should we go to now knowing that we are not limited to any spline count or diameter????

Hang in there, it may be easier than going to a custom housing and Dana 60.

Bill

well in the last 5 years of modifying my 2002 wrangler (tj) with a dana 44 in the rear, this is the first time i've seen a factory full floating dana 44 rear axle. first time for a 31 spline count also. the spline count is different, the diameter is different, the length is different. it's like the dana 44 in our srt8 is specific to our model only.

here is a link to an ARB (air locker) application chart (up to 2005). no where can i find our length, spline, & diameter in any vehicle make or model.

http://209.85.165.104/search?q=cache:W5IPjXO-QxEJ:www.rocky-road.com/ARB.pdf+nissan+titan+full+float+axle&hl=en&ct=clnk&cd=9&gl=us

at this point it looks like those of us who dont want to go custom shafts may have to be real patient or be satisfied with what we have.

if you do go custom shafts how are you going to be sure the carrier you pick is going to properly fit in the housing?

well in the last 5 years of modifying my 2002 wrangler (tj) with a dana 44 in the rear, this is the first time i've seen a factory full floating dana 44 rear axle. first time for a 31 spline count also. the spline count is different, the diameter is different, the length is different. it's like the dana 44 in our srt8 is specific to our model only.

here is a link to an ARB (air locker) application chart (up to 2005). no where can i find our length, spline, & diameter in any vehicle make or model.

http://209.85.165.104/search?q=cache:W5IPjXO-QxEJ:www.rocky-road.com/ARB.pdf+nissan+titan+full+float+axle&hl=en&ct=clnk&cd=9&gl=us

at this point it looks like those of us who dont want to go custom shafts may have to be real patient or be satisfied with what we have.

if you do go custom shafts how are you going to be sure the carrier you pick is going to properly fit in the housing?
Red,
I agree that no one in their right mind would tool up for this setup. What did the SRT Engineers do to us here????

This leaves me contacting DTS to build a complete Dana 60 with the brackets from my "spare" jigged and welded to the new tubes. For some reason they won't mess with drilling out the welds and removing the complete tubes and re-installing them in the new Dana 60. No sure why that is.

Guys please help...if anyone knows of another shop or a different option I am willing to listen. It looks like I will certainly be in the $ 3000 range for this (not including the $ 1500 for the spare).
I am not complaining about the cost, I would just like a bullet proof assembly.

The spline to hub intersection certainly was a real problem in the earlier Jeeps and I would like to abandon the "floater" axles.
Baffled Bill

full floating shafts are considered stronger because none of the weight of the jeep is supported by the shaft, it is supported by the housing.

the only question is the strength of the hub and since there is no history there, it's uncharted territory.

pulling from previous knowledge, dana 44 tubes wont fit into a dana 60 housing (housing is larger).

dana 60 is a big rear end. tubes are larger (which will affect your ride height), center section is larger (less ground clearance), pinion nose is longer (requiring a shorter driveshaft, plus it could throw off your pinion angle causing driveline vibration), not to mention it's a heavy beast.


i commend you for what you are trying to do but it's going to take a lot of experimentation, trial, & error.

This is going to take ALOT of trial and error and it may or may not be worth it, watching this thread very closely now.

Ide like to choke the guy who thought to put this rear diff in.

This is going to take ALOT of trial and error and it may or may not be worth it, watching this thread very closely now.

Ide like to choke the guy who thought to put this rear diff in.


well for 99.8% of us, it's a fine rear end. it's the other .2% in search of ultimate horse power & torque that are going to have to break some ground.;)

well for 99.8% of us, it's a fine rear end. it's the other .2% in search of ultimate horse power & torque that are going to have to break some ground.;)



Agreed but im becoming part of the 2%!!!!!

Reply from SRT design
Quote:
Originally Posted by Blown7
SRT Engineers,
What was the criteria the the Jeep GC SRT8 was designed with the rear 226 RBI axle as opposed to a Dana 60, or even a heavily modified Dana 44 (old school)
Size, torque, area size requirements?

After all is said and done the 226 RBI is a orphan as far as aftermarket parts.

Jeff


The 226 is common with the rwd Grand Cherokee with the exception of the brake brackets and spring pedistals. We use parts out of the bin when they can handle the load.


Quick see if the RWD GC has a limited slip.

Jeff

Reply from SRT design
Quote:
Originally Posted by Blown7
SRT Engineers,
What was the criteria the the Jeep GC SRT8 was designed with the rear 226 RBI axle as opposed to a Dana 60, or even a heavily modified Dana 44 (old school)
Size, torque, area size requirements?

After all is said and done the 226 RBI is a orphan as far as aftermarket parts.

Jeff


The 226 is common with the rwd Grand Cherokee with the exception of the brake brackets and spring pedistals. We use parts out of the bin when they can handle the load.


Quick see if the RWD GC has a limited slip.

Jeff

GC has it as an option

You should write back to Design and ask them which limited slip diff would be a direct replacement for the STR8

You should write back to Design and ask them which limited slip diff would be a direct replacement for the STR8

My gut feeling is yes it should be a direct drop in, of course you would have to check gear pattern and all.

This is only my second month on the chats but I get the feeling you have to read between the lines sometimes as they can't come right out and say " you can modify this with that"
they have to be responsible to DCX but they did say it came out of the "same parts bin" meaning it is the same axle.


Jeff

My gut feeling is yes it should be a direct drop in, of course you would have to check gear pattern and all.

This is only my second month on the chats but I get the feeling you have to read between the lines sometimes as they can't come right out and say " you can modify this with that"
they have to be responsible to DCX but they did say it came out of the "same parts bin" meaning it is the same axle.


Jeff

Looks like hopefully you have found yourselves an LSD option for the STR8's. Good luck. That would be a HUGE relief.

Looks like hopefully you have found yourselves an LSD option for the STR8's. Good luck. That would be a HUGE relief. AWD...
I believe we may have some options now! Whew...
I will try this path for now.
Bill

AWD...
I believe we may have some options now! Whew...
I will try this path for now.
Bill

i pm'ed AT'sGCSRT8 (member on here) and asked him since he works at a DCX dealership parts dept if he wouldn't mind cross referencing the part numbers for the dana 44 axle housings on our srt8 & a 2wd grand cherokee.

if they're the same then that would be good news. hopefully he can help.

the next step would be to see if the "vari-lok" (posi) carrier that is an option on the 2wd GC accepts 31 apline axles.

Just make sure the carrier is from a 4X2 5.7 L Overland or equilivent.
Not the 216 axle.

Just make sure the carrier is from a 4X2 5.7 L Overland or equilivent.
Not the 216 axle.

thanks, will do.

it uses the same 3.73 ratio, thats a positive.

i've also read online that the "vari-lok" is a cone style posi instead of the older clutch style "trac-lok". another positive.

according to jeep.com the 4x2 overland 5.7 & the srt8 both use the dana 44/226 mm. looking good.

thanks, will do.

it uses the same 3.73 ratio, thats a positive.

i've also read online that the "vari-lok" is a cone style posi instead of the older clutch style "trac-lok". another positive.

according to jeep.com the 4x2 overland 5.7 & the srt8 both use the dana 44/226 mm. looking good.
Come on AT'sGCSRT8. A part number for the vari-lok and I'm at the dealer for an install.

Great work in pulling together this info.
This could be one of the better mods yet.
Bill

Bill, I will be at my dealer again today and I'll check on this vari-lok part number for you.

From a 4X2 Overland with the LSD? Right?

Bill, I will be at my dealer again today and I'll check on this vari-lok part number for you.

From a 4X2 Overland with the LSD? Right?
Mango,
Got it...thanks.
Bill

This excites me.

I sent Nick an email asking him what he thought about this. For those of you that dont know Nick, he is also known as Kolak (his company is called Multitronics) and has supplied about 90% of the aftermarket Jeep parts to members of JeepsUnlimited and many other Jeep forums. The guy KNOWS his stuff. Here is what he said in response to my question.

Hello Chris,



The SRT8 uses a variant of the D44HD rear axle assembly that's been utilized in the Grand Cherokee V8 since 1996.

The unit differs from an Iron Dana 44 in that it has an aluminum center section, 8.9" ring gear, Dana 60 style pinion, and larger diameter axle shafts with a greater spline count.

The unit was also used on the Corvette and Viper.

They are capable of tolerating quite a lot of torque load, much more so than an iron Dana 44.


There is one, and only one, locker available for the open carrier version of the 1996-1998 (c-clip) and 1999-2004 (non c-clip) variant of this unit. It's made by Aussie Locker.

It's a "lunchbox" style locker and replaces the internal components of the stock carrier.

The later (non c-clip style) may very well fit the SRT-8 carrier. However, I don't know what the torque capacity of these units is.

We'd need to speak with the manufacturer to ascertain if they will physically fit the SRT-8.

One other possibility is a limited slip. The Dana Trac Lok may interchange, but again, torque capacity is a consideration.


Let me know if I can be of any further assistance.

There is one, and only one, locker available for the open carrier version of the 1996-1998 (c-clip) and 1999-2004 (non c-clip) variant of this unit. It's made by Aussie Locker.

It's a "lunchbox" style locker and replaces the internal components of the stock carrier.
Chris,
I found no bad press on the "Aussie" .
It looks like a mod that could be done in your own garage.
Sure looks better that $ 3000 for a complete Dana 60 with fit up issues.
Does your buddy sell these?
Bill

i wouldn't put an aussie locker in. they're noisy (clicking & ratcheting), they give a sensation of torque steer when you get on & off the gas (feels like your ass is pushing you around), and i don't think they would hold up to the stress of drag racing. many off roaders use them in the fronts of their jeeps because those negative onroad manners cant be felt with just the front aussie locked.

here's a couple "copy & paste" opinions from JU.

"We have been running an aussie in the rear of project herjeep for about two months. It ended up being as loud if not louder than my old lockrite and after inspection was already showing wear on the four dowels. We have no plans on driving it this winter with the aussie as we'll be upgrading to an ARB in the fall.

The biggest issue with luchbox lockers is the stock carrier. The crosspin wears out the bore in the carrier until it eats itself apart."


" I just put one in my rear 44 when I regeared. It's noisy in turns, but behaves pretty well on the road. I do get the benefits of easy lane changes when I get on the gas from time to time, but it's easy to deal with after you've driven it for a week or so."


it's a cheaper version of a detroit "soft locker" which is a full carrier. i have one of those in the rear of my TJ and there's no way i would want that in the rear of my gcsrt8. it's awsome offroad but it's onroad manners leave much to be desired.

I just received word from GRNENVY he had the jeep in for rear diff noise. His is an 06, they replaced the WHOLE rear. Claiming that there were flaws in the castings and no matter how it was fixed it would continue to go bad. So they replaced the entire rear end!!! Possible TSB soon if not already. Sorry for the Hijack!!

it's a cheaper version of a detroit "soft locker" which is a full carrier. i have one of those in the rear of my TJ and there's no way i would want that in the rear of my gcsrt8. it's awsome offroad but it's onroad manners leave much to be desired.

I used a Detroit TrueTrac LSD once in a Lincoln Blackwood and was very streetable with no noise, and could handle plenty of power. We had about 500rwhp on it.

Maybe TrueTrac has a fitment for GC.

I used a Detroit TrueTrac LSD once in a Lincoln Blackwood and was very streetable with no noise, and could handle plenty of power. We had about 500rwhp on it.

Maybe TrueTrac has a fitment for GC.


the truetrac would be very nice.

Chris,
I found no bad press on the "Aussie" .
It looks like a mod that could be done in your own garage.
Sure looks better that $ 3000 for a complete Dana 60 with fit up issues.
Does your buddy sell these?
Bill
Damn...was ready to pull the trigger on this. I must have searched all positive responses!:confused:

Maybe the Truetrac????
Bill

The SRT8 uses a variant of the D44HD rear axle assembly that's been utilized in the Grand Cherokee V8 since 1996.

The unit differs from an Iron Dana 44 in that it has an aluminum center section, 8.9" ring gear, Dana 60 style pinion, and larger diameter axle shafts with a greater spline count.
Sure looks like my spare diff. is iron...can't find any aluminum on it.:confused::confused:
More puzzled that before (if that is possible).
Bill

I sent Nick an email asking him what he thought about this. For those of you that dont know Nick, he is also known as Kolak (his company is called Multitronics) and has supplied about 90% of the aftermarket Jeep parts to members of JeepsUnlimited and many other Jeep forums. The guy KNOWS his stuff. Here is what he said in response to my question.

Hello Chris,



The SRT8 uses a variant of the D44HD rear axle assembly that's been utilized in the Grand Cherokee V8 since 1996.

The unit differs from an Iron Dana 44 in that it has an aluminum center section, 8.9" ring gear, Dana 60 style pinion, and larger diameter axle shafts with a greater spline count.

The unit was also used on the Corvette and Viper.

They are capable of tolerating quite a lot of torque load, much more so than an iron Dana 44.


There is one, and only one, locker available for the open carrier version of the 1996-1998 (c-clip) and 1999-2004 (non c-clip) variant of this unit. It's made by Aussie Locker.

It's a "lunchbox" style locker and replaces the internal components of the stock carrier.

The later (non c-clip style) may very well fit the SRT-8 carrier. However, I don't know what the torque capacity of these units is.

We'd need to speak with the manufacturer to ascertain if they will physically fit the SRT-8.

One other possibility is a limited slip. The Dana Trac Lok may interchange, but again, torque capacity is a consideration.


Let me know if I can be of any further assistance.

Um no, your buddy Nicks got it all wrong.

Jeff

Anybody get to a dealer today?

Jeff

I did, but the dealer couldn't get me the Vari-Lok part #. He needed an overland Vin # to pull it up and they didn't have one on the lot. :(

I have to hit another dealer tomorrow (I might be trading my GTI and Camaro SS for a used Crossfire SRT6 LOL!) so I'll check there.

Um no, your buddy Nicks got it all wrong.

Jeff

when i read about the aluminum i went out to check and was sure glad a magnet stuck to my center section. i didn't want aluminum. the GC with the dana 44 aluminum center section had warping problems and i'm glad i don't have to worry about that.

i'm still thinking the "vari-lok" is our best bet for a posi and i may try to get to my local parts dept tomorrow to see if i can learn anything.

No TrueTracs will fit. I'm still voting for a Currie 9". ;)

No TrueTracs will fit. I'm still voting for a Currie 9". ;) Stroker,
The sales guy I spoke to at Currie was a PITA. Basically shooting down any idea I had that rather than any constructive ideas he basically said ...you are screwed. Not the way I run my company or the way most other members would react to a potential customer that is willing to do anything price wise to get the results needed.
Currie will not do anything bracket wise, cutting off old etc. We would still need another shop to complete the diff.
He said no way on the Ford 9" due to the low pinion. It would screw up the driveline angle too much.Why won't the below work with custom splined axles to mate with the new Truetrac?

http://nationaldrivetrain.com/shopsite_sc/store/html/d_truetrac_dana.html


DETROIT TRUETRAC DANA 44 - 30 SPL 3.73 & DOWN
$444.15
913A334
DETROIT TRUETRAC DANA 44 - 30 SPL 3.73 & DOWN

So far the most responsive guy to talk to about this was Mike at
http://www.dtscustom.com/
He is ready, willing and able to help out any way possible. This includes me shipping the spare Dana 44 to him, DTS building a jig, cutting off existing brackets, rewelding the brackets onto the new combo, etc.

Mike is at a show until Monday, I did email photos of our rear diffs disassembled.

Thoughts???? ( I still like the Posi idea IF it would work)
Bill

...guys with tech, and Jeep dealer connections, I have researched and come up with this.

Somebody said the rear/center section we want is from a 5.7 Hemi JGC with
the 4X2 Overland package.

Well I did a Jeep.com build, price and locate one.

Never found one on a dealer lot to get a VIN#.......think about it, who would
spend $42k+ on a loaded OVerland Jeep and get 2WD?

...anyway, the closest one I found was a 4X4.......VIN# is 1J8HR68217C503281

The tech info on it says....full & part time 4X4 with 3.73 ratio.
center differential lock
front & rear limited slip differential.

Is this what we want??????? Could we just order the rear center section,
and do an easy swap on our SRTs?

Maybe somebody can check into this further, I read a while back, that a
parts person needed a VIN to chek the actual rear????????

goodluck.

...guys with tech, and Jeep dealer connections, I have researched and come up with this.

Somebody said the rear/center section we want is from a 5.7 Hemi JGC with
the 4X2 Overland package.

Well I did a Jeep.com build, price and locate one.

Never found one on a dealer lot to get a VIN#.......think about it, who would
spend $42k+ on a loaded OVerland Jeep and get 2WD?

...anyway, the closest one I found was a 4X4.......VIN# is 1J8HR68217C503281

The tech info on it says....full & part time 4X4 with 3.73 ratio.
center differential lock
front & rear limited slip differential.

Is this what we want??????? Could we just order the rear center section,
and do an easy swap on our SRTs?

Maybe somebody can check into this further, I read a while back, that a
parts person needed a VIN to chek the actual rear????????

goodluck.


no, we need to compare the carrier with the 4x2.

the 4x4 has a different rear dana 44 (dana 44/213mm) the 213mm stands for a ring gear diameter of 213 millimeters.

the 4x2 has our dana 44 (dana 44/226mm) our and the 4x2 ring gear diameter is 226 millimeters.

the carrier is different and isn't interchangeable between the 213 & the 226.

no, we need to compare the carrier with the 4x2.

the 4x4 has a different rear dana 44 (dana 44/213mm) the 213mm stands for a ring gear diameter of 213 millimeters.

the 4x2 has our dana 44 (dana 44/226mm) our and the 4x2 ring gear diameter is 226 millimeters.

the carrier is different and isn't interchangeable between the 213 & the 226.
Red,
Great info. I will be searching away.
When this is resolved, I will have an extra couple of hours a day for something!:rolleyes:
Bill

.....gotcha, so "we" have to locate a vehicle that is a Hemi 4X2 to get the
VIN#?

I can't understand why a Mopar parts man, can't just look it up?

Somebody earlier said we needed a VIN to get something?????

thanks, for the info.

We will get posi in deez suns -o-beeches somehow!

I would love to do a converter and pull 1.55 60ft times and spray an 11.90@112????

thanks...

I dont know if this helps but 99-04 WJ's had optional Vari-Lok axles mated to their D44. I have them in mine and it is a limited slip unit.

ok i went to my local dealership & had the parts manager look up some part numbers.

2006 overland, 4x2, 5.7L, dana 44/226mm--axle shaft part #5183529AA

2007 srt8, --axle shaft part #5183529AA

now we know the axle shaft are the same.:) but there's bad news, keep reading.

the computer only listed one carrier part number for both of the above vehicles--#5183518AA (our open diff):(

i don't think the vari-lok differential is available for 2006-2007 anymore. i can't find it anywhere online for our years. and since the parts catalog only listed one carrier for the 2006-2007 dana 44/226mm, i think the option was discontinued after the 2005 grand cherokee.:(

so, i just called my parts man back to see what 2005 differential was used with the vari-lok and he told me the chrysler 8.75. his computer doesn't list our dana 44/226mm before 2006. i did get part numbers for 2005 axle shafts & they don't even come close. the compulter listed 2 different numbers, #52114077AA & #52111899AA for the 2005 axle shafts.

i think we're back to square one, which is being screwed. :p


edit: i dont think the 99-04 WJ used our dana 44/226mm either.

..bad news. , but good work SRedrockT8! thanks for your effort.

If SRT/Mopar made a hi-po replacement posi center section for "us" they
would sell the hell out of them at even $1000 each.

Take ours out, swap over ring & pinion and bolt back in. ..anyone listening?

....so another thing you are saying is our rears are considered limited slip,
or the 5.7 Hemi 2WDs really aren't????????? or did I mis-interpret that info?

we both have "open" rear ends. (one wheel peel).

we both have "open" rear ends. (one wheel peel). I have a few emails out, although I very seriously doubt there is any hope for just slapping in a Detroit posi unit.

Believe I need to ship the spare axle assy out for complete updating.:eek:

Great info Red & guys, very helpful.
Bill

Believe I need to ship the spare axle assy out for complete updating.:eek:

Bill

Yep even the Service Manual for the WK only shows how to repair only one type of differential carrier on the 226 axle.

Bill looks like your the point man on this.

Yep even the Service Manual for the WK only shows how to repair only one type of differential carrier on the 226 axle.

Bill looks like your the point man on this. Blown,
I hate that...oh well.
1st if it is necessary to have a spare to send out,I wonder if our suspension brackets are different than the stock 4x2 JGC.

Oh, what the hell, I will have a core for you guys when this is done and we can swap it between us.

You guys know what direction I am taking on Monday....and it won't be a light duty anything!

What amazes me is that the LX guys breaking axles have not made any real progress. They are still waiting for NOPAR (Thanks GC) performance to release some heavy duty axles...Ha LOL :confused:

Bill

FWIW and that ain't much...........
Stole this from a Jeep JK (Unlimited Rubicon) board.
Superior Axle



Joined: 10 Jan 2007
Posts: 25
Location: Los Angeles, CA/Battle Creek, MI/Rangeley, ME
Posted: Thu Feb 22, 2007 5:01 pm Post subject:

--------------------------------------------------------------------------------

scottyc wrote:
Superior Axle wrote:
Dana wanted to use the new names for the housings, but Jeep shot that down. Jeep wanted them to be called DANA 44


Really!? I understand that "Dana 44" may get some respect historically, but so does "Dana 60" etc. I'm surprised Jeep wouldn't want to be able to advertise new Dana 45 or Dana 46 axles, stronger than the 44s! Not to mention the headaches everyone will have down the line trying to identify exactly which 'Dana 44' they have when replacing or upgrading parts. Seems like kind of a bonehead decision, IMO.


Believe it or not, it is true. Not going to reveal my inside sources. I agree with you on the opportunity to market something new.

FYI front gear diameter is 218 MM or 8.582" and the rear is 228 MM or 8.976" or almost 9"

Thanks,
Mike

If you notice even the JK Rubi has a different rear (forget the front altogether)

But.........
The ring gear size of the JK locker Rubi rear is only 2 MM larger.......


Jeff

Here is the answer I got back about the Aussie.

"I'd be very hesitant to sell it until we determine if it would fit. What I'd recommend is that they contact Aussie and ask if they've done any research as to whether the locker will fit the carrier in the WK SRT-8. If not, you can probably get some technical information from them so an educated guess could be made. And speaking of tech. data, they'd probably have the max torque capacity spec available as well.

Here's a link to their site:

http://www.offroadlockers.com/


The owner's name is Bill and he's a very easy-going person. That's who I'd recommend you speak with."

I am currently emailing Eaton Engineering back and forth about their Truetrac.

I'm, once again, not holding my breath.

Bill

Update:
The custom axle fabricator looked over my photos of the rear diff and mostly the Anti-lock brake setup and now says they can not help in any way. Sh*t.

Absolutely wasted the last few weeks.

I believe now I will try and put together a new 9" Ford (thanks Stroker) using Currie components.
This is going to be some task....and I am a Mechanical Engineer, who spent 15 years designing this stuff!

They sure made it difficult for us. The good new is once everything is fabricated up with the anti lock etc, it will be a piece of cake for you guys!

Getting so many JGC SRT components in the garage, all I need is a body and I would have another ride.:eek:
Bill

Have you explored the 8.8 Ford Bill?

Don't know much about diffs, but maybe the 8.8 can give easier options?

Have you explored the 8.8 Ford Bill?

Don't know much about diffs, but maybe the 8.8 can give easier options?

Looks like SO much is available for the 9" (Currie heavy duty version).
I am open to any suggestions though.
Bill

Looks like SO much is available for the 9" (Currie heavy duty version).
I am open to any suggestions though.
Bill

I wish I could be more help.

But I could suggest to start a thread at tccoa dot com. We have some very helpful and knowledgeable people there. While exploring a 9' or 8.8' im sure they can help you dial in your scope even better. GREAT group there. I would give it a shot, can only help.

I can also suggest modulardepot dot com, modularperformance dot com, modularfords dot com.

.....I have always liked 8.8(Mustang Rears) they are very tough, and can
be made bullet proof farily easily.

I had 670rwhp & tq in my Cobra and ran slicks alot, never broke the stock
solid Mach 1 rear I had. Alot of my friends have also never hurt them.

A few broken axles......but for under $1k you can upgrade carrier and axles.

They had different widths from T-birds, 90 Stangs...98 Stangs....99up?

Just a thought. Had anti lock brakes on a lot of them too.

You could probably get away with nice one for $2000 total, and have to just
get the brackets fabbed up?????????
Again thanks for being able to spend the money and experiment for the
rest of us.

goodluck.

8.8s are great, but there many other benefits to going 9" besides the additional strength; for instance gear swaps are an absolute breeze. Besides, if you're starting from scratch, as Bill is, why not go with a superior design.

8.8s are great, but there many other benefits to going 9" besides the additional strength; for instance gear swaps are an absolute breeze. Besides, if you're starting from scratch, as Bill is, why not go with a superior design.

I'm not a diff expert, but I only suggested the 8.8' as another option INCASE it might be easy and cheaper to install. If the 8.8' will go in easier and cheaper, it will be plenty strong for anything you can throw at it. Just trying to broading the options, thats it. But I don't know, you might be right, maybe the 9' is the way.

I'm not a diff expert, but I only suggested the 8.8' as another option INCASE it might be easy and cheaper to install. If the 8.8' will go in easier and cheaper, it will be plenty strong for anything you can throw at it. Just trying to broading the options, thats it. But I don't know, you might be right, maybe the 9' is the way.


Remember he's starting from scratch, so the cost difference should be minimal, as both diffs have been around forever. I stated the same in an earlier post, that a properly built 8.8 will handle anything he has planned for it, but if you have the chance and ability, why not go 9" and never worry again.

Remember he's starting from scratch, so the cost difference should be minimal, as both diffs have been around forever. I stated the same in an earlier post, that a properly built 8.8 will handle anything he has planned for it, but if you have the chance and ability, why not go 9" and never worry again.

Right... But I meant more in the sense that maybe the 8.8'' has different angles or sits higher that the 9'' or something. I think I remember Bill saying the 9'' sat a little low or something to that effect. But with my small knowledge on diffs I have no idea if there even is a difference with the two diffs as far as figment difference etc.

The cool thing is that something is getting done ;) Progress!!! Im rooting for you guys... I love to see people think out of the box.

I never knew how easy we (Ford) had it until buying a DCX. The lack of support from the aftermarket pales in comparison to that not given by the manufacturer. Pathetic.

BILL since your going all out why not make it a full independent Rear like the front but much stronger. Then we can finally lower this with out problems and we should increase handling. Just sayin, while your spending......

I never knew how easy we (Ford) had it until buying a DCX. The lack of support from the aftermarket pales in comparison to that not given by the manufacturer. Pathetic.

Yeah I see that now. I thought I had it hard with my Explorer. I'm also doing things to my X that are pretty much one off jobs.... but the parts are all pretty much an arm lengths away....

I'm also pretty floored how expensive it is to fix up these Hemis. I thought Ford Modular was expensive. I saw on another thread that ported heads, cams and a CAI (maybe im missing something), Stage II, was like 7k on 16v heads!!!

I paid about 7k for my entire assembled long block and its a re-sleeved (aluminum block) big bore with ceramic and teflon coated pistons and heads with all the bells and whistles.

Maybe im missing something.

Is the STR8 block aluminum or iron?

Cast iron blocks!

BILL since your going all out why not make it a full independent Rear like the front but much stronger. Then we can finally lower this with out problems and we should increase handling. Just sayin, while your spending......



hmmmm thats a thought. Maybe you can swap over my entire rear end (junk yard). Ive got IRS. LOVE how my X drives. Drives like a car and handles awesome. I have coil over shocks.

All the weak links to the IRS with big power Fords are all covered as well. They make kick ass half shafts and they just released a nice diff cover.

http://www.lethalperformance.com/pages-productinfo/product-14723/cf-808-control-freaks-rear-support-irs-cover.html

My 8.8'' setup is different from the Mustang 8.8''. I have a reverse triangle mounting position on my casing.

You can see on the pic above (for Mustangs) how it has the one mounting brace on the diff cover side, the opposite side has two ears that mount horizontal to the floor that mount to the chassis. Mine has two mounts on the diff side that go through my chassis and one ear on the driveshaft side.

No one makes a diff cover for my reversed 8.8'' case. But that might not be my weak link as the torque is shared by the front and rear diffs. My diff cover looks stronger than the standard 8.8'' Mustang cover. And I have two mounting brackets on the diff cover side as apposed to one... it keeps the diff cover from twisting easier. This design must be for its off road capability's.

I would think the geometry of the Explorer IRS would better suite the STR8 over the Mustang due to that its designed for a mid-sized SUV. I think you would lose some ground clearance though, this IRS was what enabled the Explorer to offer a third row seat.

You can hybrid the Explorer IRS with the Mustang 8.8'' casing.

DSS makes Level 2 (600rwhp) or Level 5 half shafts (900 rwhp) with hubs and all. A VERY bullet proof IRS setup.

http://www.driveshaftshop.com/item148325.ctlg

I don't have EXACT Cobra half shafts but DSS will build me the same setup but for my length... same price, maybe cheaper. They can also custom make driveshafts and front half shafts if needed.

Food for thought.

Watch how this will get a rise out of Builder. He will be mad that i changed his plans for him again!!!! :D :D :D :D

Watch how this will get a rise out of Builder. He will be mad that i changed his plans for him again!!!! :D :D :D :D

LOL.............

Yeah I see that now. I thought I had it hard with my Explorer. I'm also doing things to my X that are pretty much one off jobs.... but the parts are all pretty much an arm lengths away....

I'm also pretty floored how expensive it is to fix up these Hemis. I thought Ford Modular was expensive. I saw on another thread that ported heads, cams and a CAI (maybe im missing something), Stage II, was like 7k on 16v heads!!!

I paid about 7k for my entire assembled long block and its a re-sleeved (aluminum block) big bore with ceramic and teflon coated pistons and heads with all the bells and whistles.

Maybe im missing something.

Is the STR8 block aluminum or iron?

Modulars are far more expensive to work on than either Hemi's or LSx's. The pricing I've seen for bottom and top end work for Hemi's are pretty much inline with LSx stuff, really not too bad. It's also nice to only have to buy half as many valvetrain components, and only one cam.
A worked, built, and assembled set of Ford GT/GT500 or Cobra R heads can cost upward of 9k. Don't ask me how I know. ;)

Modulars are far more expensive to work on than either Hemi's or LSx's. The pricing I've seen for bottom and top end work for Hemi's are pretty much inline with LSx stuff, really not too bad. It's also nice to only have to buy half as many valvetrain components, and only one cam.
A worked, built, and assembled set of Ford GT/GT500 or Cobra R heads can cost upward of 9k. Don't ask me how I know. ;)

Yeah well maybe thats what im missing. I'm comparing my PI 16v heads against the Hemi 16v heads. Maybe a fairer comparison is is the Hemi against the 32v R heads.

Who outflows in a totally messaged comparison, the Hemi or a 32v R?

Yeah well maybe thats what im missing. I'm comparing my PI 16v heads against the Hemi 16v heads. Maybe a fairer comparison is is the Hemi against the 32v R heads.

Who outflows in a totally messaged comparison, the Hemi or a 32v R?

The 4v dominates in velocity, low/midrange flow, exhaust flow, and uses a smaller cam (better drivability and a longer usable powerband) to do so, all with a 3.55" bore vs. 4.016. Ported GT heads can see 350-370cfm/280-295cfm @ .500" lift (no need to go higher) with literally around double the velocity than a comparable 2v head. Shove appopriately sized valves/seats into a "GT" head based on a 4" bore and it would win the '08 election hands down.

Well like I Pm'd you before try the Hi 9 third member and the driveline will be level
http://www.truehi9.com/

It won't fit a standard ( 9 inch ford housing but while your at it have Diamond make you a new axle housing
http://www.diamondaxle.com/index.htm

I guess if Robby Gordon can run 800 HP thru his Trophy Truck you can too.
http://www.desertrides.com/features/vehicles/gordonTT/imagepages/DSC01939.php

Jeff

Well like I Pm'd you before try the Hi 9 third member and the driveline will be level
http://www.truehi9.com/

It won't fit a standard ( 9 inch ford housing but while your at it have Diamond make you a new axle housing
http://www.diamondaxle.com/index.htm

I guess if Robby Gordon can run 800 HP thru his Trophy Truck you can too.
http://www.desertrides.com/features/vehicles/gordonTT/imagepages/DSC01939.php

Jeff

Jeff,
Thanks once again for GREAT info!!!
Bill