I am clueless on this topic. I read to calculate our tire height you:
1).Multiply Tire width (in Millimeters) X .03943 (ex. if tire size is P215/65R15 the tire width in millimeters is 215).

Therefore: 285 * .03943 = 11.23777

2) Multiply your answer by the aspect ratio (ex. if tire size is P215/65R15 the aspect ratio is 65%).

ok: 11.23777 * .4 = 4.495

3). Multiply your answer by 2 and then add the rim diameter.

ok: (4.495 * 2) + 20 = 28.99 overall height

So, I believe I need a drag radial approximately 29"
How about this:

Nitto NT-555r 305/45ZR18 which is 28.8" overall heightCorrect so far?????

If so, then I need a 18" wheel.
Does anyone have the wheel info as far as offset and back space etc. It would be helpful it it did NOT contact the caliper. Does than push us toward a steel wheel which should give more caliper clearance?

Thanks guys.....
Bill

then nittos are pretty bad ass bill---just toss them on some light wheels cause that overall height is fine--i mno t100% sure but i think the rear off set is somewhere near + 50 and the front might be like + 38---i know if a 5X5 bolt pattern which is no fun

Correct in your Height calculations Bill
However since 1'' is exactly 25.4mm, you can start by taking width 285 and divide by 25.4 = 11.220, easier to remember than x.03943 ex: a 255 is 10'' wide
Now to figure Final gear ratio, take Stock height and divide by new height, then multiply by rear gears
This combo would give you a new ratio of 3.75
28.99 divide by 28.82 x 3.73 = 3.75
Claude

http://www.wkjeeps.com/wk_wheels.htm

http://www.wkjeeps.com/wk_wheels.htm

Thanks Candyman...we have all become reliant on your great links!
Bill

Tire calculations with side by side comparison, ride height adjustment and speed adjustment:

http://www.net-comber.com/tirecalc.html

My post from the ET thread: http://www.cherokeesrt8.com/forums/showpost.php?p=62902&postcount=56
I think somebody on this list should try a track-specfic wheel and tire combo as their next mod, like a 345/30/18 rear (26.15 inch Outer Diameter) and 295/35/18 front (26.13 inch Outer Diameter -.02).

BFG makes this combo in Drag Radials.
http://www.tirerack.com/tires/tires.jsp?tireMake=BFGoodrich&tireModel=g-Force+T%2FA+Drag+Radial&index=0&sizeSearch=true&frontTire=935R8GFTADR&rearTire=43R8GFTADR&place=0

Tire rack says stock tires are: 285/40/20 (28.976) and 255/45/20 (29.035 +0.059) front .

60mm (2.36 inches) wider tire out back times 2 for each side = 4.72 extra inches of traction out back.

40mm (1.57 inches) wider tire up front times 2 for each side = 3.14 extra inches of traction out front.

4.72 inches extra rear plus 3.14 inches extra front = 7.86 extra inches contact patch total.

Plus 3 inches less Outer Diameter means gearing equivalent changes for faster acceleration. Somebody re-teach me how to do the math here because I forgot how to calculate gear changes and whatnot.

Plus much more sticky compound.

This could be a big improvement.

I'd like to see somebody with bolt ons like inferno do this and dip into high 11s.

Could go for different sizes in a true slick or ET street slick as well I guess but haven't found good matches in the market yet.

ET street slicks would be awesome, but so far the only place I have looked is Mickey Thompson and they didn't have a good match for proper front and rear ratios with 18 inch diameter.

BFG's DRs are awesome though. I know from experience and from testimonial of people I know personally who track a lot and who are very technically inclined. Some say they hook like slicks when heated properly.

Can't wait to see your supercharged 426 with 9inch posi rear hit the track, Bill. Rootin' for ya. Thanks for paving the way.

P.S. Thanks to Claude, I now can calculate the gear change. 28.97 (stock rear)/26.15 (drag rear)= 1.1078393 x 3.73 stock gearing = 4.13 drag gearing. That'll shoot you outta that hole real well, especially with the added traction, making that 9inch posi come in handy. Hopefully you won't need more drivetrain work.

ummm. 426 supercharged + DR + RWD burnout + AWD Launch = 10second pass. I love you. ;)

ummm. 426 supercharged + DR + RWD burnout + AWD Launch = 10second pass. I love you. ;)
Sounds great...in theory.
The engine should be on the dyno in the next week or so, using the user programmable electronics piggybacked onto my PCM.
We will "play" with things like camshafts (has a stocker now) etc.

What I am trying to do on my end is make a bullet proof driveline for the stroker. The 18" wheels and 305 Nittos should be sticky combination, especially launching in AWD.

Unbeknown to most, there already is a gentleman in AZ. running my duplicate setup except he does not have the user programmable electronics. He is the same guy that had the prototype 6.1 supercharged JGC at ASM. When he saw what I was up to, they yanked the 6.1 out and swapped the built up 426 in. According to him, the JGC is now unbelievably strong. I believe he is going to use my 9" Ford Posi setup from Western Diff. He is worried about the transfer case....I am checking into where our transfer case originally came from (possibly a Mercedes Diesel truck) and it's rating. Help please Candyman!

Oh well....fun times!
Bill

Bill,
I'm not sure on this one but I believe our transfer case is based on the Euro grand cherokee with diesel engine.

Sounds great... He is worried about the transfer case....I am checking into where our transfer case originally came from (possibly a Mercedes Diesel truck) and it's rating. Help please Candyman!

Oh well....fun times!
Bill
"The SRT engineers developed a new four wheel drive system by combining two different transfer cases, using the light front half of one case with the tough rear half of a different case, for a tough but relatively light unit. The SRT-8 also uses a special torque converter, upgraded output shaft, heavy-duty driveshaft, and Dana 44 rear differential." So as I understand it, we have a combo of two different transfer cases. One half, I think, being the NV140 (New Venture Gear) combined with ???? resulting in the NV146, which is what ours is. I cant trace the NV146 to any Mercedes model. It maybe that we are the only ones with the hybrid transfer case.

" It maybe that we are the only ones with the hybrid transfer case.
Why yes we are!
And yep it's gonna break and the front axle too, and the half shafts, but what FUN it's gonna be till that happens :)

BTW I have a company in CA working on a full time 900 HP, 8000 ft lb Rated full time computer controlled Transfer Case for my CJ, it's gonna cost about 15K :(
and no it won't fit the GCSRT8. But it will bolt up to a TH400.

Jeff

"The SRT engineers developed a new four wheel drive system by combining two different transfer cases, using the light front half of one case with the tough rear half of a different case, for a tough but relatively light unit. The SRT-8 also uses a special torque converter, upgraded output shaft, heavy-duty driveshaft, and Dana 44 rear differential." So as I understand it, we have a combo of two different transfer cases. One half, I think, being the NV140 (New Venture Gear) combined with ???? resulting in the NV146, which is what ours is. I cant trace the NV146 to any Mercedes model. It maybe that we are the only ones with the hybrid transfer case.
Candyman...you are a wealth of info, thanks.
My thoughts:
I hope it is a light, strong transfer case. It will be investigated further...thanks to :rolleyes: (not me). Amazing what can be accomplished here with various talents.
The "special" torque converter is the 1st thing to let loose when pushing more than stock power.
The "heavy duty" drive shaft is probably the 3rd thing to let go after the ring & pinion in the super Dana 44. I am having our driveshaft duplicated in a heavy duty steel 3" driveshaft, good for much more power than I will produce. Western Diff told me that the only reason that the engineers put that huge balance assembly on the trans. side of our driveshaft was to eliminate harmonics somewhere in out driveline...hmmm.Bill

Why yes we are!
And yep it's gonna break and the front axle too, and the half shafts, but what FUN it's gonna be till that happens :) Glad I have a complete front diff assembly & axles just in case!!:D

BTW I have a company in CA working on a full time 900 HP, 8000 ft lb Rated full time computer controlled Transfer Case for my CJ, it's gonna cost about 15K :(
and no it won't fit the GCSRT8. But it will bolt up to a TH400.

Jeff

Jeff...you have the machinery or access to the machinery to bolt that transfer case up with adapters to a JGC certainly.:D
Bill

Candyman...you are a wealth of info, thanks.
My thoughts:
I hope it is a light, strong transfer case. It will be investigated further...thanks to :rolleyes: (not me). Amazing what can be accomplished here with various talents.
The "special" torque converter is the 1st thing to let loose when pushing more than stock power.
The "heavy duty" drive shaft is probably the 3rd thing to let go after the ring & pinion in the super Dana 44. I am having our driveshaft duplicated in a heavy duty steel 3" driveshaft, good for much more power than I will produce. Western Diff told me that the only reason that the engineers put that huge balance assembly on the trans. side of our driveshaft was to eliminate harmonics somewhere in out driveline...hmmm.Bill

Candyman cheated with allpar! ....Just a joke but true ;) .... and in all fairness he did use quotes albeit unattributed:

http://www.allpar.com/model/jeep/grand-cherokee-2005.html

www.wkjeeps.com is a great source of info too. For this particular topic, you may enjoy this link:
http://wkjeeps.com/wk_4x4.htm

I'm not sure for now, and I'm not sure if I'm interested in digging further for now, but maybe the NV245 could be a direct replacement strength upgrade?

I know that you're going with a Ford 9inch posi for the rear diff for now, but JFYI and any else's who may be interested, Eaton makes those electronic ls diffs (which they Trade-Mark "EGerodisc" - http://www.eaton.com/EatonCom/Markets/Automotive/TorqueControls/index.htm ) for the Quadra Drive II, as on the Overland, and those MAY also be a good platform for an upgrade for front and or rear - though one may still want to reinforce them.

While on drivetrain stress topics, I see you were contemplating the strength of the W5A580, and considering upgrading to a W5A1000, which is the same casing (to my knowledge) with stronger internals (and not sure about gear ratios). Looks like one man's research and discussions with Kleeman (one of the Benz aftermarket companies like RennTech, Brabus etc - who electronically and mechanically manipulate this trans for the 65AMG cars) lead him to believe he could get one for $6100 even without a core discount and $3800 with one:
http://www.dodgeforum.com/archive/threads/ive-been-doing-some-research-665778-1.html

Blown7,

cool stuff. Look forward to seeing the completion of your projects, as I've read some of your ideas elsewhere as well.

I'm not sure for now, and I'm not sure if I'm interested in digging further for now, but maybe the NV245 could be a direct replacement strength upgrade? I wonder how our electronics would interact with that unit?



I know that you're going with a Ford 9inch posi for the rear diff for now, but JFYI and any else's who may be interested, Eaton makes those electronic ls diffs (which they Trade-Mark "EGerodisc" - http://www.eaton.com/EatonCom/Markets/Automotive/TorqueControls/index.htm ) for the Quadra Drive II, as on the Overland, and those MAY also be a good platform for an upgrade for front and or rear - though one may still want to reinforce them.
What I ran into when I researched the posi topic for our rear and front diffs is that NO components are manufactured for our low volume unique (ok the 2wd V-8 Jeep uses the same diff also)application. I spoke directly with manufacturers and was told "no way" would a unit ever be manufactured for such a low volume application.



While on drivetrain stress topics, I see you were contemplating the strength of the W5A580, and considering upgrading to a W5A1000, which is the same casing (to my knowledge) with stronger internals (and not sure about gear ratios). Looks like one man's research and discussions with Kleeman (one of the Benz aftermarket companies like RennTech, Brabus etc - who electronically and mechanically manipulate this trans for the 65AMG cars) lead him to believe he could get one for $6100 even without a core discount and $3800 with one:
http://www.dodgeforum.com/archive/threads/ive-been-doing-some-research-665778-1.html
Great info.



Blown7,

cool stuff. Look forward to seeing the completion of your projects, as I've read some of your ideas elsewhere as well. Do we ever "complete" the mod procedure???:D
Bill

The NV146 transfer case provides On-Demand Active Four-Wheel Drive for optimum traction in a wide range of conditions and is used in the Grand Cherokee SRT8 vehicles. The transfer case uses an electronically controlled clutch pack to distribute between 0% and 50% of the available torque to the front axle. The NV146 electronics provide an active system because it can anticipate and prevent slip.

The NV146 single-speed transfer case provides the following benefits:

No shift lever or driver interaction required.
On-demand four-wheel drive provides smooth operation and vehicle stability under all conditions because torque is constantly being transferred.
Even torque distribution provides traction to maintain forward motion under most conditions.
The Brake Traction Control System (BTCS) works in tandem with on-demand four-wheel drive. BTCS provides resistance to any wheel that is slipping to allow additional torque transfer to wheels with traction.
Robust design and improved sealing enhance reliability


http://i25.photobucket.com/albums/c96/Blown7/7a03256c.gif


See that small drivechain? Thats gonna break first, then when it does it's gonna crack the case.

Jeff

OPERATION
Controls for the NV146 transfer case active clutch (torque biasing device) are located in the Final Drive Control Module (FDCM) and communicated on the CAN C bus. The FDCM monitors wheel speeds at the front and rear axles to detect wheel slippage. A complete vehicle dynamics model calculates slip at each tire for given vehicle-operating conditions. The clutch pack in the transfer case is engaged to minimize the speed difference between the front and rear axle, resulting in torque transfer to the axle with higher traction. The electronically controlled wet clutch pack uses an electric motor to actuate a sector plate. The sector plate actuates a clutch lever that applies normal force to the multi-disc wet clutch pack bridging the differential. The clutch discs are alternately splined to the front and rear driveshafts. When normal force is applied to this clutch pack, torque is transferred to equalize speed differences between front and rear axles.

ok...anyone know where I can get a transfer case???
An AZ bud has a guy that may be able to help with our transfer case.
Bill

Candyman cheated with allpar! ....Just a joke but true ;) .... and in all fairness he did use quotes albeit unattributed:

http://www.allpar.com/model/jeep/grand-cherokee-2005.html

www.wkjeeps.com is a great source of info too. For this particular topic, you may enjoy this link:
http://wkjeeps.com/wk_4x4.htm

I'm not sure for now, and I'm not sure if I'm interested in digging further for now, but maybe the NV245 could be a direct replacement strength upgrade?

My forte' is researching, not technical knowledge.:D Also the NV245 is a two speed transfer case w/low range.

ok...anyone know where I can get a transfer case???
An AZ bud has a guy that may be able to help with our transfer case.
Bill
Transfer case, grand cherokee, model 146 06-07 list- $2,960.00 Your price- $2,664.00 Mopar USA.net

Transfer case, grand cherokee, model 146 06-07 list- $2,960.00 Your price- $2,664.00 Mopar USA.net
Ouch($$$)...I believe a transfer case has been located in CA. by John in AZ.

Candyman, I sincerely DO appreciate your input.
Bill

I wonder how our electronics would interact with that unit?

Not sure. If there are any problems though I'd guess Overland electronics could assist.

Come to think of it, while not intending to hijack the thread, why not just use the Quadra Drive II/Overland Drivetrain and beef that up? Candyman? Blown7? If a smoother transmision is wanted I bet the W5A1000 could still be implemented and we know that is a VERY smooth trans from from AMG cars.



What I ran into when I researched the posi topic for our rear and front diffs is that NO components are manufactured for our low volume unique (ok the 2wd V-8 Jeep uses the same diff also)application. I spoke directly with manufacturers and was told "no way" would a unit ever be manufactured for such a low volume application.

More charm and persistence? :p

Seriously though, the "EGerodisc" is already mass produced for Quadra Drive II and I have no clue on how strong it may be as is, though it seems to be a very diversely capable and ideally controllable diff.

Could probably order these from Jeep as Overland replacement parts or from Eaton maybe? Could test the stock threshold, or could try the CA based diff company that Blown7 is talking about or seek experienced performance diff builders who reinforce/replace internals with stronger material parts of the same configuration or who can simple pull it apart and machine replicate the parts in stronger material?



Do we ever "complete" the mod procedure???:D
Bill

Point taken. I suppose to be more accurate I should have said I look forward to seeing it continue to hit the track in it's various stages. ;)

My forte' is researching, not technical knowledge.

But with research thou shalt gain technical knowledge. ;)

Also the NV245 is a two speed transfer case w/low range.

I understood that.

I think the "2" may be that very designation, btw, while we begin to familiarize ourselves with mfg codes. Much like the trans casing is W5A and the following number is torque rating in Newton Meters.

Is this a problem? Would this not be a good thing to implement? I think it's cool. You could have highway gearing and track gearing and if you figure you have enough ground clearance you could call your track gearing off-road gearing as well. ;)

This brings me back around to the idea of using the Overland Quadra Drive 2 drivetrain with the 6.1 Hemi. I'm not used to talking about drivetrain configurations a lot, as I've been focusing on engine performance mostly over the years, but it seems like an upgrade so far.

Curious, could the Quadra Drive 2 drivetrain also be electronically manipulated to allow for switch-ready 2wd and 4wd operation just like the Quadra Trac system on the SRT8 can?

As far as the trans goes, they are both 5 speeds (W5A580 and 545RFE http://wkjeeps.com/wk_transm.htm ) but I'm not sure how the Overland 545RFE variable 2nd gear ratio effects the dynamic of the entire drivetrain and if it is really necessary for instance with the 2 speed transfer case or if just any trans you can get to bolt up and have compatible gear ratios will work.
For example, if we wanted to use the W5A580 or W5A1000 with the rest of the Overland drivetrain, what is the dynamic that we can expect? Or would we be better off looking for or building a stronger version of the 545RFE (power mods considered) because of that variable second gear ratio's compatibility/effect with the performance of the rest of the drivetrain?

Also, does anyone have any links to some detailed information about the G55 AMG Benz drivetrain with it's 3 diffs which are "lockable"(if they are true locking diffs and not advanced LSD with locking effect) from the push of a button?

Wow where to begin?

Well the bolt up/driveline changes wouldn't be the hard part just about anything could be made to fit with some custom machining.

The absolute hard part would be trying to interface the Can Bus/Electronics.
First the NV246 has to talk to the FDCM so now you have to intergrate the Overland Node into the SRT. Then the Transmissmission Node on the Overland is part of the PCM unlike the SRT which is separate. The transfer case has it's own node.
Until the Can Bus is fully Hacked and all the modules can be rewriiten, thats when it will all interface, until then IMHO it will not all talk to each other and the logic of the various systems will not allow serious modifications after the engine.

why not just use the Quadra Drive II/Overland Drivetrain and beef that up?
I agree with Blown, looks like an electrical nightmare.



If a smoother transmision is wanted I bet the W5A1000 could still be implemented and we know that is a VERY smooth trans from from AMG cars.
I am trying to proceed along this route. There is another thread on the transmission.



More charm and persistence? :p
Do you know ANY charming General Contractors??:rolleyes:



Could probably order these from Jeep as Overland replacement parts or from Eaton maybe? Could test the stock threshold, or could try the CA based diff company that Blown7 is talking about or seek experienced performance diff builders who reinforce/replace internals with stronger material parts of the same configuration or who can simple pull it apart and machine replicate the parts in stronger material? I don't think the Overland components were designed to the torque that a supercharged 426 will generate. The 9" Ford with the 35 spline axles is the same unit that is very successfully run at the drag strip with vehicles exceeding 1000 hp. Good enough for me!
Bill

I agree with Blown, looks like an electrical nightmare.

Yeah. I suppose if one were to go that route they might rather start with an Overland and swap in the larger displacement engine. Anybody want to donate an Overland for Bill to test his supercharged 426 in :cool: ;) ? It would be a great experiment.

Which reminds me of my unasnwered question: "Curious, could the Quadra Drive 2 drivetrain also be electronically manipulated to allow for switch-ready 2wd and 4wd operation just like the Quadra Trac system on the SRT8 can?" Are the center diffs identically controlled so this would be an identical modification with identical results?

I am trying to proceed along this route. There is another thread on the transmission.

Cool. Which are you referring to? This one: http://www.cherokeesrt8.com/forums/showthread.php?t=4061 ... or something more recent? In that thread it looked like you were discouraged due to the idea that the W5A1000 would be too expensive, which is the reason I figured I'd mention it here. DRs and drivetrain are closely related, so sorry if you think I've lead the discussion too off topic but I'd hope you'd understand.

Do you know ANY charming General Contractors??:rolleyes:

A small percentage, I'll grant you. ;)

I don't think the Overland components were designed to the torque that a supercharged 426 will generate. The 9" Ford with the 35 spline axles is the same unit that is very successfully run at the drag strip with vehicles exceeding 1000 hp. Good enough for me!
Bill

Point well taken. But, as I am learning more about drivetrains it seems to me that such a "trick" Ediff setup with the Quadra Drive 2 is something worth considering, and anything can be built strong - whether we want to do what it takes or not. Plus, I suppose we'd never know how much the diff will take until it's tested and all I've heard so far is how "bulletproof" the Overland drivetrain is and how it is basically better than the SRT8 drivetrain in every possible way, so I figured I'd mention it. Plus, the 9inch rear is only solving the rear issue, not the whole drivetrain and you seem to be rightfully concerned about the latter as well.

Yeah. I suppose if one were to go that route they might rather start with an Overland and swap in the larger displacement engine. Anybody want to donate an Overland for Bill to test his supercharged 426 in :cool: ;) ?
Ironically, I traded in my Overland for the SRT!



Which reminds me of my unasnwered question: "Curious, could the Quadra Drive 2 drivetrain also be electronically manipulated to allow for switch-ready 2wd and 4wd operation just like the Quadra Trac system on the SRT8 can?" Are the center diffs identically controlled so this would be an identical modification with identical results?
Way over my head with the electronics.




Cool. Which are you referring to? This one: http://www.cherokeesrt8.com/forums/showthread.php?t=4061 ... or something more recent? In that thread it looked like you were discouraged due to the idea that the W5A1000 would be too expensive, which is the reason I figured I'd mention it here. DRs and drivetrain are closely related, so sorry if you think I've lead the discussion too off topic but I'd hope you'd understand.

Oops, damn it was on this thread, post #14...



But, as I am learning more about drivetrains it seems to me that such a "trick" Ediff setup with the Quadra Drive 2 is something worth considering, and anything can be built strong - whether we want to do what it takes or not. Plus, I suppose we'd never know how much the diff will take until it's tested and all I've heard so far is how "bulletproof" the Overland drivetrain is and how it is basically better than the SRT8 drivetrain in every possible way, so I figured I'd mention it.
Hmm, don't know if that diff could be much stronger, or strong enough to take the torque of a supercharged 6.1 (like the guy blew his ring and pinion 2 weekends ago) equipped with drag radials.



The 9inch rear is only solving the rear issue, not the whole drivetrain and you seem to be rightfully concerned about the latter as well.
Painfully aware!:eek::eek:
Bill

Ironically, I traded in my Overland for the SRT!

Hmm. I'm so interested in seeing the results of a boosted 426 with the Overland drivetrain that, despite my awareness of the ethical issue :o combatting with a voice saying "thats what insurance is for" :p :cool: , a mischievous voice in my head reminds me of a Teckademics Mischief video where they decimate rental cars - good 'ole rental abuse. Now if we could only find a WK Overland to rent, we could swap in your new engine and beat on it well and swap it back out upon return. :eek:

I really wonder why they didn't go with this drivetrain anyways, maybe with a different trans. Somebody else speculated that the extra traction would break stuff, but nobody I have seen knows for sure.

Way over my head with the electronics.

And I don't have the manuals. But, I know Blown7 has been doing some serious reading of factory manuals, so hopefully he can definitively answer.

Oops, damn it was on this thread, post #14...

Haha. So, you are now giving more serious thought to going with the W5A1000? .....or building the W5A580 to the same strength or better?.... or something else?

Hmm, don't know if that diff could be much stronger, or strong enough to take the torque of a supercharged 6.1 (like the guy blew his ring and pinion 2 weekends ago) equipped with drag radials.

My point exactly though - we don't know. Do you know what that guy, IDKwhy, is doing to try to solve his issue? I know you offered him your idea of a solution, but I'm not sure if he went with it.

Painfully aware!:eek::eek:
Bill

Better you than us. ;) The quest continues.

Haha. So, you are now giving more serious thought to going with the W5A1000? .....or building the W5A580 to the same strength or better?.... or something else? Yepp, as I watch others now beginning to break components, I still suspect that the transfer case will be the next component to fail and the trans not far behind. My list in order of failure for a decently "modded" JGC w/ drag radials:
Stock torque converter.
Pinion and ring gear.
The remainder of the rear diff meaning axle hubs etc.
Aluminum drive shaft
Transfer case
Transmission
My point exactly though - we don't know. Do you know what that guy, IDKwhy, is doing to try to solve his issue? I know you offered him your idea of a solution, but I'm not sure if he went with it.
IDKwhy and I communicate daily. He is a pretty knowledgeable guy. His complete (including emergency brake and all lines and sensors) rear axle assembly is being freighted to him tomorrow 7/9. He will immediately install this week and test at the strip next weekend. His complete rear axle assy (with the broken ring and pinion) will then be shipped to Western Diff. The "core" is used mainly for the brackets, reluctor and pickup sensor.
Thats called people working with people to arrive at a solution!:)
Bill

Bling Bill, Keep us in loop on the outcome of IDKwhy's experiment(thanks to you)--inquiring minds would like to know!---No long winded commentary from me--you have plenty of qualified help working on this! BTW, Tell IDKwhy he is welcome back here anytime--!!!!! GC

Bill,
If I had to pick a transfer case to install which would take the torque of a Full Blown 426 with 1200HP I would modify a NV 242HD AMG out of a
Humvee that should get you up and running. And no electronics!!!
Same driver drop, full time, part time modes and a torque rating of 2340 FT LBS. enough to get a 6 ton truck moving.

Jeff

Bling Bill, Keep us in loop on the outcome of IDKwhy's experiment(thanks to you)--inquiring minds would like to know!---No long winded commentary from me--you have plenty of qualified help working on this! BTW, Tell IDKwhy he is welcome back here anytime--!!!!! GC
GC,
Thanks, it would be great if Ira would re-join us. He has a ton of useful info.
As some of us remember he was very proud of his HIGHLY modded JGC, the grey and blue exterior with side vents etc. It was certainly not my cup of tea and some guys were not very kind with their comments. Oh well, I respect someone who can do something as he did even though it is not to my taste. I believe some would even question his decision on the GSM supercharger.:eek:
I live and let live, we have seen alot in our time, and in the end, if it makes him happy, good for him.
Bill

GC,
Thanks, it would be great if Ira would re-join us. He has a ton of useful info.
As some of us remember he was very proud of his HIGHLY modded JGC, the grey and blue exterior with side vents etc. It was certainly not my cup of tea and some guys were not very kind with their comments. Oh well, I respect someone who can do something as he did even though it is not to my taste. I believe some would even question his decision on the GSM supercharger.:eek:
I live and let live, we have seen alot in our time, and in the end, if it makes him happy, good for him.
Bill

Exactly, Bill-- could not have said it better--As two old wise men once said!!!!! HeHeHe!!:) GC

Bill,
If I had to pick a transfer case to install which would take the torque of a Full Blown 426 with 1200HP I would modify a NV 242HD AMG out of a
Humvee that should get you up and running. And no electronics!!!
Same driver drop, full time, part time modes and a torque rating of 2340 FT LBS. enough to get a 6 ton truck moving.

Jeff

Sounds good to me! Actually, there is quite a wide selection of hight torque rated TCs from NV: http://www.newventuregear.com/tcases.html . NV is jeep family as well, of course: http://en.wikipedia.org/wiki/Jeep_four_wheel_drive_systems .

I'm familiar with the Ira controversy. Shame. Not all of his mods were my taste either, but I could immediately tell he was a knowledgeable and cool, pridefully individualistic and maybe iconoclastic guy - a type I tend to enjoy. Whatever floats your boat and to each his own are phrases people should become more familiar with.

Sounds good to me! Actually, there is quite a wide selection of hight torque rated TCs from NV: http://www.newventuregear.com/tcases.html . NV is jeep family as well, of course: http://en.wikipedia.org/wiki/Jeep_four_wheel_drive_systems .
Good info SC!


I'm familiar with the Ira controversy. Shame. Not all of his mods were my taste either, but I could immediately tell he was a knowledgeable and cool, pridefully individualistic and maybe iconoclastic guy - a type I tend to enjoy. Whatever floats your boat and to each his own are phrases people should become more familiar with. ^^^^^^^^What he says

Here are some specs on the transfer case chains for different applications. Interesting to see the different chain widths. Most are 1 and 1 1/4", but there are some 2" and 2 1/2". Since the chain is probably the weakest link in the transfer case, perhaps you could replace it with a stronger one.http://www.morsetec.com/Hy-vo.pdf

Here are some specs on the transfer case chains for different applications. Interesting to see the different chain widths. Most are 1 and 1 1/4", but there are some 2" and 2 1/2". Since the chain is probably the weakest link in the transfer case, perhaps you could replace it with a stronger one.http://www.morsetec.com/Hy-vo.pdf
Great info Candyman.
Our AZ buddy just ordered a new trans and transfer case. And you thought I was nuts??? :eek:

Anyway his plan is to take these units to various shops and find any weak components in them. Whew, this is getting crazier by the day. A few months from now, a JGC SRT8 owner should be able to go on line and easily purchase a heavy duty transfer case, rear diff. assembly, heavy duty transmission, and 18" wheels for the Nitto Drag Radials.
Bill

Hopefully someday, thanks to you and the other Jeep SRT pioneers, it will be a lot easier to achieve some awesome performance numbers with our Jeeps.

Here is the trial install of the custom 18" *10" wheels for the Drag Radials
I believe the wheel sticks out a bit too far...your thoughts???
The installer in the photo thinks it might work!
BTW the Ice obviously worked.
Bill

Here is the trial install of the custom 18" *10" wheels for the Drag Radials
I believe the wheel sticks out a bit too far...your thoughts???
The installer in the photo thinks it might work!
BTW the Ice obviously worked.
Bill


LOL, sticks out just a tad;)

Looking for more BLING Bill?
This time your stretching it a bit!
Claude

LOL, sticks out just a tad;) Haaa, actually they ordered the wheels with -50mm, not +50mm offset. Their bad.
Glad I also ordered a set from performanceplustire.com. I typed in the info myself they better be correct.
This waiting is driving me nuts!:(
Bill

Haaa, actually they ordered the wheels with -50mm, not +50mm offset. Their bad.

:eek: :rolleyes: ROTFL

The wider you go the more chance you need to modify the fenders, but those need another half a car grafted on.

Glad I also ordered a set from performanceplustire.com. I typed in the info myself they better be correct.
This waiting is driving me nuts!:(
Bill

I'll bet. We're even anxious for you, so you should be.

Looking for more BLING Bill?
This time your stretching it a bit!
Claude
Hey Claude,
The wheels may be great for those Canadian winters, where "WIDE TRACK" may be very useful.:D
Bill

:eek: :rolleyes: ROTFL

The wider you go the more chance you need to modify the fenders, but those need another half a car grafted on.
All I would need are the fender extensions that dualies have!:rolleyes:

All I would need are the fender extensions that dualies have!:rolleyes:

Of course! Make sure to place your order for those instead of the correct offset!

My new 18" * 10" 50mm offset wheel arrived today, ok it could use some bling work. How about black spokes and polished lips?
I will now order the other wheel since this one fits!:)
I'll also order the Nitto Drag Radials today.
Watch out driveline:eek:, the Drag Radial installation & 9" Ford rear diff is weeks away.
Bill

Ok, the Nittos fit!

Wheels:
American Racing, TORQ-THRUST II 405, polished ARE 405-817365 18*10, 50mm offset, $ 427 per wheel shipped from Performance plus Tire (performanceplustire.com)Tires:
Nitto NT555R DRAG 305/45-18 Jeg's (Jegs.com) 072640188 $ 256 per tire shipped.Done deal....now where the hell is my engine, trans, rear diff, transfer case etc!!!:mad:
Bill

Nice Bill!! Like you said, Where the rest of your crap???

Awesome Bill!