And as to gear ratio, I truly was wanting the lowest 2. Something ratio to take torque out of it. Make it come into the power slower to help prevent losing rear end traction. Which of course would put more actual stress on the axles I would assume when it's coming into power. My reasoning there is, more torque causes tire traction loss, once you lose traction you lose stress or pressure on the axles. With a lower gear it tends to keep traction then when boost is kicking in and stress is highest, traction is there and stress would be higher in my theory.
What do you mean "higher end Hellcat components"? Which components are you talking about?
No, that's not what I'm talking about. The switch you're referring is the switch to turn off traction control. What I'm talking about has no option switch or button. I'm talking about an electronic limited slip differential. The vehicle's electronics control when the limited slip is engaged and when it is not. If you swap in an SRT or Hellcat rear differential (with or without the subframe), you will need some solution for making the eLSD work in your 2015. My opinion is it is not worth doing that as the ring gears and axle shafts are the same size in a Hellcat as they are in your current vehicle. You won't be gaining any strength by swapping over.
No, there is no switch. You can't just connect a Charger Hellcat's PCM and TCM to a 2015 Durango's Canbus network and expect all of the peripheral items to all of a sudden be functional. There are more ECUs to consider, like the BCM, the ABS, suspension controller, etc ... I do not believe the eLSD is controlled by the PCM nor the TCM. Maybe it's the suspension controller? Not sure ...
It is very obvious this guy you're working with has never done this to a Durango. On a Charger, yeah .. the SRT screens can be activated pretty easily ... but even in a Charger, it takes making changes to the body control module (BCM) and not just connecting a different ECU.
No idea on interchangeability of the subframes, no one's ever shared info on it because of no need to have tackled those things. I know the diff is the same:
highhorseperformance.com
I get told I look young and act young for my age all the time. And I feel younger by far. I was born in the 70's though so I been around a couple 2 or 3 blocks. Did you figure out how I'm gonna fix this shitshow I got going on yet???
So you think using some of bracing and a hellcat cradle and rear diff and axles will be sufficient to be long lasting reliable? I saw the bracing kits. Only for trackhawk and hellcat durangos so far but if they will hold up in 2wd I'm game. When I tune this motor I will have it tuned stock. Not pulling alot of timing and putting on fully upgrades. Just looking for the reliable 700hp it's suppose to make.You're not gaining any additional strength as your Durango has the same size 230mm axles and diff size. Your 3.09 gears should work fine too. If you're worried you could look into the JXB Performance rear diff brace they make for Trackhawks and Hellcat Durango's. I don't know if it bolts up to the 3.09 diff, but you can contact them for support.
Personally I would NOT worry about the cradle or diff until it breaks, as those are a dime a dozen in recycle yards.
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Small issue until all 707hp is directed toward a single rear wheel due to the LSD not locking up LOL!
Ahhh the no win scenario! Lol
No. He has a charger he has done a bunch of this stuff to and then started doing other ppls chargers and a challenger. Then he got an srt durango and built it BUT did not do anything to the rear because appearantly srt durangos already have an upgraded rear subframe.
I only mean small issue in terms of solution path scale versus the engine integration/control. I definitely didn't mean small issue in terms of potential outcomes.
I hear you I really do. You are probably completely correct. However, my train of thought was. They made durango hellcat 4 wd ONLY probably for a reason. My bet was that reason was because with just 2wd, that ass end is DANGEROUS. around turns, and even stomping it at 60mph. So to make a 2wd hellcat...... my THEORETICAL thinking says, 2.62 would take a GRIP of that torque out of the picture and make it safer. I'm not trying to build a race car with this in least bit. I don't care about quarter miles or any that. I just do alot of LONG distance travelling and I want twice as much power as I have now to honestly just be able to pass the 17 piled up idiots who think the fast lane or passing lane is the cruise lane, get around them before being blocked off. Be able to go from 75 up to 120 and get around ppl and get back on my cruise control. Thought about building the 5.7, thought about just getting a 6.4, but both of those options were just as expensive and more for the building one, than just getting a hellcat motor and Trans. I got it for 1000 bucks more than a 6.4 with tranny.BTW from what I see the Charger Hellcats came with 2.62 gears...the Durango is 1000 lbs heavier than a Charger. You are going to want at least 3.09 diff ratio to get moving...top end not going to be a problem.
The SRT differential has an electronic limited slip unit inside. That's why the housing is larger. But the ring gear is still 9.06" on all V8 Durangos and the axle shafts are still 230mm on all V8 Durangos.
So basically, even my brakes will not perform properly with putting on the brembo calipers and rotors?
Funny thing ... Some of you may know I've an uncle who works for Stellantis (for decades now) and when I was investigating my build, I considered a direct connection motor swap. He ran my options by a few of the engineers and they said it would be much better to drop the Whipple on my 5.7 then attempt a direct connection motor swap. The reasoning was due to the engine controller and canbus system. The direct connection motors are really meant for non computer controlled platforms. The PCM they come with is just an engine controller and not designed to integrate into the broader vehicle canbus network.
