XJS IRS Differential Swap
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  1. #1
    Keep on Trucking... F100Jay's Avatar
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    XJS IRS Differential Swap

    Can anyone confirm the rear diffs in the jag IRS are all interchangeable?

    I've got a 2.88 in my IRS at the moment. My engine and box I'm running originally came with a 3.62 rear end. I'm concerned its not gonna do a burnout etc because of the 2.88 so thinking of changing it out now before final paint and assembly.

    Also can anyone confirm that 3.31 is the highest ratio available?

    Cheers,
    Jay

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    Official RnS Addict Phunkie Hiboy's Avatar
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    Click on this link, there's a comprehensive list of all ratios for Jag IRS

    Jag diff ratios
    Built without compromise by the more luck than judgment method

  4. #3
    Rods 'n' Sods Junkie boblester40's Avatar
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    Info here

    Dana 44 into a 19 spline Salisbury Jaguar IRS conversion parts. | phrog


    If you change the carrier to a auburn LSD or similar then you can put a standard DANA 44 ring and pinion in it and thus any gear ratio you want , I did this with mine and run a 4:11 gear

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  6. #4
    Keep on Trucking... F100Jay's Avatar
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    Quote Originally Posted by boblester40 View Post
    Info here

    Dana 44 into a 19 spline Salisbury Jaguar IRS conversion parts. | phrog


    If you change the carrier to a auburn LSD or similar then you can put a standard DANA 44 ring and pinion in it and thus any gear ratio you want , I did this with mine and run a 4:11 gear
    Awesome info. Cheers for that. I think that's what way I'll go.

  7. #5
    I'm Not Jed Clampett stueeee's Avatar
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    Not completely straightforward to change from a 2.88:1 Salisbury 4HA CW & P. The 2.88 crownwheel is larger than an "ordinary" 4HA one, so the diff case is machined to ensure that the pinion centre distance is greater than the 2.625" of all the other 4HA (and Dana 44, which are basically the same axle) You can use the 2.88 diff in "ordinary" 4HA case (the diff should be a PowerLok LSD) but to use any lower (numerically higher) ratio you will need a spacer between the diff and the crownwheel. Here's one I prepared earlier:

    This picture shows why the spacer is necessary. The diff on the left is a PowerLok which had a 2.88:1 crownwheel fitted, the one on the right is a standard 4HA diff which had a 3.3:1 crownwheel fitted.



    Dana 44 internals will fit a 4HA case and vice versa. However, when mixing the bits you need to be aware that only late Dana 44 Crownwheels (called Rings in Americanese) had 7/16" boltholes, early ones were 3/8" -the holes in 4HA diffs & Crownwheels have always been 7/16" AFAIK. Dana 44 pinions have 27 splines at the yoke end, 4HA ones have 10 splines. Being American they use an American style yoke, the only exception I know of is the Isuzu Rodeo rear axle, which uses a European type drive flange with the Dana 27 spline fitting. Finally, if you decide to use a Dana 44 diff, make sure to order the early type with 19 spline halfshaft fitting; the later ordinary/early heavy duty ones have a 30 spline output.

    HTH.
    Last edited by stueeee; 10-02-2017 at 14:43.
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  8. #6
    Rods 'n' Sods Junkie boblester40's Avatar
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    Very informative , However its much simpler just to buy the auburn carrier and the correct gears from the states , the 4.11 gears are available in deep and shallow versions to suite each type of carrier , thus eliminating the need for spacer rings and additional faffing .

    I did this with mine and everything dropped into place perfectly , also you upgrade the weaker jag LSD for a unit suitable for much higher torque

  9. #7
    Rods 'n' Sods Junkie boblester40's Avatar
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    Picture of my XJS diff with the new auburn carrier and gears , simples

  10. #8
    Rods 'n' Sods Junkie
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    I have an original Jaguar IRS with ratio 4,09:1.
    Good judgement comes from experience, and a lot of that comes from bad judgement.

  11. #9
    Rods 'n' Sods Junkie
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    Available in the JX6 2,8L produced from 1968-1985.
    Good judgement comes from experience, and a lot of that comes from bad judgement.

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