Tigers List Archive

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Mail From: Gene <(email redacted)>

Greetings,

It has been some time since I posted anything here.
Had my Tiger at Chicago RediStrip in queue far too
long. Getting ready to load it up on the rotisserie
and treat it to some new(er) metal.

I understand that some Tigers were available with a
Dana 44 rear end (?). This may be a dumb question,
but did the Dana differential fit into the standard
(Sterling is it?) housing? Or was the Dana a
completely different rear end housing setup? I am
wanting to go with a positraction rear end with around
3.23:1 or 3.50:1 gears as I rebuild the car. The next
question is, "where might I scare up something like
this?".

Thanks in advance for the help.

Gene

=====
Gene Sokolowski
4845 Crestview Dr.
Sioux City, Iowa 51104
(712) 239-4718
B9472068
Make international calls for as low as $.04/minute with Yahoo! Messenger
phonecard.yahoo.com/

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Mail From: Steve Laifman <(email redacted)>

Gene,

The DANA 44 rear end was the standard one that fit in many US vehicle,
like a Jeep, just make sure you get the right splines.

There is an alternative, and that is the DANA 44 made in England, by
Salisbury. The same company that made the Tiger rear end, and the
Jaguar. Jaguar used these units, and they bolt right in. All parts the
same, except for one thing. The holes in the DANA that the ring gear
mounting bolts pass through are larger. In fact, they are the SAME size
as your stock 2.88 rear end. When LAT offered the US unit, they required
a differential gear set change to a US made Ford gear, which was not
available in the stock 2.88.

I will bet you that the reason you want to change rear end ratios is
because you do not get enough poop coming off the line. Putting in a
3.23 or 3.50, although it will cure this problem of bad Mk I design,
will very much get you upset when you see how fast your engine is
turning on the highway in top gear.

Right now, the 2.88's give you 72 mph at 3,000 rpm (24" Diameter tires).
You will be turning 500 to 1,000 rpm faster with those other rear ends.

The really elegant solution is to use the wide ratio gear set Rootes put
in the Mk II.

The first gear performance is a tire burner, even with a 260, and all
the gears are nicely spaced. It is just a hair wider than the "close"
ratio, rather than being like other "Wide ratio" boxes, and the
performance is excellent in any gear. Best of all, you still get the
same 4th gear performance, and all the parts fit right in. You just need
a new layshaft, and 1, 2, an 3 gears. Rebuild any bad bearings or
blockers, and use new seals. Not an expensive job. You will be amazed at
the difference, as your low gear performance will be like a higher rear
end, without the top gear penalty.

If you do decide to go this way, look for that Jag DANA-Salisbury (same
company) LSD with the holes already matching your gears.

My $0.02

Steve
--
Steve Laifman < Find out what is most >
B9472289 < important in your life >
< and don't let it get away!>
<(email redacted)>
<TigersUnited.com/gallery/SteveLaifman.asp>

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This read-only message was archived from a public mail list.
Mail From: (email redacted)

In a message dated 7/26/01 4:34:36 PM Eastern Daylight Time,
(email redacted) writes:

>
> The really elegant solution is to use the wide ratio gear set Rootes put
> in the Mk II.
snip the rest.

I concur with Steve's recommendation. I went with a wide ratio gears and
highly recommend it. You do have to shift out of first a little quickly but
that is fun.

Rob

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Mail From: "Adin,David" <(email redacted)>

Great info for those of us (or just me) that don't know our filler aperature
from an a$$ in the ground.

"I was told" (again because IDKS [1]) my car is the "Dana 44" w/ 3.50 gears
(is this a 3.54 maybe?) w/ the T5 conversion. Quite a nice driver, I'm not
sure you want to "convert" (pervert) your car by doing the T5 conversion,
though.

Gotta go wear down these old tires now . . . .
(a 2.88 would be nice for the salt flats . . . . . . )


hasta la bye bye
David
[1] I don't know squat.

> Gene,
>
> The DANA 44 rear end was the standard one that fit in many US vehicle,
> like a Jeep, just make sure you get the right splines.
>
> There is an alternative, and that is the DANA 44 made in England, by
> Salisbury. The same company that made the Tiger rear end, and the
> Jaguar. Jaguar used these units, and they bolt right in. All parts the
> same, except for one thing. The holes in the DANA that the ring gear
> mounting bolts pass through are larger. In fact, they are the
> SAME size
> as your stock 2.88 rear end. When LAT offered the US unit,
> they required
> a differential gear set change to a US made Ford gear, which was not
> available in the stock 2.88.
>
> I will bet you that the reason you want to change rear end ratios is
> because you do not get enough poop coming off the line. Putting in a
> 3.23 or 3.50, although it will cure this problem of bad Mk I design,
> will very much get you upset when you see how fast your engine is
> turning on the highway in top gear.
>
> Right now, the 2.88's give you 72 mph at 3,000 rpm (24"
> Diameter tires).
> You will be turning 500 to 1,000 rpm faster with those other
> rear ends.
>
> The really elegant solution is to use the wide ratio gear set
> Rootes put
> in the Mk II.
>
> The first gear performance is a tire burner, even with a 260, and all
> the gears are nicely spaced. It is just a hair wider than the "close"
> ratio, rather than being like other "Wide ratio" boxes, and the
> performance is excellent in any gear. Best of all, you still get the
> same 4th gear performance, and all the parts fit right in.
> You just need
> a new layshaft, and 1, 2, an 3 gears. Rebuild any bad bearings or
> blockers, and use new seals. Not an expensive job. You will
> be amazed at
> the difference, as your low gear performance will be like a
> higher rear
> end, without the top gear penalty.
>
> If you do decide to go this way, look for that Jag
> DANA-Salisbury (same
> company) LSD with the holes already matching your gears.
>
> My $0.02
>
> Steve
> --
> Steve Laifman < Find out what is most >
> B9472289 < important in your life >
> < and don't let it get away!>
> <(email redacted)>
> <TigersUnited.com/gallery/SteveLaifman.asp>
>
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This read-only message was archived from a public mail list.
Mail From: "Tom Witt" <(email redacted)>

Steve wrote:
"You just need a new layshaft, and 1, 2, an 3 gears. Rebuild any bad
bearings or
blockers, and use new seals. Not an expensive job."

Steve, Unless I was looking in the wrong place at a Toploader site I saw
prices of $125-$150 for each of the gears and I think it was $175 for the
counter gears. Even on the low side this comes to over $550 and the syncros
and bearings etc. have yet to be added in. Should labor be a factor then
$$$.
Of course dipping into the Twin's College fund may be a source of finance
for you, but some of us are not so well prepared for the future. Making a
point and a joke at the same time. Tom Witt B9470101
P.S. You missed roll call in Ventura this past weekend.

This read-only message was archived from a public mail list.
Mail From: (email redacted)

In a message dated 7/27/01 1:20:17 AM Eastern Daylight Time, (email redacted)
writes:

> Steve, Unless I was looking in the wrong place at a Toploader site I saw
> prices of $125-$150 for each of the gears and I think it was $175 for the
> counter gears. Even on the low side this comes to over $550 and the syncros
> and bearings etc. have yet to be added in. Should labor be a factor then
> $$$.
Total rebuild cost me about $650 by Mike Durham, however, I heard he stopped
doing rebuilds as he was promotted to CEO of a bank!

Rob

This read-only message was archived from a public mail list.
Mail From: (email redacted)

Steve,
Do you know which Jag the limited slip came in? Was it a Mk. II ? If
one was to scrounge through old Brit salvage yards what would we look for?



Jeff Hefner
B9470028

This read-only message was archived from a public mail list.
Mail From: Steve Laifman <(email redacted)>

(email redacted) wrote:
>
> Steve,
> Do you know which Jag the limited slip came in? Was it a Mk. II ? If
> one was to scrounge through old Brit salvage yards what would we look for?
>
> Jeff Hefner
> B9470028

Sorry, Jeff

Mine was at a transmission specialists. Ask an independent Jag mechanic.
He may even have one. I think a Mk II would be a good start. A junk
(er- recycled parts store) for foreign cars has a book on such things.
Make sure you get the floating pins inside the spline that connect
through the unit.
--
Steve Laifman < Find out what is most >
B9472289 < important in your life >
< and don't let it get away!>
<(email redacted)>
<TigersUnited.com/gallery/SteveLaifman.asp>

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This read-only message was archived from a public mail list.
Mail From: Steve Laifman <(email redacted)>

Another thought on DANA LSD.

The main difference, and advantage, of the Jaguar unit is the size of
the carrier holes that the ring gear bolts pass through to clamp the
ring gear to the differential. They are the same as the 2.88 stock gear,
and larger than the US gears that are greater ratio, numerically.

You really do NOT need to get the Jag DANA 44 to accomplish this. Any
component machine shop can accurately bore out those holes, perfectly
centered in original hole, or differential center, to the correct size.
Not a big deal.

In the event that you wish change to an American gear set, a step-down
bolt is available for direct, easy connection.

Steve
--
Steve Laifman < Find out what is most >
B9472289 < important in your life >
< and don't let it get away!>
<(email redacted)>
<TigersUnited.com/gallery/SteveLaifman.asp>

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This read-only message was archived from a public mail list.
Mail From: (email redacted)

Steve,
Isn't the big difference also the number of splines? As I recall from
some investigation the jeep and scout Dana 44's are a different spline count
while the Jag splines are the same. It has been awhile since I have
researched this and my memory is short. Anyway I jumped in as I have decided
to do a restoration on the Tiger and want to put posi in, along with a
stroked 302. Got to where I really missed the Tiger, so I put the Vette on
the market and brought the Tiger from the hangar back to town. The brief
flirtation with Chevy muscle was fun but it is back to my basic love Tigers
and Fords





Jeff Hefner
B9470028 '64 Blue
' 56 T-Bird Red