Posted on: March 25, 2009

by Tom Hall in the March 2005 RootesReview

Contrary to a common myth, installing a limited slip differential carrier in a Tiger axle with the 2.88 gear set is not a major problem.

You do have to address the ring gear bolt size depending on your source for the carrier.  You have to find a carrier intended for gear ratios 3.78 and below. The gears will not fit with carriers for higher numerical ratios. While there are many Dana 44 carriers that will “fit”, you also need to pay attention to the spline count (19 splines for a Tiger axle) and the thrust buttons that separate the axles and provide the load transfers between the two axle bearings.

I frequently convert the”posi’s” that people find from ball bearing axle applications to the taper bearing axle that the Tiger uses. I manufactured a supply of these thrust buttons and have them available in the hardened condition. I found that the aftermarket industry has commonly replaced the hardened buttons with simple machined buttons. These buttons are too soft and wear out rather quickly leaving metal particles and sloppy axle fits.

You can pretty much count on rebuilding a used posi carrier to replace the internal clutches. Dana, in their infinite wisdom has discontinued the manufacture of the heavy duty replacement clutches (22937X) and only has the light duty (222333X) replacements available at this time. The difference between the heavy duty and the light duty clutch pack is in the number of “coned” clutch plates, which basically set the preload or torque between the axles. The higher the preload the less the axles will “slip” before they start locking together.

Here are a few other notes. First there are Dana posi units out in the world that have only two spider gears. They are best known as ”Torque-Lok” as opposed to the four gear “Powr-Lok” and they are obviously not as strong. Next, a clutch type positraction differential requires a friction modifier to work correctly. While several manufacturers make gear oil with this additive, I’ve always found that adding the additive to straight gear oil seems to work the best. Both GM and Ford have this additive and I prefer the Ford stuff. I have a small supply and the Ford part number is C8AZ-19B546-A. If it is still available, I would like to get some more. The Ford Motor sport catalog lists the friction modifier as M -19546-A. This should be the same product and it is used in all the late model traction-lok axle assemblies. I have not given any posi case numbers as my list is not comprehensive and I hope you will be able to identify the posi you need from the info above.

Here is additional Information from Steve Laifman: The DANA 44 is made in England by the Salisbury Division of Dana, and has been used on the Jaguar Mk II sedan.The bolt circle and hole diameter on the carrier is identical to that on the Tiger 2.88 gears. I have been taken to task for saying it “bolts right in”, I feel I should clarify that by saying that changing the differential (limited slip, or not), or the ring and pinion, is not a amateur’s job and requires shop equipment usually found at 4 WD shops. The detailed tools and instructions are in the Sunbeam “260” (TIGER) Workshop Manual which can be reached at: http://www.tigersunited.com/resources/wsm/wsmG6 .asp (Ed. Note: link is no longer active).  Although this covers the standard ring and pinion, there is only a small difference of load buttons in the limited slip differential.

More from Larry Paulick:  I have been using Mobil 1 Differential Oil in my Dana 44, 354 Posi, for the last 6 years, and it needs no additives. It pours like oil, not molasses, and there have been no leaks at the seals, etc.

Comments (1)

Hi Tom,
I hope I can connect with you as it’s twelve years since you did the above article on “H3 – The Mysteries of the Dana “Posi” rear end, solved”.
Your article states that the Tiger carrier takes 3.78 and below ratios, but after buying various Jaguar diffs with Powr-Lok units fitted within over the years I have found that the only carriers that will take the original (standard) 2.88 ratio and other LAT options is the one common to any 1960’s Jaguar that has the ratio of 3.54 to 1 or less.
I was unaware that there two types of Salisbury 4HA differential carrier until recently. The difference being the position of the flange face for the Crown wheel.
The situation as far as the Crown wheel face position may well be different on the Dana 44 and as we know (and as you state) the Dana differential does have some subtle differences like the splines and bolt sizes compared to the original Tiger unit.
What I have found via my own misadventure in buying an incorrect type and by talking to AJS engineering (who rebuild Salisbury axles over here in the UK) is that if a central diff IRS unit from an earlier Series 1 or 2 E-type (XKE) is used it will be correct or any other 1960’s Jaguar (but perhaps into the 70’s) with any the ratios they used, these being 2.88, 3.07, 3.31 and 3.54 but NOT the 3.77 ratio as the carrier for that ratio is different.
There are several other Jags of that era that use the above ratios and (like the XKE) have LSD fitted as standard BUT also have higher ratios above 3.54 (that being 3.77) these are the MK V, the Mark 2 S Type and the 420 G. So when buying a second hand LSD off ebay for instance this is where people make the mistake as the carrier flange position is nearer to the centre of the differential on the 3.77 to 1
Hope the above makes sense and is of help to anyone doing a Tiger LSD conversion using an ex Jaguar unit as a source for the LSD Powr-Lok unit.
As said, the Dana 44 may be different in this respect, but it is something that should be known if an old Jaguar differential is used.

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