Make sure you check out my website. way more details on the Jar IRS

My pleasure!

When I was first trying to figure out the best way to do it I came up with all kinds of ideas but all seamed overly complicated and error prone, but then came the aha moment of the simple fixture. I could not believe how simple yet elegant it was. I love it when that happens!!!

Sounds like a cool project! I'm glad my pages have been of some help.

Sadly I was not making videos when I did the majority of the work on this project but I will do my best to show what i've done.

thanks

I am a fan they are well built and easy to customize for other applications.

Thank you sir!!

Glad I could help. Make sure to check out my web page, there is WAY more info on the jag setup on there. Also don't hesitate to reach out to me if you have any questions.

@@dazecars In my 50 Ford Coupe the axles are not horizontal to earth. The center section sits about an inch to inch and a half lower than out bord. Is this expectable? Also when I call coil over shock manufactures they make figuring out coil spring rates confusing. The car weighs about 3200 lbs. Any ideas on spring rates that I should use?

@@myhotrodtv The system will work with the wishbones tilted rather than parallel to the road but it is not ideal. It effects the camber curve. For optimal setup you want the wishbones parallel. As to spring rate are you running one per side or two?

Thanks!

Glad you like it. Thanks for watching.

eventually, but I can't get to it right now

should smooth things out

Simplicity, unsprung weight, and free moving suspension are the secret ingredients. The simplicity makes it easy to retrofit putting as little weight on the suspension parts and the free moving parts makes the care hand well and gives it a comfortable ride.

I like Carl Sagan... I will take that as a compliment

I have a solution to get you 5º up but you may not like it. Rework your mount to angle the cage and get the pinion to a 5º angle, then get a set of XKE LCA mounting brackets. This will get the wishbones parallel with the road again. If you must get 6º then you could angle the extra degree and have the wishbones be 1º off parallel. Please let me know if I can be of further assistance. Check out my web page it goes into more detail dazecars.com/dazed/JaguarIRS7.html

@@dazecars Excellent website and exactly the pinion angle information I been seeking for months. Nobody seems to know anything about the subject except for you. I think I could get by with changing to the 3 degree pinion angle. My tranny is pointing downwards at 5.6 degrees so this change would decrease the misalignment to 2.6 degrees which is much more reasonable. Would you happen to have any 3.8S brackets laying around?

@DazeCars ---What is a good email address?

@@robertwaid6988 I don’t have the brackets you need, but a set could easily be fabricated. If you go back to my website there is email contact information all over the place.

@@dazecars Regarding your email address, your webpage has several "Contact" buttons but when I click them nothing happens. Maybe it's my browser.

XJ6, have you seen my webpages on this build TONS more information

When I did mine I started with the stock Jag springs, they are 200# " each for a total of 400. the result was to stiff for the light Mustang so I adjusted from there and ended up with a single 300#" QA1 coil over.

probably but not without modification

I'm guessing you are from an english speaking place other than the US

probably but like the mustang it will need to be narrowed and lots of fabrication will be required.

Funny enough depending on your definition the earlier Jaguar IRS units (up into the mid 80s) are "American". The entire assemble was made by Spicer in the states and shipped overseas. All the bolts are SEA and the u-joints are a common ford size for the drive shaft and a common Chevy size for the half shafts. The center section is basically a modified version of the Dana44. Now that I have provided a little trivia let me answer your actual question. There are two reasons for the average person to use a jaguar IRS and a third reason I chose it. The common reasons are first, the XJ6 is fairly common and the unit is relatively inexpensive. More modern American made IRS units are easily twice the cost and way more complicated. Second the Jag unit is extremely effective while still being very simple. The simplicity allows you to change the width without messing up the suspension geometry. In fact the technique used by hotrodders to change the width (shorten or lengthen the half shafts and wishbones) is the same thing Jaguar did. The XKE IRS is way narrower then the XJ6. To accommodate the wider XJ6 Jaguar simply lengthened the wishbones and half shafts, no other modifications were required. The third reason that applies to me and maybe some other Mustangers is the IRS that Ford designed for the first generation Mustang and never put into production used a Jaguar center section so by going with the Jag unit I am honoring the original design to a small degree.

Thanks for the education, in all my years of my love affair with the automobile, never has there been a hint of the "American connection" in regards to the Jaguar irs. I couldn't believe my ears when I heard the details in your video so I played it back and used the cc to watch the words as well.@@dazecars

it really is an amazing rear end@@anthonyxuereb792

You can swap in Dana44 gears of your choosing

62

@dazecars I got a 67 and I'm going to see if I can put the jaguar IRS in it !

If you have not seen my web page on the subject that is where all the real detail and info is on my IRS install @@craizygolf1980

you what what they say about opinions... 😁

Yep us crazy Americans don’t know how to say it. 😂