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| Moderated by: Greg Fletcher | Page: 1 2   |
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| Rear Ends | Rating: 
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| Posted: 03-13-2007 05:03 pm |
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1st Post |
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Ron Earp Member 
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At the prompting of another member on some parts I've started to think about what it'll take to get the JH back to running order. Clearly I have a lot of hurdles with the transmission, chassis, driveshaft, etc. but one thing that I'll need to repair is the rear end. Does anyone know if pinon gears, ring gears, seals, bearings, etc are available for the rear ends? My housing has had some modifications for the panhard rod so if I could keep that housing and replace all the components then it'll probably be a lot easier. We'll also adapt an LSD to the unit as well, ain't running a welded any longer if I can avoid it. Thanks, Ron
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| Posted: 03-13-2007 08:22 pm |
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2nd Post |
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jgreen Member
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Ron, I had to completely rebuild my rear end. I called Delta, which had access to about 90 percent of the bearings ( except Spider bearings), they even had a new gear and pinion but the cost was astronomical. I ended up buying a used rear end from a parts car and assembled a decent rear end from the new and used parts together. Delta still sells a shim kit for the differential. If I remember correctly, all the small bearings and gears came to about $400.00 and the Pinion Gear was over $300.00 itself. I am on a business trip but could give you a detailed lists of my parts costs when I get back.
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| Posted: 03-14-2007 05:09 pm |
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3rd Post |
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Jensen Healey Super Moderator 
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I was talking to a guy who maintains a fleet of classic race cars. He said our diff was used in lots of British cars and the internals are interchangeable between same series diffs. Our conversation was about changing the final drive ratio. Did Salisbury manufacture the JH diff? Kurt
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| Posted: 03-15-2007 11:28 pm |
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4th Post |
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Ron Earp Member
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I think it is Vaxhaul, but it could be Salisbury. They were used in a lot of other cars - all over in the UK. I might have some of my UK contacts see about rebuild kits, but I can get a lot of what is needed from Delta and might be able to salvage a R&P out of a axle I have here. Ron Last edited on 03-15-2007 11:28 pm by Ron Earp |
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| Posted: 05-05-2007 01:37 am |
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5th Post |
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jimdouglas Member
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It's a Vauxhall rear end Sailisbury rears were used on the Droop Snoot Firenza's as the original Vauxhall 's were weak. The orignial limited slip rear is a cone type with springs.
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| Posted: 05-05-2007 10:41 am |
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6th Post |
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Tony Hollart Member
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I purchased a LJ Torana Diff to see if it would fit into the JH, because the Torana was derived from the HB Viva the diff was same width as the JH and look similar in many aspects but on overall consideration I did not try to fit and have onsold the diff. The half shafts were real heavy duty featuring 5 stud hubs. Thought this may be a easy way to get slightly higher overall gear ratio from the 4 speed but without having to go to a 5 speed. Tony H. Attachment: lj torana diff.JPG (Downloaded 451 times) Last edited on 05-05-2007 10:46 am by Tony Hollart |
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| Posted: 05-06-2007 12:47 pm |
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7th Post |
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Ron Earp Member
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Tony, What was your goal? The four speed has a numerically higher rear end when compared to the five speed rear end. Ron
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| Posted: 05-07-2007 11:27 am |
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8th Post |
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Tony Hollart Member
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My aim was to get a slightly higher ratio in 4th gear, at 100 kmph my car pulls about 3400 rpm. This is bit buzzy and I thought with a slightly taller diff ( 3.08 to 1 ) I might achieve this by installing a $ 150 diff rather than a $2000 5 speed gearbox. I think the ideal would be a the JH 5 speeds diff at 3.55 to 1, used with the 4 speed gear box would cut down the revs to 3000 rpm, still in the good tourqe range for the engine but not revving as hard. Problem is the 5 speed JH are not that common round here and classic cars are experiencing somewhat of a resurgence and not that many end up being wrecked to donate just a diff. My spare diff in the picture is out of a Viva Magnum 1800, which has a slightly different hand brake arrangement but is essentially the same as on my 1974 JH. The Torana Diff would be useful for those who end up with more horse power and torque from either a 2.2 l engine upgrade or a complete engine swap. The XU1 Torana had much success in the hands of the late Peter Brock on Mt Panorama and other circuit racing in Australia. With both the Torana and the JH using much of the components from the HB and HC Viva range it was always going to be a close but not a drop in replacement. Could look at this a 5 speed box from a VK Commodore, very common and GM did not build any lemons did they? Thanks for you interest. Tony H. Attachment: commodore 5 speed box.jpg (Downloaded 90 times) Last edited on 05-07-2007 11:52 am by Tony Hollart |
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| Posted: 05-28-2007 05:19 pm |
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9th Post |
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Ian Brooks Member
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Hi , am doing a frame up restoration which will include a toyota 5 speed tranny& would like to find a jh 5 speed rear end.Just curious for those in the know whether there are any identifying marks or ways which will determine if a rear end is 4 or 5 speed other than taking someones word for it.Thanks Ian
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| Posted: 05-29-2007 11:30 am |
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10th Post |
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Tony Hollart Member
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To confirm the differential ratio, lock one side of the diff so does not turn, turn the diff input (DI) a certain number of time while you have the other person count the number of times the free side (FS) turns. Then divide the number of turns the hub has done by two and divide into the number of input turns. The divide by 2 is because the diff is stopped from turning on one side and this makes the free side rotate at twice the normal speed. Diff ratio = DI / (FS x 1/2) DR = 20 / ( 12 x 0.5 ) = 20 / 6 = 3.333
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| Posted: 05-29-2007 02:47 pm |
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11th Post |
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Judson Manning Member 
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You don't want to run the 5sp RE with the Toyota W58 5-speed. The W58 has a .78:1 overdrive and 3.29:1 first gear which is WAY too tall for the 3.45 RE. The W58 first gear is actually lower than the JH 4sp which helps at traffic lights when coupled with the 3.73 RE (i.e. early BMW M3). Even with my 2.2, the only time I shift to 5th is above 75mph. While dropping those revs on the Interstate is a good idea, you don't want to go too far. My wife's Honda Accord with a 2.3 ran at roughly 3500rpm at 80mph and got great milage. Likewise my 2.2 w/ a 4sp RE runs about the same. Keep in mind I can put my foot into it and be at 100mph by 4000rpm in no-time. Finding a 5sp in good condition is also harder than a 4sp. Don't forget that replacement part are almost non-existant. Alternatively, if money is no object, install an S10 2x4 axle with LSD, disc brakes, 3-link and panhard rod.
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| Posted: 05-31-2007 03:36 pm |
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12th Post |
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Ian Brooks Member
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Thanks for the info,good to know.I am doing the 2.2 rebuild so my thought was to lower the rpm at higher speeds within the speed limits of course!.ALSO i have 3 4spd rear-ends so plenty of parts.I do however like the idea of the s-10 rear end with the lsd & discs.When you say if money is no object ,is there a lot of time & modification to make that work or is the whole assembly costly to start with,also what year,s would work with the jh.Thanks Ian
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| Posted: 05-31-2007 04:30 pm |
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13th Post |
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Pat Connor Member 
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I wonder why anyone who needs a new rearend and is not restricted by rules does not use the GMC 7.625" axel available in all S10 and S15 pickups. There are many available in wrecking yards at very reasonable prices, mine was under $300. It is vitually the same width as the Jensen rear and has many gear ratio's and LSD's available. It will require going to a four link and panhard rod setup but allows use of the Jensen lower links and spring setup.
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| Posted: 05-31-2007 04:51 pm |
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14th Post |
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Joel Member
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Pat, do you have pictures of your setup?
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| Posted: 05-31-2007 05:42 pm |
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15th Post |
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Ian Brooks Member
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Pat ,would you mind explaining the 4 link,& panhard system to a novice,not sure what that is & what would it take to accomodate the 4 bolt lug pattern.& any reccomendations of ratio,s to go with a 2.2 rebuild with the 5speed toyota tranny.Thanks Ian
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| Posted: 05-31-2007 05:43 pm |
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16th Post |
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Ian Brooks Member
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Pat ,would you mind explaining the 4 link,& panhard system to a novice,not sure what that is & what would it take to accomodate the 4 bolt lug pattern.& any reccomendations of ratio,s to go with a 2.2 rebuild with the 5speed toyota tranny.Thanks Ian
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| Posted: 05-31-2007 07:57 pm |
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17th Post |
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Judson Manning Member
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Typical 3-link w/ panhard rod. This setup if for the Prod car using the 59-1/2" wide (SCCA legal) Toyota 4x4 axle with 8" ring gear. The 54" S10 2x4 axle is a much better choice for a street car. Attachment: 3_link.640.jpg (Downloaded 147 times) Last edited on 05-31-2007 07:59 pm by Judson Manning |
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| Posted: 05-31-2007 07:58 pm |
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18th Post |
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Judson Manning Member
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2nd photo of 3-link. And yes, this is a custom fab job ranking very high on Greg's Vino difficulty scale. Attachment: 3_link2.640.jpg (Downloaded 140 times)
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| Posted: 05-31-2007 08:18 pm |
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19th Post |
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Joel Member
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too much vino for me!
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| Posted: 06-01-2007 04:19 am |
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20th Post |
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Ian Brooks Member
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looks like a case of vino to me but i,m game .Is that a better set up than the sway bar I was going to install,bearing in mind i,m not going to be racing with it but will want to have some occaisional fun especially on the 90 mile winding hilly drive I often do.Got any pics of the hub set up? Ian
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