Those are some STEEP gears!
Check your mounting bolt holes for the carrier.  The JAG carrier and ring gear have 7/16 holes while every other Dana 44 has 1/2 holes.  In short, I doubt it.  With the right equipment though, anything can be made to work.
Worst case is, you need a new carrier.

Last edited by 303Radar (8/03/2012 10:03 am)

A 1:1 for fifth is pretty common on a transmission which isn't a 6 speed.
Depending on your tire size and the power curve on your engine, you might feel sluggish at highway speeds without downshifting.  Unless you have short tires, you'd be at 1500 RPM @ 60 mph.  Not to be critical, just an observation.
I like to play around on Randy's Ring and Pinion Calculators when I'm bored http://www.ringpinion.com/Calculators/Calc_RPM.aspx#TireHeight
Granted, on any kind of road/rally course, I doubt you'd go past third gear.
Which first gear setup did you get?  From their application guide, looks like you can get as low as 4.41.

Sounds like a fun setup!

The fifth gear being a 1:1 is not uncommon.  There is two ways to come up with a tall high gear.   Overdrive the final drive faster than crank speed or the  Doug Nash method 4+1 type 5 speeds with a very low first and a 1 to 1 fifth. This was to be used with a numerically low R and P set of 2.75:1 or lower. This gave the same  wheel speed as a overdrive five speed with 3.75  rear end gears.
     
    The 1 to 1 fifth trans is more efficient than an overdrive type trans due to the fact they do not spin the drive shaft faster than the crankshaft speed and therefore they do not suffer the frictional loss related to the act of over driving the mass of drive shaft and pinion.  The decision to use taller rear end gears worked to improve the strength of the differential by the lower numeric R+P sets will generally have more teeth in contact at the same time.  ie.  a 3.0:1 may have 5 teeth engaged all the time but a 4.11:1 might have as few as 2.5 depending on how they go about obtaining the ratio. there are some small variations between manufacturers. Last of all the low numeric ratios are available in most wrecking yards that pedal early iron at dirt cheap prices.

   Another benefit of the old 4+1 trans was the fact that they were all close ratio transmissions.  The gears were as close as the old Muncie 21-22 close ratio boxes and that made them a serious contender on the drag strip.       The old Muncie close ratio boxes were the closest ratio boxes ever built for our domestic market
  With 2.20-1st, 1.64-2nd, 1.28-3rd and 1:1-4th  the RPM drop between shifts were very small and that made them ideal for drag racing..

     DNE or Doug Nash Engineering  went out of business from the 4+3 trans fiasco they built for the Corvette that never lived up to expectations and turned out to be weak and therefore  failure prone.
     
    Richmond gear now owns DNE's old  factory as well as their patents. Before their demise,  DNE built a 6 speed out of the old 4+1 with an extra over driven gear. This was a very strong trans that shifted great  but was too little too late to save the then finantionally doomed company.   Today Richmond still builds   4+1 in both wide and close ratios as well as the 6 speed now called the ROD or Richmond over drive.     These transmissions are based on the old DNE designs but will support near twice as much torque as the original designs.
   


        Now back to the topic you started with,  I am using a D 44 Jeep posi carrier with International Harvester3.50:1 gears and a companion flange that I made from scratch in a Jag XJ 6 differential housing.    Its been a while but as I recall the Jag companion flange will not work on any D 44 pinion splines which is why I machined my own.  However there are easier ways of attaching a drive shaft to a D 44 pinion. .  Other than what I mentioned the only thing required was the bearings and seals, with shims and crush collar outlined by Daze in the original IRS forum.  The only D44 ring and pinion that cannot be installed in a rear drive Jag housing is the ford reverse helix set for top pinion swing axle 4x4  D44's.   The only things to look out for on carriers  is the spline count in the side gears and getting the right series  for the ratio gears you choose.  The series indicates the off set of the mounting flange for the ring gear and that dictates which gears must be used on the carrier. There are three to choose from but I dont recall where the breaks occur in ratio's

   I am pretty sure the Jag ring gear uses 3/8 bolts and the dana uses 7/16 so if you have a Jag carrier with 2.88:1 gears all you would need to install the gear ratio's you mentioned is to drill out your Jag carrier to accept the 7/16 bolts..  The series carrier that accepts 2.88's will accept the gears you want or even lower

Last edited by tyrellracing (8/05/2012 3:34 am)

tyrellracing wrote:

I am pretty sure the Jag ring gear uses 3/8 bolts and the dana uses 7/16 so if you have a Jag carrier with 2.88:1 gears all you would need to install the gear ratio's you mentioned is to drill out your Jag carrier to accept the 7/16 bolts..  The series carrier that accepts 2.88's will accept the gears you want or even lower

Hi guys I'm new here but have been a Jag guy for years.

It's the other way around the Jag uses 7/16 and the Dana 44 is 3/8. I have seen guys use bushes in the Jag hemishphere and then use 3/8 bolts, don't much like this myself.

Also there is a Volvo pinion Yoke that will bolt to the jag driveshaft and Dana pinion don't know what Model it's off I was at my diff guy last week and he had another Jag diff he was putting Dana gear set in and said he used this Volvo yoke.

cheers
Warren

My bad   It has been too long ago  but I knew they were not the same I just got it backwards.  However I am sure that the Jag units use a coarse spline stub axle.  Unless you can find 30 spline stub axles you need to find the early coarse spline side gear carrier.  When I overhauled my differential I went with all dana internals so I did not have to worry about bolting up the worthless 2.88 gears to my series 2 locking carrier.  I just tossed the open carrier and 2.88 gear set in the scrap pile and didnt look back.

      Thats got to be a rare yoke on a metric volvo to work on a standard (inch) Dana 30 spline pinion.  I would like to see what kind of fit that combination produced.
   
  Finding Dana Yokes are easy, look under any 4x4 truck equiped with a D44 and you will find a yoke  The D44 has been used in so many applications that finding the 30 spline yoke  in all common u-joint sizes is easy as well.  . Best of all nearly all of them (except the earliest versions) use the seal that Daze described in the early forum.       However a companion flange like Jag uses is another deal entirely.  To the best of my knowledge there were no D44's originally set up with a 30 spline companion flange that is compatible with the Jag unit ever built. There may be an obscure Dana 208 or maybe 203 transfer case with a 30 spline  front drive companion flange that would have to be modified to work but I doubt it. 
      Since I did not want to use a yoke with their cheesy u-bolts I chose to machine a 30 spline companion flange and posted pictures of it over a year ago.  The companion flange method of mounting u-joints is considered superior to the yoke and U-bolt method for many reasons.  U-joint cap distortion is one of the most prominent.   Most vehicle manufacturors  abandoned the yoke and U-bolt method years ago

303Radar wrote:

19 spline is stock and I meant stub not half shafts for my 30 spline.  I wouldn't know where to get the 30 spline any more.  Much less chro-moly 30 spline stubs.  The last guy I knew who sold them went out of business.

I would think that any competent axle maker could make the stubs in 30 spline.

Shiny Side Up!
Bill