Jaguar independent rear suspension

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First generation Jaguar IRS unit
Jaguar's independent rear suspension (IRS) unit has been a common component of a number of Jaguar's production cars since 1961. When first introduced, it was relatively rare for British cars to have independently sprung rear wheels, as most production cars at that time used live axles. Independent suspension systems offer the advantage of lower unsprung weight which improves roadholding. When properly designed, as in the Jaguar, such systems maintain the roadwheels perpendicular to the road surface further improving roadholding. The reduction in transfer of vertical undulations in road surface to the vehicle body also provides a smoother ride.
It is a self-contained unit that includes the differential (final drive) and on each side; a lower link, a combined drive shaft and upper link, two spring and damper units, a disc brake unit and a radius arm. The IRS is built around a fabricated steel crossbeam that allows it to be relatively easily removed from the vehicle as a complete assembly. This feature has made it suitable for adaptation as a non-standard component on other vehicles. The assembly was manufactured in three different widths for fitting to different car models.
As of 2009, the third generation IRS is the current specification. The three generations overlap due to their being used in both full size and sports model ranges that have been updated at different times. The modern S-Type and XF models, although they are also rear wheel drive with independent suspension, use the Ford DEW98 platform so are not covered in this description of Jaguar's in-house engineering.
Contents
1 First Generation IRS (1961-1996)
1.1 Development
1.2 Description
1.3 Geometry
1.4 Springs and Suppression of Vibration
1.5 Brakes
1.6 Original Applications
1.7 Non-Original Applications
2 Second Generation IRS (1986-2006)
2.1 Original Applications
2.2 Non-Original Applications
3 Third Generation IRS (2003 onward)
4 Timeline
5 References
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First Generation IRS (1961-1996)
Development
Jaguar's first IRS system took five years to develop. A Mark 2 saloon fitted with a prototype IRS demonstrated a reduction in unsprung weight of 190lb (86kg) compared with a live axle. Its first production application was in the E-Type when it was launched in 1961. It continued to be updated and used until production of the XJS ended in 1996.
Description
The complete rear suspension assembly is carried in a fabricated steel crossbeam, which is attached to the vehicle body by four rubber vee-blocks. The rear wheels are located transversely by a top link and lower link. The top link is the driving half-shaft with a universal joint at each end. The lower link pivots adjacent to the differential casing and at the wheel hub casting. The pivot bearings at each end of the lower link are widely spaced so as to provide maximum longitudinal rigidity. Suspension is provided by two short coil spring and damper units on each side of the differential casing (four in total); the spring and damper units attach to the crossbeam at the top and the lower link at the bottom. The crossbeam is located by two radius arms (not shown) which run forward from each lower link to a point on the vehicle body, pivoted at each end via rubber bushes.

Partially sectioned diagram of the first generation IRS
Geometry
The basic geometry is similar to that of a double wishbone layout. However, the Jaguar engineers made the fixed-length driveshafts (green in the diagram above) perform the function of the upper wishbones. The inner and outer universal joints of the driveshafts act as the inner and outer pivots of the upper suspension links. The lower links (cyan in the diagram above) are fabricated steel components, attached by pivot bearings at the inner end to the differential (final drive). The outer ends of the lower links are attached by pivot bearings to cast aluminium hub carriers (purple in the diagram above). Both ends of the lower links are forked, so that the front and rear pivots at each end are spaced as far apart as possible. This prevents the hub carrier twisting relative to the differential and is necessary because, with driveshafts as the upper suspension links, the top of the hub carrier has no other way of resisting fore-and-aft movement.
The differential itself (blue in the diagram above) is a Salisbury 4HU unit, with a hypoid spiral bevel gear. It provides final drive reduction with a ratio ranging from 2.88:1 to 3.54:1, depending upon the Jaguar model. A limited slip differential was standard on some models and optional on others.
Additional fore-and-aft location is provided by radius arms that attach to the lower links just outboard of the bottom spring mountings. These trailing arms transfer acceleration and braking...(and so on) To get More information , you can visit some products about button cell batteries, paver stones, . The products should be show more here!