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joescoolcustoms
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PostPosted: Sat Dec 14, 2013 7:14 pm    Post subject: Reply with quote

johnwesley wrote:
Thanks! Is there a site that has that info?


This site. "Technical" then "VIN / Chassis Numbers" and click on Type 1.
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1975 Kombi
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PostPosted: Wed Jan 15, 2014 8:53 am    Post subject: Reply with quote

Double post.
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1975 Kombi
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PostPosted: Wed Jan 15, 2014 8:54 am    Post subject: Reply with quote

Is there a chart with all the gear ratios, diff ratios for all the transmissions. Just for comparison for the 1972 bus up to 1982 Vanagon air cooled.
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Vanapplebomb
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PostPosted: Thu Jan 23, 2014 9:32 pm    Post subject: Reply with quote

That would be nice to see. I have looked around, but haven't seen a pretty chart.
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Mal evolent
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PostPosted: Fri Jan 31, 2014 7:51 pm    Post subject: Reply with quote

Quote:
Is there a chart with all the gear ratios, diff ratios for all the transmissions. Just for comparison for the 1972 bus up to 1982 Vanagon air cooled.


http://www.ratwell.com/technical/Transaxle.html

http://www.thesamba.com/vw/forum/viewtopic.php?t=382831

http://www.thesamba.com/vw/forum/viewtopic.php?t=4...p;start=20
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jsturtlebuggy
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PostPosted: Sun Feb 23, 2014 8:14 pm    Post subject: Reply with quote

Here are a couple of pictures of the differences between what a nosecone shifter gear carrier and a side shifter gear carrier for and 091 transaxle.
(Note picture of nosecone shifter gear carrier is a 002 same as a 091 only shorter)

Notice the difference in the shift rails between the two. 091 sideshifter is on the right.
Image may have been reduced in size. Click image to view fullscreen.


Notice there is not any holes to mount the shift U bracket on the 091 on the right.
Image may have been reduced in size. Click image to view fullscreen.


To change over from side shift to nose cone shifter requires a complete disassembly of transaxle to change to earlier style 091 gear carrier and parts.
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jsturtlebuggy
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PostPosted: Sun Feb 23, 2014 8:32 pm    Post subject: Reply with quote

These pictures are to compare the differences between a 002 and 091 bell housings.
Overall they are the same height (thickness). Using a 091 bell housing does not add overall length to transaxle. Where difference in length between an 002 and a 091 is the gear carrier itself. Because the gears in the transmission part of transaxle are wider, gear carrier is approx. 7.5mm longer.
The 091 bell housing is deeper on the inside for the larger diameter 228mm clutch.
Outer diameter of 228mm flywheel is the same as type I 200mm 12volt flywheel.
Yes you can use a type I engine with using the 091 bell housing. You do have to use the starter for a 091 transaxle. The mainshaft (input shaft) may have to be shorten approx. 3/8in to keep from bottoming in end of type I crankshaft.
Image may have been reduced in size. Click image to view fullscreen.


In this picture you can see the difference for needing 10mm longer lower engine mounting studs. It is the same with the top two bolt needing to be 10mm longer too.
Image may have been reduced in size. Click image to view fullscreen.


This shows the differences in why you need a different starter for a 091 as it sits further away from ring gear.
Image may have been reduced in size. Click image to view fullscreen.

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jsturtlebuggy
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PostPosted: Sun Feb 23, 2014 8:51 pm    Post subject: Reply with quote

As VW engines increased in CCs the 1st gear was improved to handle the torque.
Pictured from top to bottom andleft to right are a 091/1 (094 style), 091, 002. The 002 mainshaft has been machined to use earlier style 113 gears and keyed shift hub.
Going from the early 113 10tooth to the 002 9tooth 1st gear on mainshaft was a vast improvement for breakage problems. It is a reason why the 002 shafts were machine to install the 113 gears to be able to use it in earlier trans.

Extra gear on end of 091/1 mainshaft is part of reverse gear system. All of reverse setup is outside of main case and under front cover.
Image may have been reduced in size. Click image to view fullscreen.

Image may have been reduced in size. Click image to view fullscreen.

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no1clyde
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PostPosted: Sun Feb 23, 2014 9:09 pm    Post subject: Reply with quote

Thank you jstrutlebuggy for that fine info.

Ed
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Vanapplebomb
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PostPosted: Mon Mar 03, 2014 12:21 pm    Post subject: Reply with quote

What do you guys think a working used water cooled vanagon 4 speed transmission is worth? I'm looking into getting one, but I have no idea what a price is.
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jsturtlebuggy
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PostPosted: Mon Mar 03, 2014 3:31 pm    Post subject: Reply with quote

The 091/1 4speed (commonly referred to as a 094. The 094 is the 5speedversion)
Really depends on what kind of mileage it has on it.
$100 to $450 are prices I am seeing. I have been lucky so far at finding them at the lower end of price market.
Price will go up as they become more viable with the 091s trans becoming scarcest.
Take the front cover off and bell housing and inspect for how much the mainshaft bearing has moved and the wear inside the front cover. Also look at the ring & pinion. Vanagons are heavy and using the wrong gear oil will wear thing out quickly.
At the present time they are cheaper than a 091 front nosecone shifter.
There is some very good threads in the Vanagon section here.
I replaced my 091 with a 091/1 for the gearing I was looking for and a full size reverse gear.
I also did some modifications for my purpose. I install the 091 clutch cross shaft arm (091/1 has hydraulic slave and would not fit for my installation) and the oil fill hole is in gear carrier on right side which I could not get to with it setting between frame horns. What I did was drill and tap a 3/8NPT in boss on left side (where you would find the fill hole on a 002/091 trans), and drill and tap 3/8NPT on the top for filling and checking gear oil level.
In the pictures I have cut off the top mounting points (not used in Vanagons) for clearance reason on my chassis.
Weddle's side shifter adapter is what I used along with a couple of 15mm by 3/4in U-joints from Weddle to connect to shift rod in tunnel.
It is working out well. Just have to remember reverse in now left and forward instead of left and back.
Not all 091/1 came with 4 spider gear differentials.

Image may have been reduced in size. Click image to view fullscreen.

Image may have been reduced in size. Click image to view fullscreen.

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Vanapplebomb
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PostPosted: Mon Mar 03, 2014 4:21 pm    Post subject: Reply with quote

Whoa, I actually did not know that some had 4 spider gears. I just assumed they all had the same differentials as the earlier 091s did.

That shifter has been looking good to me lately. I have been drawing up some ways to clone it. I'm sure I could make my own for about $10 in parts.

Did the 4 speeds come with different R&Ps?

Any inspirational photos of your installation you have to share?
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PostPosted: Tue Mar 04, 2014 6:31 pm    Post subject: Reply with quote

If you are finding them for 100 - 450 where you are, would 350 be a fair price up here (Michigan) in the Rust Belt?
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jsturtlebuggy
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PostPosted: Tue Mar 04, 2014 10:42 pm    Post subject: Reply with quote

I am in Northern California.
Price varies on mileage on them and where you can find them. Looking on Craigslist, Samba, you pull it wrecking yards are just some of the places you can find them.
With this bad weather this year there should be many wrecked ones available real soon.
It is like Subaru cars, where I am near snow country there are many in the wrecking yards and Craigslist. In Southern California not so much.
$350 would be a good price for a later model one.
Trans was used from 1983-1991 in USA. The later the better.
Ring & Pinion ratios I seen are 4.86 and 4.83. You can't always go by the code on trans case, as I have found 4.86 in what was suppose to have a 4.83.
Others are 4.57, 5.43, 5.50, 5.86 are shown as being in them too.
There is also the option of a locking differential.
If you are really interested in getting one get the Bentley Manual, the latest version you can get. They are available used from places like Amazon or E-bay.
Paul who goes by Gears on here in the Vanagon section has posted a lot of good information and pictures.
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Vanapplebomb
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PostPosted: Tue Mar 04, 2014 10:51 pm    Post subject: Reply with quote

Thanks for the info.

When you say late model, what exactly are you referring to? The year it was produced? I'm looking at one from an '85, fyi.
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jsturtlebuggy
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PostPosted: Tue Mar 04, 2014 11:27 pm    Post subject: Reply with quote

Later 1980s to 1991 is what I am meaning.
1985 should have the updates that were done at the factory.
If I am buying a used trans from somebody, I want to remove bell housing to see ring & pinion and take front cover off to inspect mainshaft bearing. I want to see if it worn out and or moving in gear carrier and eating into the front cover.
If they are not willing to do that, I would offer them less money. A replacement used R&P starts around $300 and up. Buses and Vanagon destroy R&P all the time. It why you always see any trans build saying core fee requires a good ring and pinion. The correct oil has to be used.
On Shop Talk Forums in the trans section you can also find a lot of good information about them. Some is geared toward the Syncro 4WD but can be applied to any Vanagon trans.

The reason I went with the Weddle side shifter is because it has been proven in off road racing. When you travel long distance like I do you want something that not going to come apart in the middle of nowhere.
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PostPosted: Tue Mar 04, 2014 11:38 pm    Post subject: Reply with quote

Awesome. Thanks for the information.

The transmission is still in a car with a blown engine. Scrapyard special. I will ask the guys at the recycling place if I can take the bell housing and front cover off to take a peek inside.

When it is off, how should I go about checking those bearings? Give the shaft a good push/pull? Look for pitting on bearing surfaces? As for the ring and pinion, check it for pits and chips?
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PostPosted: Thu Mar 06, 2014 10:27 pm    Post subject: Reply with quote

If you can move the mainshaft back and forth or see the bearing moving, it is worn.
These are picture of what you don't want to find. Pattern looks good until you get to outside edge of pinion and the inside of ring gear. Gear oil problem where you see the most load on R&P.
This is the kind of damage I have seen from using GL-4 rated instead of GL-5 rate gear oil in a Bus trans.
You can see a raised spot on pinion head where it pushed the metal out.
Image may have been reduced in size. Click image to view fullscreen.

Image may have been reduced in size. Click image to view fullscreen.

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PostPosted: Fri Mar 07, 2014 6:38 am    Post subject: Reply with quote

Nice clear pic, Joseph .. kinda messes with our brain showing the pinion on that side of the ring gear. But I understand why you did it .. so we can see the worn drive flank of both parts.

x2 on the GL4 in heavy vans comment. That's where I began seeing GL4 shortcomings, too. It seems (to me) that when the pinion bore gets worn, causing the mesh pattern to shift a tad from ideal, this is where GL5 continues to protect and GL4 doesn't.
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PostPosted: Fri Mar 07, 2014 12:14 pm    Post subject: Reply with quote

if you find a 1984 and later vanagon trans with the serial # that starts with ACW it should have the factory super diff . Most r/p are 4. 57 or 4.83 . Also the 1984 to 1991 have the strongest reverse gear.
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