WHY ARE THESE TRANS SO POPULAR AND WHAT OTHER TRANS CAN BE USED THAT COST LESS?
Many years ago some very wise men with names like Weddle and Mendeola decided that the basic VW design was a great platform for creating performance transaxles. They invested MILLIONS of dollars (and continue to) on research and development, equipment and machinery, and a ton of SWEAT and TEARS. The result was a HUGE variety of GEAR RATIOS that allows trans builder like us to design and build a trans that allow your engine to RUN AT IT”S BEST! The job of the trans is to get the best performance out of the motor for a given usage. IF YOU CANNOT PURCHASE a good variety of GEAR RATIOs ( including ring and pinions) for the trans you are considering you will be VERY DISAPPOINTED with ther outcome or may NEVER know the true performance of your engine. We hear about it most every day so don’t waste your time and money.
WHAT IS THE HISTORY OF THE VW TRANS WE SERVICE AND SELL?
While we do a few split case trans from the 50’s the products listed on this website were produced from the 60’s through the 80’s. Simply put it begins with the BUG type 1 SWING axle trans that has the same basic gear ratios used for these years and a 4.37 ring and pinion. The BUS tyoe 2 trans incorporated gear reduction boxes with the same basic trans to handle the heavy load and bread box design.
In 1968 the BUS type 2 trans was manufactured using the swing style ring and pinion and a 3 rib case with acorn nuts and side plates with a 5.38 ring and pinion. In 1969 the BUS type 2 trans was redesigned to incorporate diff side adjusters and a new pinion retainer nut. That design was used through the 90’s. In 1974 the ring and pinion was changed to a 4.86 since a more powerful motor was added. 1976 through the 80’s brought a 4.57 ring and pinion for ther gasoline powerplants.
Mean while the type 1 BUG trans was also changing from a swing axle to IRS, 1969, and the ring and pinion went to a 4.12 and eventually a 3.88 with the introduction of the Superbeetle. Another noted change was from a keyed mainshaft to a spilned mainshaft normally referred to as EARLY and LATE style.
NEVER ASSUME YOU VW TRANS IS ORIGINAL! If Tu know it is that is GREAT! BUT we see BUG trans is BUSes, BUS trans in BUGS, 68’s in 66’s, 74’s in 79’s ALL THE TIME!
WHAT IS THE BEST WAY TO MOUNT A VW BUS TRANS FOR A HIGH PERFORMANCE APPLICATION?
We prefer to use a FOUR point mount that sandwiches between the gear carrier and main case (requires some percision machine work) and the main case and bellhousing. The mount set and machine work add $200 to the cost of your trans.
WHY DO I NEED A SUPERDIF?
A Superdif is a new diff housing that holds 4 spider gears. The stock diff has only 2 spider gears and that is just not enough to hold over 100 HP.
CAN A SIDE SHIFTED 091 BE CONVERTED TO A NOSE CONE SHIFTED TRANS?
Yes and NO. If the side shifter is in the case it cannot be converted.
If the side shifter on the side of the gear carrier, up front, it can be converted IF you have a nose cone, a new gear carrier (aka intermediate case) and ALL the internal shifting parts.
In other words you need another nose cone shifted 091! Parts are not easily available and your overall costs will increase if you convert a 80-83 091 to a 76-79 091.
WHAT OIL SHOULD I USE FOR MY TRANS?
The best you can afford for the application you have. We sell Synergyn Oil and Lucas Oil. We stock both mineral based 80-90 gear oil for stock applications and synthetic based 85-140 Synergyn II RACE Oil for modifided trans, as well as a variety of Lucas gear oil for Weddle, PBS and Mendeola gear boxes.
Contact us using the Contact Form or call him with any questions, anytime: 602.670.0192