TheSamba.com :: View topic - Type 2 transaxle gurus needed , 002 and 091 content .

Sun Nov 15, 2015 7:57 pm

Hello folks , I have been out of the aircooled scene for a little over 20 years . Even then I didn`t deal with the type 2 transaxles much but I am currently building a baja kinda like I had in high school , just a little better . Anyhow , enough of the old days . I am going to be running a bus transaxle for the strength and was going to use the 002 due to the lower final drive gearing . I have every intention to run an LSD diff in it , but finding one of those these days is almost impossible . I was looking around the other night and read that the 091 diff that peliquin makes was said to fit the 002 . I found some old part numbers and the only difference between the one for the 091 and the 002 was the last digit in the part number and it was a letter , I think one was E and the other was N . My question is what differences are there between the 002 and 091 other than the obvious ribs of the case , final drive ratio ? Do they measure the same across the drive flanges , use the same spline flanges , things like that . Any help and information would be most appreciated .

Sun Nov 15, 2015 11:57 pm

You just need the 091 side adjusters, side bearings, and flanges etc. to install the 091 diff.

Mon Nov 16, 2015 6:01 pm

The most common 002 Bus trans have 5.38, and 4.86 ring & pinions. The most common 091's have a 4.57 r & p. The overall ratios of 1st through 4th are very similar in all three. The 002 trans share a lot with the Beetle trans as far as 1-4 gear internals, where as the 091 is different. The 091 is a later design, and has many factory upgrades to make it more durable. The CV cups still accept a 100 joint, but the 091 has larger/heavier diff internals/output shafts.

Tue Nov 17, 2015 6:22 pm

Thank you both for the info . I should be able to make all this work out just fine .

Tue Nov 17, 2015 7:29 pm

Another option you may want to consider is using a 091/1 4speed or 094 5speed Vanagon transaxle. They are little longer then the 002/091 transaxles, but had a option of a locking differential.
It may be even something you could engineer into a 002 or 091 trans case.

Here a picture of a 091, 091/1, and a 094 5speed. I am using the 094 in my street legal Manxter Dual Sport buggy. Did have to do some modifications to chassis and use the Weddle side shifter using a couple of U-joints and made it connect to the stock shift shaft in the tunnel.

Sat Nov 21, 2015 9:14 am

If practical, I would like to use a petrol-engined, VW 1900 Vanagon's optional 094 five-speed transaxle, in conjunction with the substitute VW 1900 Type 4 style hybrid air-cooled engine, in my 1973 VW "1600" Type 2 Westfalia Continental campervan.

Looking at the VW 1900 Vanagon's engine and 094 five-speed transaxle specifications, I believe the combined gear & final-drive ratios would be ideally suited to my application.

Using standard 185 R14C tyres, the overall effective gearing for the five-speed transaxle's 1st gear, would be similar to that of my 1973 VW 1600 Type 2's original four-speed transaxle.

Using standard 185 R14C tyres, the overall effective gearing for the five-speed transaxle's 5th gear, would be almost identical to that of a 1976~79 VW 2000 Type 2's four-speed transaxle, with original final drive ratio and substituted 0·82 (instead of 0·88) 4th gear ratio, as used by James P. Hayden.

These would give a good spread of gears for all types of driving, ranging from ultra-steep hill roads of 1-in-2½ gradient, to high-speed (i.e. circa 80 mph) motorways, autoroutes & autobahns, etc.

As a general summary, the 1972~79 VW 1600 & 17/18/2000 Type 2 models, with 4-speed manual transmission, plus 1983~92 VW Vanagon models, with 5-speed manual transmission, tend to have either of following combinations of overall gear ratios (i.e. individual gear ratios x final-drive ratio):

Gear Identity R 1st 2nd 3rd 4th 5th

A.C., 50 bhp, 1584 cc, petrol (1972~75) 22•26 22•26 12•07 7•38 4•80 N.A. [mountain ratio final drive]

A.C., 50 bhp, 1584 cc, petrol (1972~75) 20•63 20•63 11•18 6•84 4•45 N.A.

A.C., 66 bhp, 1679 cc, petrol (1972~73) 20•42 20•42 11•07 6•77 4•41 N.A.

A.C., 68 bhp, 1795 cc, petrol (1974~75) 18•36 18•36 10•01 6•12 4•32 N.A.

A.C., 70 bhp, 1970 cc, petrol (1976~79) 17•3 17•3 9•42 5•76 4•04 N.A.

A.C. ? bhp, 2260 cc, petrol (1972) 17•3 17•3 9•42 5•76 3•75 N.A. [James P. Hayden]

W.C., 48 bhp, 1588 cc, diesel 19•93 21•32 12•65 8•04 5•54 4•18

W.C., 57 bhp, 1715 cc, diesel 20•19 22•61 12•82 8•14 6•16 4•24

W.C., 78 bhp, 1913 cc petrol 17•73 19•85 11•25 7•15 4•93 3•72

W.C., 70 bhp, 1588 cc, turbodiesel 17•73 19•85 11•25 7•15 4•93 3•96

W.C., 112 bhp, 2109 cc, petrol-EFI 16•77 18•78 10•65 6•76 4•66 3•75

Sat Nov 21, 2015 11:30 am

The 094 is longer then by approx. 2in then an 091 trans. The conversion isis something that can be done. It may push your engine towards the rear a little.
I built my 5speed from a 091/1 4speed that had a bad Ring & Pinion.
https://weddleindustries.com/product/1005442 Using the kit that Weddle sells for converting the 091/1 to a 5speed.

Mine is in a dune buggy with a 2.5L Subaru engine using 33in tires.
The ratios I have are 1st 4.11, 2nd 2.33, 3rd 1.48, 4th 1.02, 5th .85, Ring & Pinion 4.57.
2nd and 3rd gear are part of mainshaft. There are two mainshaft available, with either a 2.13 or 2.33 2nd gear.
I like it. I now have a lower geared 1st gear and 5th allows for lower RPMs at cruising speeds.
Also reverse gear is a lot stronger and has a synchronizer for it.

Sat Nov 21, 2015 1:03 pm

Also the shift linkage will need some fabrication because it in a different place on the transaxle. Instead of coming out the front the 094 is a side shifter out of the main case.
Shift linkage would need to be under the torsion housing instead of being on top.
I would recommend finding a Vanagon manual. In it there are pictures showing how it works and mounts to side of trans. You may be able to find the linkage in a car salvage yard.
The linkage I have is from Weddle and it moved the linkage to the top.

Mon Nov 23, 2015 9:47 am

jsturtlebuggy wrote: The 094 is longer then by approx. 2in then an 091 trans. The conversion isis something that can be done. It may push your engine towards the rear a little.
I built my 5speed from a 091/1 4speed that had a bad Ring & Pinion.
https://weddleindustries.com/product/1005442 Using the kit that Weddle sells for converting the 091/1 to a 5speed.

According to the link, this product is intended to convert a VW Vanagon's four-speed 094 transaxle, into a five-speed tranaxle.

At US$1795 (i.e. much more than £1000 :shock: ), it would probably be cheaper to find a decent second-hand five-speed transaxle from Europe, South Africa or elsewhere.

Mon Nov 23, 2015 2:45 pm

Yes it is. There a reason for it. Finding a 5speed Vanagon transaxle in the USA is like trying to find Hen's teeth.
Canada has them, so does Australia. I gave up trying to find one here. My friends in Australia ask me how many do I want and they would ship me one. Shipping was to expensive for me, so going with the Weddle setup was cost effective for me as the 4speed with the bad R&P was a good deal at $75 at the pick your own parts yard.
Best wishes for finding what you want.

Also remember if you find a used one it going to have worn parts. Weddle and Go Westy have upgraded parts for them.

Fri Nov 27, 2015 7:46 am

jsturtlebuggy wrote: Yes it is. There a reason for it. Finding a 5speed Vanagon transaxle in the USA is like trying to find Hen's teeth.
Canada has them, so does Australia. I gave up trying to find one here. My friends in Australia ask me how many do I want and they would ship me one. Shipping was to expensive for me, so going with the Weddle setup was cost effective for me as the 4speed with the bad R&P was a good deal at $75 at the pick your own parts yard.
Best wishes for finding what you want.

Also remember if you find a used one it going to have worn parts. Weddle and Go Westy have upgraded parts for them.

This is a "strange" state of affairs, because when it came to 1968~79 VW Type 2 equipment & specifications, USA spec vehicles seemed to be equipped as standard, with many of the "goodies" which were absent from British spec vehicles and in many cases these were not even available as factory-fitted, extra-cost options.

Here, the five-speed transaxles were factory-fitted as standard, to vehicles with the 2·1 litre, flat-four, water-cooled petrol engine and the 1·6 litre, in-line-four, water-cooled turbo-diesel engine, but on these, the 5th gear ratio was 0·82 rather than 0·77, as used in the optional five-speed transaxles for the 1·9 litre, flat-four, water-cooled petrol engine and the 1·6 litre & 1·7 litre in-line-four, water-cooled diesel engine.

1983~92 VW Type 25 (aka Transporter T3 or Vanagon), 5-speed transaxle, schematic cross-section and gear-lever positions for neutral, reverse and 1st to 5th gears.