Volkswagen Transaxle
Transaxle
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The VW transaxle is/was an incredible invention. It allows for independent suspension for all four wheels and works well with the the low output aircooled VW powerplants. The stock VW transaxles are able to take a lot of abuse and can be built to withstand high horsepower and heavy off road abuse. But for those that wish to run higher output engines, larger tires and/or plan on abusing their auto off road, there are transmission upgrades available and strong enough for these needs.
Synthetic Gear Oil
Run it! There is really no drawback to using synthetic gear oil in your transmission. It provides better lubrication, provides a slight increase in fuel efficiency, helps easy shifting and makes cold starts much easier. If you have a new transmission, you should wait about 6000 miles before using synthetic oil to allow for a proper break in.
Stock VW Transmissions
Type I (Sedan (Beetle or Bug) or Karmann Ghia) & III
6v Swing Axle Trans |
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12v Swing Axle Trans |
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Early IRS Trans ('69 - 70) |
4.12 R&P |
Late IRS Trans ('71 - 72) |
3.88 R&P; 72 is a transitional year, use with 38 tooth 1st gear; two side covers |
Late IRS Trans ('73 - Later) |
includes late 72, use with a 34 tooth 1st gear; one side cover; 002 Bus type gears |
Type II (Transporter, Pick-up, Crew Cab, or Bus)
6v Swing Trans Early Bus |
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12v Swing Trans Early Bus |
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Early 68 002 IRS Bus | 3 Rib; narrow case and early gearset design; easy to recognize because it has acorn nuts around the drive flanges; weak transmission; limited parts availability; prior to 11/68 |
'68 - 70 002 IRS Bus Trans |
3 Rib; called a 113 type Bus trans; starting 11/68 |
'71 only 002 IRS Bus |
3 Rib; later 1971+ transmissions use a guide around the impeller shaft to align the throw-out bearing and therefore require a different pressure plate than earlier 71 and before transmissions. |
'72 - 74 002 IRS Bus |
3 Rib |
1973-75 automatic | 4.45:1 final-drive ratio |
'74-75 002 IRS Bus Trans |
5 Rib; aka pyramid case |
'76 - 79 091 IRS Bus Trans |
6 Rib; 4.56 R&P; considered to be the strongest stock VW transmission |
'80 - 82 091 Vanagon |
Aircoolled engine; Side Shift Vanagons with the T4 engine; Essentially the same as the Bus 091 and can be converted to nose shift |
'83 - Later Vanagon |
Waterboxer engine; Mid Shift Vanagons; cannot be converted to nose shift |
094 Synchro 4x4 | Rare in USA |
Three-Rib Transmission - Early style of Type II Bus transmission used from about 1968-’73 - 3 Rib; 5.38 (Also 5.42, but it is pretty rare) R&P; no mounting ears on top of the bellhousing
Five-Rib Transmission - Type II transmission made from 1974-’75 - 5-Ribs; 4.86 R&P
A Type I Trans uses the same gearset as the 3 rib and 5 rib Type II trans so they can be built to handle about 160/200HP however they only have a 6" ring gear (its weak link). The Type II Trans is preferred because it has a 8" ring gear.
The Type II 6 rib transmission is said to be able to handle 300 horsepower.
The Type I Trans can be used for mid engine applications by
flipping the ring gear and the Type II Trans cannot. You can flip the Type
II trans upside down for a mid engine configuration, but you will
need to make a few modifications for this application to work.
Transmission Glossary
Term | Definition |
002 differential |
The type of differential used in Three- and Five-rib Bus transmissions. |
091 differential |
Considered heavier and stronger than a 002, this differential is used in late style Type II transmissions from 1976. |
Anti Shocker |
Device used to slow the travel of the clutch arm/pressure plate and to take the shock off of a transmission in drag race type starts. |
Ball Bearings |
Round bearings used in various places in VW transmissions. |
Cone Washer |
Concave washer used on mainshaft on early Type I transmissions and Three-rib Type II transmissions. |
Coupler |
Gear that couples the input shaft and mainshaft together in all VW transmissions. Also has external teeth to drive the reverse idler shaft. |
CV bells |
Output final drive flanges for constant velocity joints |
CV joint |
Constant velocity joint (see sidebar) |
Detent balls |
Used to hold shift rails in position |
End Gears |
Sometimes called axle gears, these are the outer gears in the differential. |
Five-Rib Transmission |
Type II transmission made from 1974-’75 |
Flanges |
See CV bells |
Four-Bolt Housing |
Early type of transmission case used in Type I transmissions. |
Gear Carrier Housing |
Sometimes called intermediate housing. This is the next section of a VW transmission behind the nose cone. |
Gear Ratios |
Driven gear divided by drive gear. Example: First gear is 10 tooth drive and 38 driven. Divide 38 by 10 to equal 3.80 |
Gear Selector |
The main shift fork some times called a “hockey stick.” |
Guide Tube |
Tube for the throw-out bearing to ride on. Used in various VW transmissions |
Hydraulic Slave Cylinders |
Clutch actuating cylinder used with a clutch master cylinder to release the clutch and pressure plate |
Input Shaft |
Splined shaft that the center of the clutch disc rides on and is the first input shaft of a VW transmission |
Input Shaft Coupler Gear |
See Coupler Gear |
Intermediate Housing |
See Gear Carrier Housing |
IRS |
Independent Rear Suspension The type of suspension and transmission VW used from 1970 up. Before that VW used a Swingaxle suspension and transmission. |
Mainshaft |
Top shaft in a VW transmission. Contains half of the 1st-4th gearset. |
Needle Bearings |
Long small bearings used in various places in VW transmissions. |
Nosecone |
The front or first section of a VW transmission which contains the main shift fork, sometimes called a “hockey stick” |
Operating Sleeves |
Round rings with teeth on the inside and are what is shifted when you go into any forward gears. |
One-Ringed Side Cover |
A IRS transmission with one ring cast into the outside of the differential cover. |
One-Sided Case |
AIRS transmission case that only has one unboltable side cover. The early ones had two. |
Output Flanges |
See CV bells |
Output Splines |
The splines that the CV bells go onto. |
Pinion |
One half of a gearset. The “ring” gear is the other half. This is the final drive of a VW transmission. |
Pinion Depth |
Distance of the pinion into the ring gear in the final drive section. |
Pinion Shaft |
Bottom shaft in a VW transmission. Contains the other half of the gearset, plus the pinion gear for the final drive. |
Pressure Plate |
Mechanism that applies force to the clutch disc and flywheel to turn the input shaft of a transmission |
Reduction Gearbox |
Old-style Bus transmission that further reduced the final drive by having another set of gears next to the wheels. These outer sets of gears were in housings and called “gear reduction” boxes. |
Reverse Gear Holder Setup |
The fork that supports the reverse idler gear. |
Rhino Case |
Aftermarket braced Type I VW transmission case. |
Ring and Pinion |
Final drive set of gears used to lower the overall ratio of a transmission. |
Six-Rib Transmission |
Later style VW Type II transmission from 1976 |
Snap Rings |
Used to keep bearings and gears from coming off of shafts |
Spider Gears |
The small set of gears in differential. They look somewhat like a spider, hence the name. |
Swingaxle |
Early type of suspension and transaxle VW used. Until about 1969 |
Three-Rib Transmission |
Early style of Type II Bus transmission used from about 1968-’73 |
Throwout Bearing |
Bearing that pushes in the pressure plate. |
Transaxle |
Term used for transmission and rear axle as one unit. |
Two-Ringed Side Cover |
IRS transmission side cover that has two rings cast into it. |
Two-Sided Case |
VW transmission Type I case that has two unboltable side covers. (all swingaxles and IRS up to 1973). |
VW Transmission Codes
Type 1, 181 and 3w
Code | Engine Mate | Final Drive | Model |
AA | 1200 | 4.375 | From Chassis Number 0981810 |
AB | 1300 | 4.375 | Up to 1970 |
AC | 1500 | 4.125 | On some 1300 from 1971 |
AD | 1200 | 4.375 | Limited Slip Diff. (LSD) |
AE | 1300 | 4.375 | With LSD |
AF | 1500 | 4.125 | LSD to 1970 |
AG | 1200 | 4.375 | Used on Type 147 |
AH | 1500 | 4.125 | IRS from 1969 |
1600 | 4.125 | 1970-’71 | |
AK | 1500 | 3.875 | Type 181 to 1970 |
1600 | 3.875 | Type 181 from 1971 | |
AL | 1500 | 3.875 | Type 181 with LSD to 1970 |
1600 | 3.875 | Type 181 with IRS and LSD from 1971 | |
AM | 1300 | 4.375 | Sedan and Vert from 1971 |
AN | 1600 | 3.875 | KG with IRS from 1971 |
AO | 1300 | 3.875 | KG from 1971 |
AP | 1300 | 4.375 | LSD from 1970-’71 |
AQ | 1600 | 4.125 | LSD from 1971-1972 |
AR | 1600 | 3.875 | KG with LSD from 1971 |
AS | 1600 | 3.875 | Type I from 1973 |
AT | 1600 | 3.875 | Type 1303 and Verts from 1973 |
AU | 1600 | 3.875 | Type 1303 with LSD from 1973 |
BA | 1300/1500 | 4.375 | Auto-stick from 1969-’70 |
BC | 1300/1500 | 4.375 | Auto-stick from 1969-’70 with LSD |
BE | 1600 | 4.125 | Auto-stick from 1971-’72 |
BF | 1600 | 4.125 | Auto-stick from 1971-’72 with LSD |
BG | 1300 | 4.125 | KG with auto-stick from 1971 |
BH | 1300 | 4.125 | KG with auto-stick from 1971 with LSD |
BJ | 1300 | 4.375 | Auto-stick from 1971 |
BK | 1300 | 4.375 | Auto-stick from 1971 with LSD |
DA | 1500/1600 | 4.125 | Type III SA to 1968 |
DB | 1500/1600 | 4.125 | Type III SA to 1968 with LSD |
DC | 1500/1600 | 4.125 | Type III IRS from 1969 |
DD | 1500/1600 | 4.125 | Type III IRS from 1969 with LSD |
Type 2
unless otherwise stated.
Codes |
Model |
Final Drive |
Notes |
AA | 1200 | 4.375 | From Chassis No 0 981 810 |
AB | 1300 | 4.375 | Up to 8/70 |
AC | 1500 | 4.125 | also some 1300 from 8/70 |
AD | 1200 | 4.375 | Limited Slip Differential |
AE | 1300 | 4.375 | Limited Slip Differential |
AF | 1500 | 4.125 | Limited Slip Differential up to 8/70; also some 1300 from 8/70 |
AG | 1200 | 4.375 | Type 147 Fridolin |
AH | 1500 | 4.125 | IRS from 8/68 |
1600 | 4.125 | 8/69 – 8/72 | |
AK | 1500 | 3.875 | Type 181 up to 8/70 |
1600 | 3.875 | Type 181 from 8/70 | |
AL | 1500 | 3.875 | Type 181 with LSD up to 8/70 |
AL | 1600 | 3.875 | Type 181 with LSD from 8/70 |
AM | 1300 | 4.375 | Saloon and Cabrio from 8/70 |
AN | 1600 | 3.875 | Karmann Ghia with IRS from 8/70 |
AO | 1600 | 4.125 | Karmann Ghia from 8/70 |
AP | 1300 | 4.375 | LSD from 8/70 |
AQ | 1600 | 4.125 | LSD 8/70 – 8/72 |
AR | 1600 | 3.875 | Karmann Ghia with LSD from 8/70 |
AS | 1600cc | 3.875 | From 3/72 |
AT | 1600 | 3.875 | 1303s and Cabrio from 3/72 |
AU | 1600 | 3.875 | 1303s and Cabrio from 3/72 with LSD |
BA | 1300 / 1500 | 4.375 | Semi Automatic from 8/68 – 8/70 |
BC | 1300 / 1500 | 4.375 | Semi Automatic from 8/68 – 8/70 with LSD |
BE | 1600 | 4.125 | Semi Automatic from 8/70 – 8/71 |
BF | 1600 | 4.125 | Semi Automatic from 8/70 – 8/71 with LSD |
BG | 1600 | 4.125 | Karmann Ghia Semi Automatic from 8/70 |
BH | 1300 | 4.125 | Karmann Ghia Semi Automatic from 8/70 with LSD |
BJ | 1300 | 4.375 | Semi Automatic from 8/70 |
BK | 1300 | 4.375 | Semi Automatic from 8/70 with LSD |
BL | 1600 | 4.125 | Semi Auto |
BK | 1300 | 4.375 | Semi Automatic from 8/70 with LSD |
DA | 1500 /1600 | 4.125 | Type 3 Swing-axle up to 8/68 |
DB | 1500 /1600 | 4.125 | Type 3 Swing-axle up to 8/68 with LSD |
DC | 1500 /1600 | 4.125 | Type 3 IRS from 8/68 |
DD | 1500 /1600 | 4.125 | Type 3 IRS from 8/68 with IRS |
Common Transmission Modifications
Ring and Pinion - For optimal performance, it is very important to start with the correct Ring and Pinion ratio in your VW transmission. VW and Weddle ring and pinions are available for a variety of applications. While higher ratios are stronger than lower ratios and choosing a ring and pinion that is too high or too low will negatively impact optimal acceleration, power and speed.
Super Differential - The stock VW trans differential houses 2 spider gears. This design is suitable for low horsepower stock applications but it's easy to blow the spider gears when you add more horsepower. When a differential grenades, it usually ruins the side gears as well as the ring and pinion, destroying your transmission in the process. A Superdif can be added to the transmission too allow it to house 4 spider gears, whcih dramatically increasing the differential's strength.
Mainshaft - This is cut from a single piece of steel and includes both 1st and 2nd gear. These gears are commonly modified to allow for a lower close ratio or high road gears.
3rd and 4th Gears - These gears are also commonly modified to allow for lower close ratio or high road gears.
Welded 3rd and 4th gears - This refers to welding the syncro cone to the gear. The stock setup is only pressed on and will spin with greater horsepower applications.
Diagrams
Aftermarket/Performance Transmissions
Rancho Performance Transaxles 1015 East Elm Avenue, Fullerton, California 92831
Albins Off Road Gear - Australia
Berg 5 Speed
Some of these are preferred over stock Type II transmissions as some are narrower and therefore allow for longer axles and improved CV angles. They can also be made to handle a great deal more horsepower and abuse than a stock transmission.
References
The Samba - Bus 3-Rib Tranny into Bug
The Samba - Transmissions For Dummies
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