Bus 4 spd trans, Anybody done this Options

[Cap'n Krusty]

QUOTE (jwalters @ Jan 23 2005, 09:02 AM)

Yea well the buggie guys are more interested in trannies other than the 901----- but you do have to change the input shaft bearing--the T1 tranny snout is a larger diameter than the 901?? I know a 200 mm disc will run fine in the 215 flywheel and plate...and the linkage is still a pull, like the 901, and a quick check will show the pulley and mount will bolt up to the side case like the 901. Mounting the trans to the 914 chassis is super easy--a pair of mild steel elephant ears bolted to the shift cap perimeter with extended studs , and with a section bent to the proper angle to mate to the rubber mounts is a brake press and plate bender away...too easy to do---and my cv output shafts bolt right up to the T1, so no changing components there- I just want to do away with a red herring---I have 3 901's that all need work--and again, for the price of a set of synchros---------------------------- BTW- has anybody ever noticed that the 901 says VW on it???

If by "input shaft bearing" you mean the pilot bearing in the flywheel (or gland nut or crankshaft), they're the same part number. VW used the same input shaft "snout" diameter on RWD vehicles until the end of the Vanagons. Porsche used it until the 915 tranny came into play. As for "opening up" the center of a bus flywheel, you simply knock out the sheetmetal insert, and insert the bearing. No machine work involved.

The 914/4 901 style trannies (actually called the "914" tranny), say VW on them, the REAL 901s, and the 911s, and the 914/6 trannies were made by Porsche, the 4s were made under license by VW. The Porsche made gears have matching numbers imprinted on them, the VW made gears don't.

As for the strength of 901s, a properly setup 914 tranny will hold up to a SBC or 911 motor for years of normal use, and I see no reason why it wouldn't last you for years using a T4 motor.

The Cap'n

[Tom Perso]

The diameter of all the input shafts (that we are talking about) are the same. It's the lenght. The T1 has the shortest, therefor, the bearing needs to ride in the flywheel. The other input shafts require bearings that ride in the crankshaft.

Later,
Tom

[Cap'n Krusty]

QUOTE (Tom Perso @ Jan 24 2005, 01:25 PM)

The diameter of all the input shafts (that we are talking about) are the same. It's the lenght. The T1 has the shortest, therefor, the bearing needs to ride in the flywheel. The other input shafts require bearings that ride in the crankshaft. Later, Tom

Isn't that what I said? SAME bearing, different locations. The Cap'n

[bondo]

QUOTE (Cap'n Krusty @ Jan 24 2005, 01:52 PM)

The Porsche made gears have matching numbers imprinted on them, the VW made gears don't.

Does this mean the gears are not matched? I know the factory manual says they should be replaced in pairs, but perhaps that is because if one is worn enough to require replacement the other must be as well.

[jwalters]

Yea, thanks andy--I can get somewhat discombobulated when factoring algebra--but I was pretty darn close! I was also using the calculator on CB's website---

The bearing was what I was wondering about also--Kennedy lists a mod to do to the flywheel--but did not really spell it out--Use the same starter from the 901?? or use a bug starter???

Capn, I got three 901's--two side shitters and one aft shitter--they all need work---for the price of a set of complete synchros I can get a T1 or T2 tranny with optimized R&P and gear sets--and I know this tranny will last me probably allot longer than the 901 when it comes to the dreaded first gear synchro--plus I can drop the hammer in first and really not worry about anything--really ever again--

Check out the latest Hot VW's mag--there is an entire section dedicated to this--really informative--they got like 8 or 10 industry trans builders to voice thier choices of gear cog combinations----For four different types of useage---!!!! (IMG:http://www.914world.com/bbs2/html/emoticons/beerchug.gif)

[jwalters]

QUOTE (Tom Perso @ Jan 24 2005, 04:25 PM)

The diameter of all the input shafts (that we are talking about) are the same. It's the lenght. The T1 has the shortest, therefor, the bearing needs to ride in the flywheel. The other input shafts require bearings that ride in the crankshaft. Later, Tom

(IMG:http://www.914world.com/bbs2/html/emoticons/huh.gif) So Tom, what you are saying is when the new bearing is pressed in, just do not press it in all the way???

I gotta headache from all this math (IMG:http://www.914world.com/bbs2/html/emoticons/wacko.gif)

[Tom Perso]

Cap'n - Yes, we are agreeing. Sorry I didn't read thru your whole post.

jwalters - The bearing sits flush with the flywheel and actually sticks a shade into the crankshaft. If there is an existing bearing in the crank, you need to remove it.

Later,
Tom

[jwalters]

QUOTE (Tom Perso @ Jan 24 2005, 09:15 PM)

Cap'n - Yes, we are agreeing. Sorry I didn't read thru your whole post. jwalters - The bearing sits flush with the flywheel and actually sticks a shade into the crankshaft. If there is an existing bearing in the crank, you need to remove it. Later, Tom

(IMG:http://www.914world.com/bbs2/html/emoticons/ohmy.gif) Wow, thats weird--I went and checked all three of my cranks and flywheels and they all have the bearing in the wheel--none in the crank--go figure..... (IMG:http://www.914world.com/bbs2/html/emoticons/biggrin.gif)