Date: Thu, 22 Feb 2001 22:09:08 -0800
Reply-To: mike miller <mwmiller@CWNET.COM>
Sender: Vanagon Mailing List <vanagon@gerry.vanagon.com>
From: mike miller <mwmiller@CWNET.COM>
Subject: Re: Transmission FAQ From Germany Machine Translated
Content-Type: text/plain; charset="iso-8859-1"
Maybe the guy's pen name was Immanuel Kant?
Mike
almost Friday, almost.
----- Original Message -----
From: Karl Wolz <wolzphoto@WORLDNET.ATT.NET>
To: <vanagon@GERRY.VANAGON.COM>
Sent: Thursday, February 22, 2001 6:40 PM
Subject: Re: Transmission FAQ From Germany Machine Translated
> That's one Hell of a paragraph, ain't it?
>
> Karl Wolz
>
> ----- Original Message -----
> From: "Derek Drew" <derekdrew@RCN.COM>
> To: <vanagon@GERRY.VANAGON.COM>
> Sent: Thursday, February 22, 2001 5:57 PM
> Subject: Transmission FAQ From Germany Machine Translated
>
>
> There is valuable stuff in here. If you have an interest in this subject
> matter, grit your teeth through the machine translation and read on.
>
> The author is jenssyncro16 who does not appear to speak English that I can
> tell but he is obviously highly advanced in observations and thinking on
> this topic.
>
> Fundamental to the manual gearbox of the Volkswagen bus T3 with special
> consideration of foreign engines in the T3 Here I would like to give times
> something to the gearbox of the T3 of me, whereby I would like myself to
> limit to the gearboxes for water-cooled engines The versions are made not
> for machine-builders and do not come also from such. Possible
> carelessnesses in the mode of expression one may forgive me thus. If
> however wrong circumstances emerge here, I ask urgently for adjustment!
> Design: 4 or 5-Gang 2-Wellen-Wechselgetriebe with integrated final drive.
> Types: I would divide the T3 gearboxes into three groups (independently of
> the engine): - 4-Gang-Getriebe - 5-Gang-Getriebe - syncro gearboxes Body:
> By the integrated final drive the gearbox has in principle three different
> sections: 1. Clutch housing, sometimes also clutch bell called this part
of
> the gearbox is identically and freely exchangeable with 4 -, 5-Gang and
> syncro gearbox (nearly). With syncro little things are differently,
> nevertheless fit all bells alternately on all gearboxes. This the engine
> turned part contains the engine flywheel with clutch plate and friction
> disk, as well as the disengaging mechanism. In addition outside still the
> starter button at the clutch bell, which is positioned by means of
> solenoids on the large gear rim of the engine flywheel the clutch housing
> is logical-proves to the engine " openly, sits " and does not run in the
> oil bath. If one puts such a dismounted gearbox before itself, one sees
> also only the long getriebeeingangswelle, which in the installed condition
> into (hollow) the crankshaft of the engine rises up, and which clutch
> disengaging mechanism with clutch release sleeve (or also without
> bearings). The clutch bell is screwed with 10 (?) screws onto the other
> gear-box. Since behind it the oil-immersed part begins, one should remove
> these only after discharging the transmission oil. If only the bell is to
> be exchanged, one can place the gearbox also simply vertically and
exchange
> the bell, then the oil can in it-remain. There are three different clutch
> bells for the T3 gearbox: - suitably for Volkswagen Wasserboxer (and
> Luftboxer) - for VW Reihen-4-Zylinder Diesel, also for Reihen-4-Zylinder
> Benziner - suitably for VW/Audi-5-Zylinder-Benziner, also for
> Reihen-5-Zylinder Diesel the latter bell is sold by VW exclusively in
South
> Africa! To the operation of other engines (Ford, BMW, etc..) expanders are
> necessary. 2. Final drive Behind the clutch bell is the case of the final
> drive with the differential. It concerns here a winkeltrieb, whereby the
> small pinion (there are pinions with 6 and 7 teeth, which are not by any
> means exchangeable however also with same number of teeth) at the gearbox
> output wave sits firmly. The differential sits as it were crosswise in the
> gear-box and contains the large pinion and the actual differential basket
> with differential gear. With syncro there are special differentials with
> 100%-Sperrklauen. With the 2WD sometimes so-called closing differentials
> (max. 30% locking action over friction) were installed. At this
> gehaeuseteil are then logical-prove also the flanges, where the drive
> shafts are bolted on. The getriebeeingangswelle is divided in this case,
so
> that one releases here these and the front part, which reaches up to the
> engine crankshaft, exchange could. The front parts of the entrance shaft
> differ in the case of Diesel and fuel he gearboxes according to the length
> of the front pin, which runs at the pilot bearing. There are very many
> serial transmissions, which were always adapted to the respective engine
> and the targeted application by VW. Suction Diesels (in the 2WD) have the
> shortest, ever built transmission, some WBX (e.g. 60 HP WBX!!! and 112 HP
> WBX) the longest. The longest oh transmission supplyable of VW is 32:7 (=
> 4.571). Oh transmissions are exchangeable within the 4-Gang -, 5-Gang and
> syncro gearboxes freely, however not between the groups! A final drive of
> syncro does not fit in a 5-Gang-Getriebe etc.. Different oh transmissions
> of the 5-Gang-Getrieben are however freely exchangeable. This is connected
> with the fact that the small pinion is firmly connected with the output
> wave and the shafts are at the 3 groups differently. The renewing of a
> final drive unfortunately causes the complete dismantling of the gearbox.
> 3. Change speed gear After the final drive begins the actual change speed
> gear, which is vollsyncronisiert in the case of all T3 gearboxes. The
> design in principle is alike with all gearboxes. On the shafts are
> so-called fixed gears and lot gears. All gears are constant in the
> interference. During the gearshift selection a connection of the
respective
> lot gear with the shaft is only manufactured. The fixed gears of 1. and 2.
> Gear are actually no gears, but they form a unit with the
> getriebeeingangswelle (at least with syncro and 4-Gang). By some
> characteristics of the individual building groups, the gears 1 and 2 are
> exchangeable and/or with the 5-Gang-Getriebe the gears 1 to 3 only within
> the series. Both the 5-Gang and the syncro gearbox are derived from the
> 4-Gang-Getriebe! Thus the gears 4 and 5 of the 5-Gang-Getriebe correspond
> constructionally 3. and 4. Gear of the syncro and 4-Gang-Getriebe. By this
> circumstance the gear mating of the gears 3 and 4 (and/or 4 and 5) is
> freely exchangeable between all three gear construction rows! For the last
> gear (thus 4. or 5., depending on series) VW manufactured four
> transmissions: 41:48 (= 0.854) were built built in 4-Gang and syncro
> gearboxes for WBX 40:49 (= 0.816) exclusively into 5-Gang-Getrieben block
> 39:50 (= 0.780) in 4-Gang and syncro gearboxes for Diesels, very rare (at
> least as production item) also times in 5-Gang-Getrieben to find? (0,76)
> this transmission gave it with 4-Gang-Dieselgetrieben, it is however no
> longer supplyable! 4. What happens with use of foreign engines? The basic
> construction of the T3 gearbox decreases/goes back actually already to the
> all first beetle gearbox of 1936! Thus this gearbox drags many
> constructional lack until today with itself, which cannot be repaired
> unfortunately also. The strongest ever built serienmotor was the 2,1l WBX
> with 82 kW/112 HP, engine identification letter DJ. this engine brings it
> on a maximum torque of 176 nm. The serial T3 gearbox is
> expenditure-provoked with this torque to to its power limit! Each further
> increase of the max. Torque (those max. Engine performance is here less
> importantly) durability will shorten. In the case of very strong foreign
> engines durability knows even only few minutes amounts to the following
> components to suffer with high torques frequently rash death: - the double
> taper roller bearing of the gearbox output wave - the gears of 4. (and/or
> 5.) Gear. With GET down copies of the TDI engines with torques to 280 nm
> can the 4. (5.) gear after few kilometers tooth failure have - the gears
of
> the final drive - the needle bearing cages of the lot gears (happens
rather
> at high numbers of revolutions, thus rather with strong petrol engines)
> There are still many further problem places, that here is however in
> accordance with my modest opinion the most important. Remedy by Volkswagen
> production items: With VW OF South Africa becomes serial a 5-cylinder
> engine with 136 HP and a max. Torque of 200 nm in the T3 blocks. Since
with
> beginning of this series the German gearboxes died rashly, some small
> modifications one accomplished. The most important change was the
> installation of two oil returning plates, which in the operation for an
> additional oiling of the final drive with double taper roller bearing and
> 5. Gear ensure. These oil returning plates can be re-tooled with each
> German gearbox! In addition became the needle bearing for the lot gear of
> 5. Gear and 1. Gear changed. Indeed the old bearing to Bj. was again
> introduced 1984. Apparent the plastic cage of the old bearing is more
> resistant to high temperatures. Furthermore oil oil grooves were
> temporarily trained in the gearbox output shaft, in order the needle
> bearings of the lot gears better to lubricate and also more oils to the
> double taper roller bearing bring. However current gearboxes from South
> Africa are not to already have these oil oil grooves no more, them seem
> thus not to have worked satisfactorily. So completely exactly I do not
know
> it however. With these modifications the current South Africa gearbox
holds
> the torque from the 5-cylinder engine (200 nm). Further increases are
> wohl.aber no longer possible, since VW does not offer stronger engines to
> OF SA. Remedy by Custom parts: Some offerers developed special gears,
which
> are to tolerate high torques. Unfortunately these gear sets do not release
> the other problem areas, so that also with installation of high-strength
> gears no safety is given concerning the durability. Thereby however the
> tooth failure is nevertheless prevented Unfortunately there are no secured
> realizations, what bears the T3 gearbox maximum. It seems safe to be only
> that with use of engines with max. Torques over 200 nm will suffer the
> durability. The gearbox will hold, probably none is able to predict, it
> depends too much of individual efficient operation. Who constantly uses
the
> performance of a strong foreign engine fully, must count evenly on
> premature Exitus of the gearbox. Characteristics of the TDI engines: TDI
> engines (particularly however the 4-Zylinder-Baureihe) load the gearbox
> particularly strongly. By torsional vibrations and by the brachiale torque
> with very low engine speeds (AFN engine: 235 nm with 1900 rpm) are very
> highly stressed all components. Here the use of high-strength gears is
> worthwhile itself particularly. Also the use of the two-frame flywheel is
> recommended. This ZMS smoothes the occurring torque points (to 600 nm are
> possible) when engaging the clutch and winding the engine up.
> Characteristics in the case of strong fuel foreign engines: Since petrol
> engines have mostly a high rated speed (up to 6500 rpm), other loads occur
> at the T3 gearbox. Here then frequently overheating damage is to be
clamped
> after longer trips with high speed. Thus e.g. the plastic bearing cages of
> the lot gears melt. In addition the hardness layer of the gears is
> destroyed with transmission oil temperatures over 120 °C. Thus pitting
> effect and tooth failure occur. Adjustment of the transmission at foreign
> engines with production items: Nomalerweise are adapted gearboxes by the
oh
> transmission. Heavy vehicles with winding up or very weak engines obtain
> short oh transmissions. Depending upon rated speed of the engine and the
> relationship of the driving resistance of the vehicle which can be
expected
> to the performance of the engine the suitable oh transmission must be
> selected. A 1,9l TDI with 81 kW/235 nm takes therefore a longer
> transmission than a 1,6l TD with 51 kw/138 nm. The total transmission
> consists of the rolling circumference of the tires, the oh transmission
and
> the respective drill step transmission. The number of conceivable
> combinations is nearly endless, for the operation from TDI engines is
> however only " is enough " for transmissions of interest. The longest,
ever
> series gearbox for 2WD, blocked in German T3, has the oh transmission 32:7
> and the 5. Gear 40:49. Unfortunately this is only for alpine inhabitants
of
> interest (mountain transmission). Since modifications are meaningful for
> the improvement of the durability anyway, one could on the 5. Gear 39:50
> reequip. A gearbox in such a way reequipped (built as said, never in
> series) hands then for the operation of a 66 KW TDI. it then there is
still
> a little short, can one by tires with larger rolling circumference (e.g.
> 205R14) help here. With the AFN-TDI (81 KW) one must still to be broken in
> be able. I attached individual example transmissions times as chart and
> diagram. (only in the final version) 5. Adjustment of the transmission at
> foreign engines with Custom parts: Two ways are possible also here! 1.
> other ganguebersetzungen: At the related accessory market the up to now
> following ganguebersetzungen exist: 5.Gang 39:50 (= 0.780) in strengthened
> version. Here series gears are improved by glass bead jets in their
surface
> finish. These gears are sufficient for the 66 KW TDI, the border might
with
> the 81kW TDI lie. 5. Gear 33:23 (= 0.697) these gears are up to 300 nm to
> tolerate. 4. Gear (and/or 3. Gear with 4-Gang-und syncro gearboxes) 28:29
> (= 1.035) as addition of the above 5.Gang with same characteristics
> Unfortunately has the employment of " is enough " for gear mating for the
> 5. Gear (thus e.g. o.b. For transmission 0.697) with simultaneous rel. oh
> transmissions (thus e.g. 32:7) are enough the disadvantage that the jumps
> between the drill steps become very large. So it can be e.g. that one
> settles and in the next higher gear with under 2000 rpm lands the
switching
> point with 4200 rpm. That can be done in the level still well, with use of
> trailer or at the mountain cannot one however no more up shift! Therefore
> also the offer " suitable " 4. Gear. I personally feel the jumps then
still
> too largely, but there one can argue (see also diagrams) 2. other oh
> transmission at present the following oh transmission for 5-Gang-Getriebe
> is offered: 29:7 (= 4.143) With installation of this oh transmission can
> still the 5. Gear completely as desired between the three transmissions
> supplyable of VW to be selected. Optimal adjustment to various foreign
> engines is hereby possible. Also the AFN engine would be hereby very well
> mobile (see also diagrams) A combination with that completely are enough
> Custom transmissions 5. Gear is not meaningful, that becomes much too
long.
> So people, that times as the further addition of the problems, which one
> in-acts in such a way with installation of a foreign engine I can show the
> diagrams only with the final version, since I provided her on Excel and I
> cannot convert it in HTML. Ask for numerous criticism Greetings Jens.
>
>
> _______________________________________________
> Derek Drew New York, NY
> CEO & Co-Founder
> http://www.ConsumerSearch.com/
> ===========================
> "Best Expert Review Site"
> for product reviews on the Internet
> Jan. 2001, PC World Magazine
> ==========================
> 80 South Street, 2nd Floor
> New York, NY 10038
> derekdrew@rcn.com
> 212-580-6486
>
> Alternate numbers for the industrious phone caller that wants to try every
> avenue: 917-848-6425 (cell); 202-966-7907 (Work), 212-580-4459 (Home),
> 202-966-0938 (Home), 978-359-8533 (fax [efax]), 212-269-3188 (Seaport
> office), 212-269-3188 (Seaport main number).
>
| 
