The ideal of course would be a transaxle designed for mid-engine such as from a Pantera or a 914. But you did say that economics plays a factor, so what I would suggest would be to do what off-roaders do when driveline angles get severe, and that is to use CV's instead of U-joints. Depending on how much cargo area you plan on losing, it should fit. I saw a split window bus a few weeks back that had a Mopar small block, 727 trans and narrowed Ford rear end. Almost zero cargo room, but the owner seemed happy. Maybe this helps....maybe not. Scott ----- Original Message ----- From: "Sudhir H. Desai" <sudhir@12INCH.COM> To: <vanagon@GERRY.VANAGON.COM> Sent: Monday, November 17, 2003 10:26 AM Subject: "conventional" transmission for a mid-engine conversion
> i know one of our resident germans has performed a mid-engine swap on his > van using the audi longitudinally mounted v6+transaxle (which normally > powers the f wheels) and shifting it back to the r wheels as a unit. i am > thinking of going the non-german way yet again, and using either ford or > chevy components in a mid engine swap. to keep cost down, i would need to > use a ford/chevy transmission. my uncertainty is that the output shaft on > the transmission will not directly bolt up to the input shaft on a rear > diff. or, if i use a "driveshaft" of sorts, it would bind constantly from > being at a not-normal angle. the other option in my mind would be to slide > the rear end further back, thereby extending the wheelbase of the van, but > that brings up another set of problems.. namely sheetmetal fabrication. > > anyways, if poeple have comments/suggestions, please reply-all, for flames > just pmail me to keep them off the list ;) > TIA. > ~sudhir > > |
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