Date:         Thu, 28 Aug 2008 16:40:59 -0700
Reply-To:     mdrillock <mdrillock@COX.NET>
Sender:       Vanagon Mailing List <vanagon@gerry.vanagon.com>
From:         mdrillock <mdrillock@COX.NET>
Subject:      Re: Locking rear differential
In-Reply-To:  <082820082027.6310.48B70A3500062001000018A62200762302979A09019B0E0D9A9D@comcast.net>
Content-Type: text/plain; charset=ISO-8859-1; format=flowed

As much as one might wish to fine tune the gearing choices there are
just not that many options inside the tranny. In all Vanagon manual
trannys 1st and 2nd gear are machined into the mainshaft and thus are
not individually selectable. In the 5 speeds 1-2-3 are part of the shaft
and not selectable though there is a rare version with a different 2nd.

A few years ago there was availability of more of the rare tranny
internals and thus more choice even if meager. Now little remains of
stock of those parts.

By selecting combinations of tire size and overall ring/pinion you can
adjust the lowers gears some and then tune 3/4 in 4 speeds or 4/5 in 5
speeds. Tire choices usually mean 15" or 16" rims with new tires, about
$1000 roughly. Changing internals inside the tranny means $1500-3000 if
you don't include the cost of R&R of the tranny.

Mark


> Steve,
> I have a south African 094 2wd 5spd that I purchased from vanagain.com and had rebuilt  at Weddle transmission (kind of a misleading because it was new) with a higher numerical 5th speed for lower RPM at freeway speeds. When I had it done, I had them add a syncro case with the locking diff. Cory Motors in Santa Barbara did the install along with the linkage parts for the 5 spd. (All purchased from VW)
>
> I got the interior pieces from various sources and hooked it up just like a syncro. (Note that the vacuum diagram in Bently is not correct.)
>
> It works fine and there is no problem with the engine driving both wheels ( Greatly simplified, you have the same amount of power - its just distributed between the two wheels rather than just one.)
>
> It is a nice addition particulary when the occasional snow or ice hits. The locking diff is a bit of overkill considering the price, but if you are going to have your transmission rebuilt and find yourself in bad road conditions, it might be worth it.
>
> Two other options which were not available when I had mine done would be a limited slip differential or a torquue biasing diferential. If I were to pick today I would give serious thought to the torque biasing diferential.
>
> If I had it to do over, I would put a lower 1st gear (As it is I can start off in 2nd on a flat with a little finnesse) and a higher fifth. I believe I have a .77 fifth, I think I would go a bit higher to drop the freeway RPMs a bit more.  The 5speed is SO much nicer on the hills a better spread of ratios than the 4speed. You can downshift from 5th to 4th and keep up with traffic on grades. (Well, most grades)
>
> Todd
> '88 Westy
>
> -------------- Original message --------------
> From: Steve Smith <stevesmith4947@COMCAST.NET>
>
>
>> Hello,
>> I'm new to the list and appreciate all the great words I read.
>>
>> Does anyone have experience with a locking rear differential? I'm considering
>> having this done when I rebuild the tranny on my 89westy. I'm curious if you
>> have found it worthwhile, worth the expense and if you have had any unanticpated
>> issues since installing it. Here are a few other questions:
>>
>> - I live in Seattle and would like to know who did your work (there's tranny
>> work and maybe alittle electrical work -- switch/wiring, yes?)
>> - Where did you get the parts?
>> -Does your engine (now) have enough power to 'drive' two wheels simultaneously?
>> - Did you (or now would you) change any tranny gearing? (a lower 1st gear
>> maybe?)
>>
>> Thanks to all who respond
>>
>> Steve
>>
>
>
>