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Or Larry at Bitcon. He is in Las Vegas and is very helpfull. As well as knowledgable

I've been silent on this one, but I have a friend/customer that runs one of these in his drag sedan, and he's got a LOT of power, soon to be even more with my assistance.

I'll find out who did his trans, he's got a trans-brake and everthing and it launches HARD.

now you tell us!! LOL!

i would appreciate any info you can find out. it may save me some time beating my head against a wall.

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power is an addiction

Ok guys, I finally got off my lazy butt and put some pictures up of Hobi's set up. The pics didn't come out as clear as i would have liked, but it might be enough to give an idea.
any ways, there on my web page at

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Muffler Mike
www.MufflerMike.com

thanx for posting the pics, mike! gives me a better idea of the situation. any idea who is doing hobi's converter work?

off the top of my head, i dont remember the name but i know they are out of Parker/Lake Havasu area.

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Muffler Mike
www.MufflerMike.com

Thanks for the pictures, Mike. I have a few more questions that you may be able to help with. Is Hobi's car equipped with a transbrake? Who built the gear box? Spool? Since gering for these automatic Vanagen boxes is real limited, what ring and pinion did they end up using? Do you have a phone number so I can Hobie directly, or should I talk with Dick or Bill? thanks Mike

No Transbrake yet, they are still working on just getting the box to poop at a desired point. I know Folts supplied the box but have no idea of what is in it. I dont have Hobi's number and havent a clue where i put his email addy (i think it was his daughters addy any ways) id say call dick and bill, thats your best bet.
good luck



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Muffler Mike
www.MufflerMike.com

I do know that Dick and Bill have a spare vanagan box laying around now, and it has recently moved from one side of the shop to the other, i think there intentions are to take that one apart to study and maybe even set up a trans brake, but that comes on there down time when the shop isnt busy, but that may take a while.

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Muffler Mike
www.MufflerMike.com

Here's the recent updated info from my friend, I'm getting more info as soon as I can (where to get parts for em').

"My automatic is out of a 1977 VW BUS with a 2.0 engine, air cooled, it has a 4.09 ring gear, 2.54 first, 1.45 second, and 1.0 third gear ratios. It has STOCK CLUTCHES, STOCK CONVERTOR, but does have a manual valve body, with reverse shift pattern, i.e. P -R -N -1 -2 -3 , where you are shifting AWAY FROM neutral., i have PORSCHE 930 turbo flanges on it, that i made, cuz nobody makes them for the automatic, with a stock differential. ( non-spool ). i have a fellow that is supposed to be fabbing me a transbrake, he has already done one on another buddy of mine's car, so i think it is very doable. i will have to get back with him and see how things are progressing, he does automatic tranmissions for a living, and does the race type building on the side, as time permits... these pieces aint cheap, the transbrake and manual valve bodies can set you back a few bucks, but are pretty good items to invest in."

This guy runs 120mph in the 1/8, and once his setup is dialed in with our new FI system, he's transferring the drivetrain to a sedan which is 200lbs lighter than his current car!

John
Aircooled.Net Inc.

I stil have the mag with the Pizo bros. drag fastback.It used a auto box from the later model type 2 and had a 4link rear suspension with a De-Dion axle connecting the rear wheels and running under the trans. The de-Dion axle also had a panard rod to hold it in position.It used wat looked like type 2 cv-joints on very short shafts.
The car was turbo charged and according to the pictures was able to launch very hard lifting the front wheels almost 3 feet of the ground.It had 30" slicks at the back.
The car ran in the low 9 seconds.
I have also studied this option for my own car.The dif housing to use is the late model type 2, and the box from a front drive Audi turbo 85-92(in south africa)as the clutches and gears is much stronger and it is set up for use with a turbo engine.The audi box section bolts directley to the dif section of the type 2.

thanks for all the great info! the converter that hobi is using, could it have come from tcs(torque converter specialties)? they have a shop in the lake havasu area. i haven't had much time to work on my trans(to many customer rides) hope to get back to it soon!

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power is an addiction

btw i've got soom fresh ideas on how to make a strong (and reasonable) axle setup for my 60 type 1. i'll post the drawings as soon as i get them finished. it uses 9" ford axles,custom swing tubes,dana 60 yokes,and a solid shaft thru diff to make a spool. greg moser eng. can cut the spline and thread on the axles and diff shaft. setup would be very similar to the folts conversion. this will also make wheels and disc brakes lighter and easier to find in an area where vee dubs aren't the norm.

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power is an addiction

How about someone calling Nicole, with the porsche speedster. I believe she is still running an auto box.

Some extra little bits on Auto boxes..Tom simon...after some checking around over the years, most of the type 2,3,4, autos are rebuilt by the large rebuild houses using all Borg Warner replacement parts..they literally were a Borg Warner license copy. I think this one goes to K-Ghia...the transaxle that the friend of your fathers was talking about mated up to the reversed V8 with the chain drive coupler was most probably a cadillac unit. They used a chain drive unit with side output flanges for front wheel drive...which incidentally is almost the same GM unit that is used in the SAAB 900. My SAAB 900 (83 model) has a five speed also with chain drive ..clutch up front...and with a GM ID plate..all SAAB are like this and use GM transaxles. To michael ghia..my experience with type 2,3,4 HP ratings on autos is about 200 hp limit...usually due to torque converter mounting weakness and brake mechanism failure. At about this level of HP, the differential does not seem to be a weak factor, nor the ring and pinion. Torsional stress and mis-alignment from the soft case material seems to be the biggest problem with differentials on VW standards of this format..hence the cast iron differential cradle on the autos. To GDRBO all of the the auto sections of the auto trans units on type 2,3,4 are based on the type 003...which is type 3. All are essentially the same except for gear ratios and governor set points. The final drive ratios vary a lot. Type 3 had same as type 4...3.79:1 or 3.91:1....not sure about the bus...Ray