Type 2 Trans Installation

March 2003

There comes a time in the pursuit of speed when one “crosses the line.”  That imaginary line between reliability and all out performance. We can be happily racing one day with a nice, reliable combo, then after a few “improvements” we find ourselves doing more repairing than actual racing. It then becomes apparent that some changes demand more changes, then some more.

  While chasing supremacy in Der Renn Kafer Cup, more horsepower was added for the 2003 season. A new motor built by CB Performance featuring the Ultra-Comp Electronic Fuel Injection system and the all-new CNC ported Competition Eliminator heads.(See below) The new power immediately made its presence known on the dyno when the stage 1 Kennedy clutch wouldn’t hold it. A switch to a stage 2, install the motor and off to the track to test out the combo. The very first run sheared the teeth off the ring and pinion while attempting to launch. A repaired tranny and eight runs later the type 1 case was completely shattered on the second run of the March 23rd Drag Day at Irwindale, as shown in the accompanying photos. We were faced with only a few choices. Back the power level down, (not gonna happen), try some sort of slipper clutch and fully gusseted tranny case, or switch to the almost bullet proof type 2 trans. We chose the latter and this is the documentary of the installation.

  The parts list will include a custom built Type 2 drag transmission by Rancho Transmissions, a Folts swingaxle conversion, a Kennedy stage 2 clutch and a CB Super Disc from CB Performance and Berg transmission mount and mid plate.

  The axle kit comes mostly complete with everything needed. Modified stock axle tubes, custom axles, u-joints and yokes, bearings and a hardware kit. The axle assembly differs from the stock swing axle set-up in the way it attaches to the transmission, while the wheel end of the assembly is virtually the same as stock. The stock axle tube is modified by Folts to have an inboard bearing housing, into which a sealed roller bearing fits that the tranny side of the axle rides in. That end of the axle is splined to fit a special U-Joint yoke. Once the axle is slid into the axle tube and both bearings are in, a snap ring holds the bearing in place in the axle tube and the yoke is slid onto the traany end of the axle and fastened with a large bolt. No instructions were included with the axle kit, so the nut was torqued using industrial standards for a grade 8, 9/16” bolt, 140 ft/lbs.

  Next the U-Joint was installed with the bolts and clips supplied. The bolts come “pre-gooped” with a thread locking compound. The U-Joints are pre lubed and require no additional lubrication. That wraps up the axle assembly other than installing the brake backing plates, bearing retainer and drums just as you would on a stocker except the outboard bearings are also sealed and now require no gaskets, wheel seals or o-rings.

  Installation of the tranny, which was assembled with the Berg intermediate housing, allowing the use of a type 1 shift housing, began with a trial fit into the chassis with the Berg rear mount installed to check for clearance at the frame horns as well as the package tray floor. The Berg rear mount installed over the lower four external studs that attach the bell housing to the tranny. One note here is that we were using the TG Fab Chassis Brace, which has brackets that normally sandwich between the trans mount and the end of the frame horns. Since the type 1 uses slots in the mount to allow for a little adjustment of the mount front to back, the type 2 Berg mount does not. We either needed to weld brackets onto the Berg mount or, since the Berg mount attaches to the rear facing side of the tranny, we determined we could make a set of spacers the thickness of the TG brackets, to go between the trans and the mount, so the TG Chassis Brace brackets could be installed like they were designed.

  In our case, no clearancing was necessary at either floor or frame horns to fit the tranny in. Perhaps a Ghia package tray floor is higher than a beetle since we were told the floor would need clearancing.

  Our type 1 style welded in mid mount needed to be removed so the type 2 mid mount could be installed in its place. This was accomplished by using a disc grinder and carefully removing enough weld material to knock it out without removing material from the frame horns themselves. Once out, the area was cleaned of any remaining weld material and providing a clean bare metal area to weld in the new mid mount.

  Once the old mid mount was removed and the area was clean, the tranny was fitted into the chassis once again and the studs for the mid mount were removed allowing a trial fit of the mid mount so we could see where the new mount would need to have metal removed in order to fit over the studs and have a nice tight fit to the frame horns. The rear mount locates the tranny side to side as well as fore and aft, and since it used a type 1 nose cone, all that was necessary was to determine a position up and down at the front. In our case we centered the shift-housing nose into the hole in the pan thru which it passes. The mid mount bracket was fitted by using a disc grinder to remove a little metal at a time at the points of interference by first trial fitting, marking then removing material and repeating this process until it fit. Somewhat time consuming but we achieved a nice snug fit around the frame horns. Patience is the keyword here.

  Once we were happy with the fit, we tack welded it into the chassis, then removed the tranny once again so we could do the finish welding. The upsetting thing about this was disrupting the finish on our powder coated pan. After welding and cleaning, I shot some gloss enamel on it temporarily until I can find a more elegant solution.

  We were now ready to bolt all the external stuff onto the tranny for its final installation into the car. The starter just bolted on as it is a Hi Tork aftermarket style with no shaft support to deal with. The U-joint yokes that go onto the axle stubs presented a bit of a problem. No means to attach them onto the axles were provided by either Folts or Rancho. They slid onto the splines, but needed either a snap ring or a bolted retainer to hold them on. Unlike a CV joint these will position the axle side to side and may encounter thrust forces and need to be solidly attached. The axle stub was drilled and tapped for a 3/8” NC American thread curiously enough, so we decided a thick retainer and a grade 8 bolt would do the job. The axle stub protrudes through the U-joint yokes splines, so a retainer would have to be made with a counter bored relief so that when tightened down, it would tighten against the yoke surface and not the end of the axle, which would allow the yoke to slide on the axle stubs splines. That would be bad.

  After some measuring, it was determined that a 1.75” O.D. by 1/2” thick retainer with a .300” deep counter bore and a 3/8 center hole would resolve the problem. A nice piece of 2” steel bar stock was chucked up in the lathe and turned to the proper specs. The first trial fit of this part proved successful so a duplicate was made for the other side. The U-joint yokes were bolted on using new grade 8, 3/8” bolts with a little locktite and a little silicone sealer around the end of the axle stub to prevent oil leaks.

  The tranny was filled with almost three quarts of Redline synthetic gear oil and finally slid into place along with the TG Chassis Brace and bolted down for the last time. The axle installation is straight-forward at this point. They are put into position and the u-joint is bolted down with the u-bolts provided for attachment to the inner u-joint yoke.

  Some preliminary measurements for the axle centerline relative to the type 1 trans revealed that the centerline had been raised (like installing a tranny raise kit) as well as moving forward a little. Hanging a plumb bob off the axle tube at each end and measuring the distance to the torsion housing showed we had some work to do to bring the back wheels into alignment. With the axles straight as they would be with weight on them, we found we would need to elongate the mounting slots in the spring plate by 1/4” forward to arrive at close to the proper toe measurement for the back wheels. Once this was done, we needed to reset the ride height. Since the axle centerline was higher in the type 2 trans this meant we had to lower the car to give the back wheels the proper camber. This was done trial and error style and done before the cables and brake lines were attached to make this step a little easier. Once complete, we would have a “ballpark” rear wheel alignment setting, which would have to be finalized with the proper equipment at a shop specializing in this type of work.

The brake lines and E-Brake cables were attached, brakes bled, and all the bolts were double-checked for tightness. Now it’s time to stab the motor.

The first trial fit (no clutch) revealed the motor position had shifted to the right by 3/8”. Not much, unless things are close. And the cylinder tin on the right was indeed too tight and needed trimming. Breaking out a die grinder with an abrasive cut-off wheel, 1/4” was trimmed off the outer edge and the cylinder tin was checked for fit. With a little more trimming around the rear corner and some deburring, the edge was touched up with paint and that part was done.

  The truly painful part was the clearance around the intake manifolds for the CB Competition Eliminator heads. It was already close to the edge of the engine bay floor. Now it was interfering badly. Biting the bullet we made two small incisions on either side of the manifold then one between these cuts, we were able to bend down the edge at about a 45 degree angle which gave us plenty of room and would clean up nicely with just a minor bit of finish work.

  That was it. The Kennedy Stage 2 pressure plate and CB Super disc was installed onto the motor and the motor was installed for the final time. Shifter coupler installed just like it had before, although the shifter position needed to be adjusted a little. Looking at the motor at first glance does not reveal anything out of the ordinary and a test drive confirmed everything was functioning properly. With no time to make any test runs before attending the 2003 Phoenix Bug-O-Rama in April, we loaded up, made the 600 mile tow, and were rewarded with three trouble free runs finally breaking into the 11 second zone with our 2005 lb Ghia without hurting anything. The altered suspension geometry will need to be worked out, but we now have a solid reliable trans that should give us many trouble free runs.

On a final note about weight, we weighed the type one trans with no axles and it was 67 pounds. The type 2 was 77 pounds. The u-joint kit adds about another 10 pounds to the total package, making the total weight gain 20 pounds. Not bad!

  A very special thank you to Rick Tomlinson of CB Performance for arranging the transmission build with Rancho and thanks to Rancho for the quick delivery. Without their help we would not have made the Phoenix event. And thanks to Pat Downs and my wife Cindy for moral support.

Parts Sources:

CB Performance, Gene Berg, Rancho Transmissions, Erco

 

 

 

 

 

 

 

Getting pushed off the starting line at the March 2003 Drag Day after a catastrophic trans failure. Hey! Who is that camera man?

The photo below shows how the case broke. It actually separated into two pieces. Word of advice...when your tranny builder recommends that you gusset the case, DO IT!

 

 

 

 


 

 

 

 

 

The Type 2 trans as delivered from Rancho Performance Transaxles, with the Berg trans mount bolted on


The Folts SwingAxle conversion kit showing one side assembled and one side before assembly

 

 

 

Below, the tranny side of the axle being assembled


Left, the trans, showing the Berg intermediate mount. Right, the Berg trans mount showing the spacers which were made to allow the use of the TG Fab chassis brace

Below left, the mid mount after welding and spot painted with engine enamel. Below right, the trans bolted in with axles attached. 

The axle u-joint retainers being machined on the left and the finished product installed on the right. 

Our motor on the stand prior to reinstallation showing the stage 2 Kennedy clutch