Audi 012 Transaxles

The DVZ code Audi 012 transaxles have a 3.7 R&P ....The FEC,GBQ codes are 3.44 ...The DUK coded boxes are 3.55 R&P


[You must be registered and logged in to see this link.]

Dont we have enough vw crap in these cars already?

This is the same VW crap that is in the Boxter...

944 box stamped VW-Audi symbols
That's not the most surprising. The spindles on these cars are ENGLISH design. All English bearings. I think I hold the title for most manufacturers in one car anyways
That reminds me, I still gotta mod my Honda strut tower brace.

But the 951 boxes have a 3.375 R&P, they bolt right in, and we know they can handle at least 450-600hp sporadically (there are turbo cars making 600+ to the wheels on rennlist, and they're all running Turbo transaxles).

The boxster gear ratios are:
1st 3.50:1 (just as bad as the 944)
2nd 2.12:1
3rd 1.43:1
4th 1.03:1
5th 0.79:1
Reverse 3.44:1
Final Drive 3.89:1 (3.44 available, i guess?)

So basically you're going to spend __ hours fitting in a transaxle that "might" be stronger (in truth, we don't even know if it's half as strong) that has as its best option a 3.44 R&P and a .79 overdrive....meanwhile, the 951 boxes have a 3.375 R&P and the n/a 5th gives it a .72 o/d. Its gear ratios aren't any better either--it's still got a useless 1st gear, and another huge jump from 2nd to 3rd.

With a 25" tire @ 80mph, that equates to:
Stock 951 box: 2976 rpm
Stock 012 box: 2922 rpm
951 box + n/a 5th: 2613 rpm
So no improvement there.

Some of the boxster (and maybe VW) transaxles appear to have limited slip, but the aftermarket LSD units are just as pricey as for a 951 box. The 012 boxes don't have external cooling that i've seen.

End result -- 012 boxes suck.

Said it before and i'll say it again: if you want something you can beat on endlessly and not have it break, the only option is a Tranzilla Corvette Transaxle. While you're in there, pick up a Vette torque tube and save yourself the trouble of adapting it all--and you're done!

Or just save yourself hundreds of hours of labor and research and slap a 951 box in there (or do what Admin did with a "standard setup" tranny and rear axle). I'm sure you'll have plenty of fun with it before something breaks.

P.S.--xschop, for all the time you've spent researching and measuring all these other transaxles, you haven't even managed to break your n/a box! What makes you think the Turbo box isn't going to be strong enough for you?

You mean my 4-speed NA box that I have not truly let the hammer down on.
The first gear is good for the drive-thru!
You guys are going to make me revert to my original idea and get the AX15.
Question.... If I flip the AX15 up-side down, how whould I go about shifting it?
Flipping it upside down and the torsion tube can stay untouched and still mate to the C5 differential.

Why would you flip the AX15 up-side down? I would think it would not be esier to make up linkage to use the Porsche shift shaft with the trans upright.

If you flip it upside down and mate the C5 differential to it, the axles will be right where they should be below the drive shaft centerline. I need to remeasure the 944 TT to torsion tube distance to confirm. I have a C5 2.79 LSD diff. and it will bolt up to the AX15 4x4 housing with an adapter and shaft extension, then the 944 TT can be modified for the front input.