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    Thread: The 02M 4Motion transmission upgrade thread.

    1. Member Vegard's Avatar
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      09-10-2010 02:31 PM #1
      Starting this thread to get as much information about upgrading theese gearboxes as possible.

      If you know anything you'd like to share, please post it here.

      http://www.volkspage.net/technik/ssp/ssp/SSP_205.pdf

      The 02M gearbox came in 1999 with the Golf 4 and other VWs and Audis. It differs from the previous transmissions in that it has two different output shafts. This gives different final drives for 1st to 4th gear and 5th to 6th gear.

      4Motion-gearboxes came with both 4-cylinder and 6-cylinder engines. The difference between them is the clutch housing.

      For the 6-cylinder boxes, one gearbox is stronger than the oter models. This is the DRP and it was delivered in Golf Mk4 2.8 l. 4Motion 1999-2000. This is maybe the best start for a transmission for high effects. Cluth housing from a 4-cylinder engine can be mounted to the 6-cylinder gearbox.

      Transmissions to the 3.2-liter engines (from R32) have a weakness. The bearing on the input shaft may loosen, most often seen where a lightweight flywheel. Different companies offer a modification of this, but the gearbox must be removed to get this done. HPA is one of several that can fix this:
      http://hpamotorsports.com/


      Lightweight flywheel will also course problems with Peloquins and Quaiffe diffs:
      http://thescirocco.com/peloquin.html
      CAUTION ALL 02M Owners: Do not use a lightened flywheel on the 02M, the stock clutch and flywheel is tuned for the 02M, for weight distribution, and a light flywheel goodwill pickup harmonics from the main shaft. It sounds like the trans is about to self destruct.

      The ratios for the DRP
      Final drive, 4.333 for 1-4. gears, 3.421 for 5-6. provides.
      1st gear 3.417, 2nd gear 2.105, 3rd gear 1.429, 4th gear 1.088, 5th gear 1.097, 6th gear 0.912.

      Final drive
      A common problem for vehicles with high power engines and 6-speed gearboxes is the close ratio between the gears, and the top speed suffers as well. It is possible to use the final drive from the other models, here is a selection from Bora and Sharan. Here we can get ratios that gives theoretic top speeds over 320 km/h at 7000 rpm.

      FD ratio for Sharan and Bora:


      With 195/45-16 tires and 7000 rpm top speed is 246 km / h.
      With ERR final drive, 3.1 for 5-6 gives increases the top speed to 271.5 km/h.
      With EHH final drive, 2.926 for 5-6 gives 287.6 km/h top speed.
      The EFF final drive, 2.727 for 5-6 gives 308.6 km/h. top speed.
      With DRW / ERF final drive, 2.615 for 5-6 gives 321.8 km/h. top speed.

      Sharan transmissions with 22/27/79 teeth are EHH, EHL, FGM, FVP, FJG and FVR.

      Golf and Bora transmissions ERR have FD 71/17/23 (FD 3.087) and 62/16/20 (FD 3.1).

      A little bit more about ratios for different 02M boxes: http://workshop-manuals.com/volkswag...os_capacities/

      Dogbox gearsets are supplied by multiple companies:
      SQS Racing:
      http://www.sqsracing.com/produkt/179...petition-gears

      PPG, Pfitzner Performance Gearbox. http://www.ppgearbox.com.au

      Quaife:
      http://www.quaife.co.uk/catalogue/products/qke3v

      DM motorsport: http://www.dmmotorsport.com/wb/pages/english/home.php

      ForceFed Engineering: http://store.forcefedengineering.com...ts.asp?Cat=131

      Shifting forks
      This is a weak point on the 02M. The shifting forks for 1-2. gear will easily brake at high loads. Here is a fork of brass fastened with a rivet. This was 6 mm. thickness of the first models later this upgraded to 7 mm. Still it’s weak, and a common way to improve it is to use a high quality bolt and TIG weld the nut to prevent it from loosening.

      The 3-4. shift fork is made in one piece, and this may breake under hard use. DM Motorsports offers a stronger fork in billet brass. The price is 400 CAD.
      http://www.dmmotorsport.com/wb/pages/english/home.php

      SQS Racing offers a billet shifting fork in high strength aluminum. The price is € 200 pluss taxes.
      http://www.sqsracing.com/files/fs_fi...l-02m-q_55.pdf

      The shifting fork to 5-6. is riveted. This can be reinforced with a high strength bolt with the nut TIG welded. SQS Racing has developed an improved version that appears in the manual.
      http://www.sqsracing.com/files/fs_fi...l-02m-q_55.pdf

      Here’s an article about the shifting forks issue:
      http://bwperformance.com/blog/vw-02m...ft-fork-issues

      Steel shift forks by USP Motorsports:
      https://www.uspmotorsports.com/Steel...-02M/02Q-.html

      Support for 4th gear is offered by Epytec:
      http://www.epytec.de/product_info.php/products_id/2142

      Diffs from Quaife and Peloquins:
      http://www.quaife.co.uk/catalogue/products/qdf14r-0


      http://peloquins.com/products_R32.html




      For engines with high power is difficult to find a suitable clutch. So far I have found two options that stand out:
      Clutch Masteers have several models with different type of surface. In addition, they have two flywheel options, aluminum or steel.
      02-017-TD6-AF
      02-017-TD6-SF
      02-017-TD7-AL
      02-017-TD7-SF
      02-017-B-TD-AL
      http://www.clutchmasters.com/shop/?p... toYear = 2006

      For those who must have the highest outputs the Clutch Masters clutches may be too weak. DM Motorsports have developed a kit , a Tilton clutch with steel flywheel. This weighs 14 lbs. and can be supplied for both the 4 - and 6-cylinder engines. The kit costs 2800 Canadian dollars.
      http://www.dmmotorsport.com/wb/pages/english/home.php

      ARP offers reinforced bolt kit for the flywheel:
      http://shop.ebay.co.uk/?_from=R40&_t...All-Categories
      Last edited by Vegard; 05-03-2016 at 02:43 PM.

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    3. Member Vegard's Avatar
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      09-10-2010 02:38 PM #2
      Any of you guys having problems with the 1-2 gear selector hub? A common problem as far as I can see. Here's the upgrade parts, but they are not for sale:


      http://uspmotorsports.com/transmission_rebuild.php


      Got an IM from [email protected]


      "no problem, we are actually going to start offering the selector hubs for around $450"

      "sliding sleeve with syncromesh body looks like that is what they are calling it."

      See it in this manual:

      http://www.volkspage.net/technik/ssp/ssp/SSP_205.pdf
      Last edited by Vegard; 11-01-2010 at 03:50 PM.

    4. Member VRT's Avatar
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      09-10-2010 04:42 PM #3
      I had the rivets removed and bolts placed then spot welded.

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    6. Member Vegard's Avatar
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      09-11-2010 10:27 AM #4
      The thread about the Force Fed Engineering's kit:

      https://forums.vwvortex.com/showthread.php?4693432

    7. Member Vegard's Avatar
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      10-31-2010 05:16 PM #5
      Does somebody have any information about the torque capacity of the angel drive?

      How much beating can it take before it dies?

    8. Member VRT's Avatar
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      11-01-2010 09:30 AM #6
      Look to DM for that info

    9. Member Vegard's Avatar
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      11-01-2010 04:11 PM #7
      Quote Originally Posted by VRT View Post
      Look to DM for that info
      Sent him a mail, hoping for an answer...

    10. Member Vegard's Avatar
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      11-01-2010 04:12 PM #8

    11. 11-02-2010 10:43 AM #9
      Quote Originally Posted by Vegard View Post
      Sent him a mail, hoping for an answer...
      i talked to dm about it and sent him pics of the dead one i have..he had never seen it before..
      R36T AWD 1100HP

      www.ktech.dk

    12. Member Vegard's Avatar
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      11-04-2010 06:13 PM #10
      I'm not surprised it broke under your 1000 hp. How long did it last? And how did you brake it?

    13. Member l88m22vette's Avatar
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      11-07-2010 08:14 PM #11
      Excellent thread


    14. Member Vegard's Avatar
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      11-09-2010 02:53 PM #13
      How much power and torque on this one MP?




    15. Member Vegard's Avatar
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      11-26-2010 07:26 PM #14
      Got information from VRT, it's possible to get a shifting box that fits the Mk2/3 tunnel ann accepts the 02M shifting box internals.

      Part# are:
      6N0 711 061 A House
      6N0 711 090 A Ground plate
      6N0 711 611 C Choise arm

      Pic of VRT's box:


    16. 12-01-2010 03:26 PM #15
      Vegard you have been busy again!!

    17. Member Trickle X's Avatar
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      12-03-2010 02:22 PM #16
      I currently have a few issues with my 02M in my 2002 audi TTQ. Running custom GT2871R turbo. Had some nasty vibrations when reving up the engine (~44k miles) pulled the transmission and found all but 2 flywheel bolts backed out and the flywheel was only being held on via the transmission shaft and 2 bolts that didnt back all the way out. Replaced with a South Bend Clutch and 19lb steel single mass Flywheel (also SBC). Holds power fine now, however it is very noisy and feels like it vibrates a bit when up in the revs. possibly the issue referred to above with using light weight flywheels?

      The other issue I am having is shifting between 1st and 2nd and 2nd and 3rd. If I shift to fast in upper revs it grinds. If I shift under normal driving it feels notchy when going into gear. I figured it was either the clutch not disengauging properly or possible the issue mentioned above about the shift forks and gear sets. When I am parked and put it in reverse, it doesnt like to go in right away, but it doesnt grind either. Anyone have any suggestions? This is killing it for me having plenty of power, but not being able to lay down good 0-60 times do to have to wait half a second between shifts so I dont grind.

      thx

    18. 12-06-2010 05:51 AM #17
      Another 02M box is the FMP. I got it off a Seat Leon V6 4Motion, somewhere between 2000 and 2002 model year, can't really remember.

      FMP gear ratios:
      ratio FD
      1.gear 3.357 4.333
      2.gear 2.087 4.333
      3.gear 1.469 4.333
      4.gear 1.098 4.333
      5.gear 1.108 3.421
      6.gear 0.927 3.421

      The FMP also has the stronger metal end casing like the DRP.

      The rpm drop from 2nd to 3rd on the FMP is slightly better than the DRP. It'll end up with ~200 rmp higher when putting 3rd gear.
      3rd to 4th on the other hand is ~100rpm higher with the DRP. They are fairly close.

      Elie

    19. Member Vegard's Avatar
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      02-05-2011 05:58 PM #18
      Spare shifting fork for a good price:

      http://www.ecstuning.com/Volkswagen-...ance/ES272584/

    20. Member M.P's Avatar
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      02-08-2011 04:19 PM #19
      I have no idea, Garrett GT4088R 1.6 bar
      Last edited by M.P; 04-28-2012 at 07:35 AM.
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    21. 02-25-2011 04:35 PM #20
      [QUOTE=Vegard;67448318]Starting this thread to get as much information about upgrading theese gearboxes as possible.

      If you know anything you'd like to share, please post it here.

      http://www.volkspage.net/technik/ssp/ssp/SSP_205.pdf

      The 02M gearbox came in 1999 with the Golf 4 and other VWs and Audis. It differs from the previous transmissions in that it has two different output shafts. This gives different final drives for 1st to 4th gear and 5th to 6th gear.

      4Motion-gearboxes came with both 4-cylinder and 6-cylinder engines. The difference between them is the clutch housing.

      For the 6-cylinder boxes, one gearbox is stronger than the oter models. This is the DRP and it was delivered in Golf Mk4 2.8 l. 4Motion 1999-2000. This is maybe the best start for a transmission for high effects. Cluth housing from a 4-cylinder engine can be mounted to the 6-cylinder gearbox.

      Transmissions to the 3.2-liter engines (from R32) have a weakness. The bearing on the input shaft may loosen, most often seen where a lightweight flywheel. Different companies offer a modification of this, but the gearbox must be removed to get this done. HPA is one of several that can fix this:
      http://hpamotorsports.com/



      im currently doing a mk4 r32 engine swap into my mk4 2.8 4motion 2000 model,so it does have the stronger gearbox,i also have the mk4 r32 gearbox that came with the engine,which of the 2 gearbox would be a better choice as i am planing to go the turbo route as soon as everything is up and runing.thanks

    22. Member Vegard's Avatar
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      02-25-2011 08:22 PM #21
      Quote Originally Posted by boostd k04 View Post
      im currently doing a mk4 r32 engine swap into my mk4 2.8 4motion 2000 model,so it does have the stronger gearbox,i also have the mk4 r32 gearbox that came with the engine,which of the 2 gearbox would be a better choice as i am planing to go the turbo route as soon as everything is up and runing.thanks
      I guess you'll be happier with the non-R32 box. Just remember to reinforce the shifting forks...

    23. 02-26-2011 04:55 AM #22
      Quote Originally Posted by Vegard View Post
      I guess you'll be happier with the non-R32 box. Just remember to reinforce the shifting forks...
      great thanks,

      what about the gear ratio on my 2.8 v6 4 motion box,wont the gears be too long then the r32 box,not too happy bout lengthy gears.

    24. Member Vegard's Avatar
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      02-27-2011 06:13 PM #23
      Quote Originally Posted by boostd k04 View Post
      great thanks,

      what about the gear ratio on my 2.8 v6 4 motion box,wont the gears be too long then the r32 box,not too happy bout lengthy gears.
      No problem to change the final drive to the R32 if you want to. You just have to open both boxes and swap the wanted parts into the tranny you're going to use..

    25. Member newcreation's Avatar
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      03-12-2011 09:45 PM #24
      Nice thread great info
      -JAMES CRIST JR-
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    26. Member VeeRar6ix's Avatar
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      04-14-2011 02:00 AM #25
      does anybody know the power capabilities of the rear diff and clutch assembly? I know the front can take quite a lot of abuse, but what about the rear... is a rear diff upgrade necessary for anything over 500WHP... is there a possible torque limit on the rear clutch, if so, are there any upgrade offerings?

      Also... where does the Haldex pump sit?

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