The ideal of course would be a transaxle designed for mid-engine such as
from a Pantera or a 914.  But you did say that economics plays a factor, so
what I would suggest would be to do what off-roaders do when driveline
angles get severe, and that is to use CV's instead of U-joints.  Depending
on how much cargo area you plan on losing, it should fit.  I saw a split
window bus a few weeks back that had a Mopar small block, 727 trans and
narrowed Ford rear end.  Almost zero cargo room, but the owner seemed happy.

Maybe this helps....maybe not.

Scott

----- Original Message -----
From: "Sudhir H. Desai" <sudhir@12INCH.COM>
To: <vanagon@GERRY.VANAGON.COM>
Sent: Monday, November 17, 2003 10:26 AM
Subject: "conventional" transmission for a mid-engine conversion

> i know one of our resident germans has performed a mid-engine swap on his
> van using the audi longitudinally mounted v6+transaxle (which normally
> powers the f wheels) and shifting it back to the r wheels as a unit.  i am
> thinking of going the non-german way yet again, and using either ford or
> chevy components in a mid engine swap.  to keep cost down, i would need to
> use a ford/chevy transmission.  my uncertainty is that the output shaft on
> the transmission will not directly bolt up to the input shaft on a rear
> diff.  or, if i use a "driveshaft" of sorts, it would bind constantly from
> being at a not-normal angle.  the other option in my mind would be to
slide
> the rear end further back, thereby extending the wheelbase of the van, but
> that brings up another set of problems.. namely sheetmetal fabrication.
>
> anyways, if poeple have comments/suggestions, please reply-all, for flames
> just pmail me to keep them off the list ;)
> TIA.
> ~sudhir
>
>