started the year by letting the lil screamer eat Dorrigo mountain for breakfast 👍
stormed it's way up the 17km of winding road, 5 speed providing awsome ability to keep it in the tourque so not needing to rev the ring out of it. engine temps stable around the 100 degrees at the top of the hill
brakes performing well on the descent............then back down the 110 zone to home in 5th. love it!
yep GB 309/Engle V26 and yes also on the rough roads, that's actually a loop of the old highway!!..........will do another vid up Dorrigo, it's much smoother 😏
Heya Marcus, hope your's is coming along too!
Will do Matty, make's bluey sound quiet hey!
Al, just take it for a blab to hear it in person......have you had any time for your rides of late?
Dave......what can i say........ driven, not wishen! 😘
Just before the VWMA Showdown,
Daimo called me to say he heard some noises coming from his Berg-5.
With a few upgrades in mind, now was the perfect opportunity to pull it out (and slot in a trusty 40hp box) before any further damage was done.
Most of the problems were from a lack of oil flow to the axle spades.
This occurs after long periods at highway speeds, because the superdiff , with its extra casting, reduces oil flow to the side gears and axle spades.
Daimo scored a ZF diff off thesamba for the right price, and we also decided to change 4th gear to a 1.2174 ratio from the 1.3182. Now was the perfect time to do those changes.
While the ZF looked a little rough when it arrived, it was actually a real gem.
With just a little tidying, and some slight machining to restore the factory torque settings, it came up beautifully.
Also replaced this time around, was the pinion bearing,
diff bearings,
and pinion depth and backlash re-set for these new bearings.
The company that originally built this trans in the USA do not always replace these parts in a new trans.
Also of note was the shift rail slots were uneven.
Being hardened steel, a tungsten end mill was required
to make this rail closer to the other three.
Then the hockey stick was welded and reshaped to tighten up the tolerance,
for a more precise shift quality.
A later input shaft was sourced, which uses a wider seal surface.
To improve the oiling problem,
VW issued a service bulletin that showed a modification to the side covers.
It was meant as an upgrade for the ZF diff, but should work well for super diff installs as well.
This lets oil out to the spades, even after long periods at speed.
Third gear got a new synchro also, and the hub for 3rd and 4th also got the oil hole treatment,
and some machining to equalize the end play.
The Berg5 looks amazing, well worth the cash it seems!
Sounds smooth as well, in the old video, want to see a new one with the latest changes to the Berg5 as soon as possible that's for sure!
mactaylor wrote:very nice dave whats the part number on that syncro that is NLA? got a mate with a fair bit of tansmision NOS. will check next time im out there.
113 311 269 1 is the one I have been using for first and second gears.
the "1" is the part I use, there are a few other suffixes also.
113 311 295 for 3rd and 4th.
It can have various suffix letter or numbers too.
