I've tried to digest (understand) not only this 'gearing ratio thread' but also past threads over the years detailing gearing options. But like Gordon's cartoon, I'm now excusing myself from the classroom and embracing Jim Ignacio's philosophical acceptance of whatever tranny gearing is scooting my VS along...EXCEPT... I very much like the obvious difference of the five speed gearing in my 912 to the extent that I purchased a 901.... that's under tarps and patiently waiting for me to acquire the mechanical confidence to wrench it in!!!
I understand you frustration....I like to keep it pretty simple myself. Knowing that the engine needs to cruise at 3Krpm to be able to keep cool ...your final cruising speed needs to be 3-3200 at the speed you like to travel in 4th.
Ah you said you like a 5th, and you like the P tranny with the long second gear ... there you have it, make sure your final gear gives you the 3k for engine cooling 
Follow El Guapo advice .... drive drive drive ....let it drive
Al,
How 'bout if a guy were to use a stock main-shaft (1-2), and a .93 5th with a 3.44.
How would you feel about a 3.78/2.06/1.44/1.12/.93 with a 3.44?
Some comprehensive listing of available gears all in one place would be super helpful.
http://calc.teammfactory.com/i...26+2&trannytype=
That would work really well, Stan. The recovery rpm goes up with each shift nicely (which is important), and decent top speed. I'm surprised you didn't put the .89 in 5th, which would still work nicely with the 1.12; it would give an extra 4mph and the recovery rpm is still higher than the 3-4 shift, so acceleration wouldn't feel "flat".
For a complete list of aftermarket gears available, I go to Weddle's tech info page, and under other downloads is the gear inventory pdf. A while ago I started putting all the gears (stock and aftermarket) in 1 page, but I've been busy with other things. When it's finished I'll post it, and maybe we can put it in Articles for reference. Al
I plugged it all into the M Factory spread-sheet before I posted, Al. I think I like it. I think I might like it better than the .89, and I've already got the (new Erco) gear so...
What I know is this: I really like the .93/3.44 final-drive. I'm not inclined to be super-hot on doing another $1K custom mainshaft, and the first and second on a stock one seems to be "just right" with a 3.44, as long as there are two more gears before the final-drive.
This should give me my "tire-fryin', white-trash, hick-town, middle-aged delinquent" 1st, with a decent reach to 2nd. 4th would be a "passing gear" to drop into on the freeway (should I feel the need), and to cruise in 95% of the time otherwise. I'm seeing 4th as a gear maybe as important as 5th, but the 4th and 5th need to work together.
Perhaps a .89 might be a better gear for 5th, but I'd need to think about it- it seems pretty long. 3500 RPM is 81 mph with the .93 and 85 mph with the .89. That sounds great, but I'm concerned about dropping below 3000 RPM at 70, and I do with a .89.
I've got a ZF LSD in the gear-box right now that I never had rebuilt. It seems like there's a guy on the Samba who makes all the rebuild parts, and another guy who rebuilds them. If I remember correctly, this is what Glenn Ring did with his, then had Clyde Berg build his 5-speed.
I'd love to take the transaxle out of my car this winter, send the LSD off to be rebuilt with new clutches, get a Berg kit, and have an expert set it up for a 5-speed geared "just so". I'm assuming I could get parts to make my Vintage Speed shifter work with the Berg 5.
It's only money, right?
The 3.44/.93 and 3.88/.82 final drives are the same (3.19 vs 3.18) and you're right, that's fast enough for these cars (not to mention any faster being a recipe for constant trouble with the law, and the disaster just waiting to happen should things go wrong at those even higher speeds!). I'm sure you'll also appreciate the car being a little quicker right off the line with the stock 1st back in there.
Your ratios have the correct spacing that will make the car really fun to drive (I think I've said that already...). With the recovery rpm going up with each shift, as the speeds get faster the engine speed is higher in the powerband (after each shift) and that's the part that makes it all work (and keeps the acceleration happening at progressively higher speeds). I know you already know that, but since other people are reading this I'm taking the time to try to explain basics so no one else's head explodes.
Gears (on the Samba) is the guy with replacement parts for the ZF's and either he or Bruce Tweddle (I believe you bought the diff from him originally?) can rebuild them. Gary Berg (it was Gary that built and then did a rebuild on Glenn Ring's Berg 5) is certainly more than capable of putting it together, as are many people around. If you use Bruce to redo the ZF, maybe consider having him build it? I know the guy (he lives here in beautiful Burnaby) and his knowledge of transaxles (and the rest of the VW world) is more than encyclopedic and his attention to detail is positively anal (a very good thing when delving into the interior of a gearbox). He also finishes things when he says he will.
I'll check with Bruce, but I'm pretty sure your Vintage Speed shifter will work with the Berg 5- I believe it's all in the plate under the shifter.
And you mention 4th being as important as 5th- yeah, they all work together, and when they do it's golden. When they don't, it's just awkward; for an example, find someone with a .82 and stock 3rd in their Speedster or Bug and take it for a test drive (wait; haven't you already tried that? For you others still with us, just ask Stan...).
Later. Al
PS- Yeah, you are correct sir; it's only money!
ALB posted:
And you mention 4th being as important as 5th- yeah, they all work together, and when they do it's golden. When they don't, it's just awkward; for an example, find someone with a .82 and stock 3rd in their Speedster or Bug and take it for a test drive (wait; haven't you already tried that? For you others still with us, just ask Stan...).
Yes, yes I have. You are 100% correct: I tried it, it was awkward.