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1. Vw T25 For Sale

It was the last of the rear engined Volkswagens. Compared to its predecessor the T2, the T25 was larger, heavier and wider with squarer corners replacing the rounded edges of the Baywindow, which led to the nickname of 'The Wedge' or ‘Brick’. Interior space was gained by lowering the engine compartment and the tailgate and windows were bigger than the T2. Almost all mechanical components were completely changed, the suspension was vastly improved to a double wishbone set up and frontal crash protection greatly increased. 1979 - 1982 The all new third generation aircooled Transporter, the T25, was launched in May 1979.

The early air-cooled models are recognisable by the single round headlight grill and some with chrome plated steel bumpers with plastic end caps, but they all lacked the lower grill of the water cooled models, except on models with factory air conditioning installed. The early models had eight welded-in metal slats covering the engine ventilation passages behind the rear windows, unlike later models which had black plastic 16-slat covers. Up to 1982 T25’s were aircooled, available with 2 petrol engine sizes and 1 watercooled diesel: The CT code engine was a 1600cc, 50 bhp (37kW) air-cooled with a single Solex 34 PICT-4 carburettor. The CU or CV code engines were 2000cc, 70 bhp (51 kW) air-cooled with twin Solex 34 PDSIT-2/3 carburettors or the USA model was fuel injected with a Bosch L-Jetronic system.

The diesel CS code engine became available in 1981, a water cooled 1600cc engine, 50bhp (37kW). The 1.6 was available with only a manual gearbox but the 2.0 litre was available with both a manual and an automatic gearbox.

1983 The all new watercooled generation of the T25 Transporter was launched in mid 1983. When the water cooled models were launched the most noticeable e xterior change was the lower front panel radiator grill added to cool the radiator. The early models still retained the round headlights, which later became rectangular and also the introduction of alloy wheels and larger, squarer plastic bumpers and sill trim appeared on many models.

From 1983-1984 there were 20 different factory paint colours available. The change to water cooled engines saw many more displacement, power, fuel and gearbox options available: Petrol: EY code: 1900cc (55bhp) with a 34 pict carburettor DF code: 1900cc (59bhp) with a 34 pict carburettor DG code: 1900cc (76bhp) with a 2E3/2E4 carburettor GW code: 1900cc (89bhp) with fuel injection DH code engine: 1900cc, (83 bhp), with fuel injection 'Digijet' (Digital Jet-tronic) MV code: 2100cc: (95hp), with fuel injection “Digifont” (Digital Ignition) SS code: 2100cc (90hp) with 9:1 compression ration Diesel: CS code: 1600cc (48bhp) Inline 4.

1984 The new watercooled generation of the T25 Transporter was in its 2 nd year in 1984. 1984 didn’t see many changes for the standard T25.

Vw T25 For Sale

However Porsche built a very limited number of the epic “B32” T25 which had its legendary air cooled 3.2 litre, flat-six, 230hp shoe horned in, capable of over 130mph. Only 11 were made and they now command serious money, if you can ever find one. From 1984-1985 there were 21 different factory paint colours available. The water cooled engines were now available in: Petrol: EY code: 1900cc (55bhp) with a 34 pict carburettor DF code: 1900cc (59bhp) with a 34 pict carburettor DG code: 1900cc (76bhp) with a 2E3/2E4 carburettor GW code: 1900cc (89bhp) with fuel injection DH code engine: 1900cc, (83 bhp), with fuel injection 'Digijet' (Digital Jet-tronic) MV code: 2100cc: (95hp), with fuel injection “Digifont” (Digital Ignition) SS code: 2100cc (90hp) with 9:1 compression ration Diesel: CS code: 1600cc (48bhp) Inline 4.

1985 The new watercooled generation of the T25 Transporter was in its 3 rd year in 1985. 1985 saw several upgrades and changes to the T25 engine, suspension and exterior. A major event of was the launch of the “Syncro”, a 4 wheel drive transporter with a DG code: 1900cc (76bhp) with a 2E3/2E4 carburettor. Rectangular headlights which made their first appearance on the Caravelle Carat, which was also fitted with plastic bumper spoilers. Power steering became available for the first time.

2 new engines were launched: Petrol: DJ Code: 2100cc (112bhp) with 10:1 compression ratio Diesel: JX code: 1600cc Turbo (70bhp) Inline 4 From 1985-1986 there were 19 different factory paint colours available. Water cooled engines were now available in: Petrol: EY code: 1900cc (55bhp) with a 34 pict carburettor DF code: 1900cc (59bhp) with a 34 pict carburettor DG code: 1900cc (76bhp) with a 2E3/2E4 carburettor GW code: 1900cc (89bhp) with fuel injection DH code engine: 1900cc, (83 bhp), with fuel injection 'Digijet' (Digital Jet-tronic) MV code: 2100cc: (95hp), with fuel injection “Digifont” (Digital Ignition) SS code: 2100cc (90hp) with 9:1 compression ration DJ Code: 2100cc (112bhp) with 10:1 compression ratio Diesel: CS code: 1600cc (48bhp) Inline 4 JX code: 1600cc Turbo (70bhp) Inline 4. 1986 The new watercooled generation of the T25 Transporter was in its 4 th year in 1986.

1986 saw a few modifications and enhancements/ changes to the T25: Electric Windows, central locking and an in-dash tachometer were introduced. Also a better rust prevention treatment was introduced, seeing “lesser” rusty 1986 vehicles around today. The biggest event in 1986 was the production of the 6 th Millionth VW Transporter! Of which over 1,250,000 and counting were T25’s already! From 1986-1987 there were 19 different factory paint colours available. Water cooled engines were now available in: Petrol: EY code: 1900cc (55bhp) with a 34 pict carburettor DF code: 1900cc (59bhp) with a 34 pict carburettor DG code: 1900cc (76bhp) with a 2E3/2E4 carburettor GW code: 1900cc (89bhp) with fuel injection DH code engine: 1900cc, (83 bhp), with fuel injection 'Digijet' (Digital Jet-tronic) MV code: 2100cc: (95hp), with fuel injection “Digifont” (Digital Ignition) SS code: 2100cc (90hp) with 9:1 compression ration DJ Code: 2100cc (112bhp) with 10:1 compression ratio Diesel: CS code: 1600cc (48bhp) Inline 4 JX code: 1600cc Turbo (70bhp) Inline 4. 1987 The watercooled generation of the T25 Transporter was in its 5 year in 1987.

From 1987 to 1992 there were 23 different factory paint colours available. Most camper conversion came with the rectangular headlights with alloy wheels and larger, squarer plastic bumpers and sill trim appeared on many models. Water cooled engines were now available in: Petrol: EY code: 1900cc (55bhp) with a 34 pict carburettor DF code: 1900cc (59bhp) with a 34 pict carburettor DG code: 1900cc (76bhp) with a 2E3/2E4 carburettor GW code: 1900cc (89bhp) with fuel injection DH code engine: 1900cc, (83 bhp), with fuel injection 'Digijet' (Digital Jet-tronic) MV code: 2100cc: (95hp), with fuel injection “Digifont” (Digital Ignition) SS code: 2100cc (90hp) with 9:1 compression ration DJ Code: 2100cc (112bhp) with 10:1 compression ratio Diesel: CS code: 1600cc (48bhp) Inline 4 JX code: 1600cc Turbo (70bhp) Inline 4. 1988 The watercooled generation of the T25 Transporter was in its 6th year in 1988.

1988 saw the launch of the some rare, highly regarded and sort after models including the Westfalia Club Van, the “California” and soon to be followed by the equally sort after “Atlantic”. Also the Blue Star and White Star special edition multivans were available.

From 1987 to 1992 there were 23 different factory paint colours available. Water cooled engines were now available in: Petrol: EY code: 1900cc (55bhp) with a 34 pict carburettor DF code: 1900cc (59bhp) with a 34 pict carburettor DG code: 1900cc (76bhp) with a 2E3/2E4 carburettor GW code: 1900cc (89bhp) with fuel injection DH code engine: 1900cc, (83 bhp), with fuel injection 'Digijet' (Digital Jet-tronic) MV code: 2100cc: (95hp), with fuel injection “Digifont” (Digital Ignition) SS code: 2100cc (90hp) with 9:1 compression ration DJ Code: 2100cc (112bhp) with 10:1 compression ratio Diesel: CS code: 1600cc (48bhp) Inline 4 JX code: 1600cc Turbo (70bhp) Inline 4. 1989 The watercooled generation of the T25 Transporter was in its 7th year in 1989. There were no model additions or changes that year.

From 1987 to 1992 there were 23 different factory paint colours available. 1991 The watercooled generation of the T25 Transporter was in its 9th and penultimate year in 1991. The last T25 rolled off the Hanover factory production line in late 1990, replaced by the front engined T4. Production continued for another 2 years at the Austrian Graz plant, home of the “Syncro”.

From 1987 to 1992 there were 23 different factory paint colours available. 1992 The watercooled generation of the T25 Transporter was in its 10th and final year in 1992. The new T4 was in full production. The last T25 and “Syncro” rolled off the Austrian Graz factory production line mid 1992.

However T25’s continued to be produced in South Africa until 2002. The last of the T25’s were a limited 2500 “Last Edition” which are now quite sought after. From 1987 to 1992 there were 23 different factory paint colours available.

VW's 5 speed Type 094 transmission does NOT give you any significant differences in 5th gear over your current 4th. The difference was in gear spacing, primarily for the lower power of the diesel. The gap between 2nd & 3rd on a VW is already too high. The VW Type 094-4WD transmission is commonly referred to as a 5-speed but it does not change ratios except to provide a granny gear extra low and reverse. Short of a custom transmission modification or adapting to another manufacture, there is little you can do 'backyard'. Costs of a custom are probably astromical - you'll have to hit the Hot VW crowd.

That's outide the scope of this site. Also, bear in mind that the power of the VW doesn't allow much of a ratio reduction. Current is about.85:1.

Even the high performance trannies like a Porsche are only in the.8:1 range - they usually combine the higher power with a different rear end ratio. And then you won't have the power to get going because the reduction will be across all the gears. Any changes would require significant linkage differences, even the VW 5-speed. Suggest you read the thread under ENGINES about breaking in a new or reman.

It has some valuable discussion of VW driving speeds and techniques. If you're running at 75 mph true - about 4200-4300 RPM - you'll be spending a lot of time in the shop - 'green' arc on the tach not withstanding. Porsche transmissions, even if the bell-housing to engine matched - I don't have ready resources to say - and the clutch size, clearance and activation are compatible, use a different size drive axle. The CV joints won't match up. Porsche uses a 4x10mm bolt gasketed flange compared to VW's 6x8mm bolt unsealed flange.

Porsche's are a larger diameter and probably thicker. This means you would require custom transmission output shafts and stub axle shafts as well as new (and surely custom) half-shafts. The new stub axles must also match VW's rear bearings and spline arrangements.

(The 912 has rear disk brakes vs. VW's drums.) Since both use a transaxle, you cannot divorce the final drive ratio from the gear ratios. The 5-sp 912 ratios are 3.09, 1.89, 1.32, 1.04 & 0.86 1st through 5th respectively, driving a 4.43 rear axle ratio. The VW is 3.80, 2.06, 1.26 &.89 1st through 4th gears driving a 4.86 rear axle ratio. Thus start off - not a VW strong point - would drop from 18.47:1 to 13.69:1. That's a health loss of low end power. 5th would give you 3.81:1 vs.

VW's 4.32:1 top gear, a 12% decrease in engine speed, but would the VW have enough power to pull it? You have over a 30% lower power difference. The idea of a 5 speed to close up the wide gaps in gears is admirable but final results in starting up will have to be close or you'll never get off the line without frying the clutch.

Top end is going to be limited by the power available to overcome the box-through-molasses aerodynamics of a VW bus. Even when VW offered the 5-speed, it only closed the gear ratio spacing; it did not change lower & upper gears signifigantly.

And finally you have to balance cost. A 912 tranny and the conversion costs are more than the typical Type II is worth. Yes (when new), you could get custom ratios for the Porsche tranny. But again at what monsterous costs.

You'd probably be better off checking out the race VW shops for custom or converted VW transmissions. Last edited by Capt. Mike; at 01:43 PM.