We live and breathe transaxles. Not only do we work on transaxles everyday, but we test and race on the same products.

Our focus has and will always be quality and attention to our customers, delivering the best combination for your specific application.

TE 3 SPEED RACE AUTO

$16,900

Starting at:

The semi-automatic transaxle includes a manual valve body, burly ten inch ring gear, 934 cv's, quick change gears, all cushioned by a torque converter making a great combination for racers and fun goers.

VOLKSWAGEN

091/002 Bus Box

The gearbox that's run surfboards down baja and 1600 race cars around the desert. Properly setup for the type of use can be a great option for you car. Many options can be added like an aluminum differential, weddle gearsets, mounting plates, among others.

094 Vanagon

The newer model to the 002/091 Bus Box is the 094 "Water Boxer." The largest design change is a usable reverse gear.

Bus Automatic

The Bus Automatic is becoming a great option for smaller horsepower vehicles that want the cushion of a torque converter.

Type 1 Pro

Type 1 IRS

 

ALBINS

AGB 11.5" Sequential

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Starting at:

The strongest, smoothest shifting transaxle available in the off-road industry. This is the same unit that has captured multiple Best in the Desert Unlimited Class and SCORE Class 1 championships. If you are going to push your driveline to the limit, this is the transaxle you need.

AGB 11.5" Low Shift

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Starting at:

The strongest syncromesh off-road transaxle available. Originally based on a G50 Porsche, it couples the silky smooth shifts of a 911 with the brute strength needed to survive the harshest environments. The dogchange versions have evolved, utilizing the same gear geometry found in the sequential AGB, but with “H" pattern shifting.

AGB 10" Sequential

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The Albins 10 inch sequential is the perfect transaxle for limited class racecars looking for lightning fast shifts and a strong, compact package. Utilizes the same gear stacks and shift mechanism as its big brother but with a 10" ring and pinion. The smaller ring and pinion, smaller main case, and smaller differential makes this unit 30 pounds lighter than the full size Albins sequential and much more compact.

AGB 10" Low Shift

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Starting at:

The Albins 10" low shift transaxle utilizes the same robust gear stacks as its big brother, coupled with a 10" ring and pinion. As a result of the 10" ring and pinion, smaller differential, and smaller case, this unit is 30 pounds lighter and much more compact than the full size Albins. The smaller size of this trans makes it ideal for limited class racecars or installation into an existing chassis.

 

MENDEOLA

MD4E

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It features a 10" diameter ring gear and a much larger differential section than is used in VW transaxles. This greatly increases the load carrying capacity over a VW unit. We offer a wide selection of Weddle Racing 1st through 4th gears for the MD4E, making it possible to choose ratios for almost every application. If you are looking for the next step up in strength over your VW transaxle, this is the unit for you. 

MD4-2D

The workhorse of the off-road industry. Dollar for dollar, one of the best values. A wide selection of Weddle Racing ring and pinions and Weddle Industries’ proprietary 2D gear sets are available, making this trans incredibly versatile. With so many ratio combinations to choose from, the Mendeola 2D can be set up for anything from a short course car to a desert pre-runner. A Pro-Drag version is also available with a billet aluminum spool.

MD5

All the great features of the MD4-2D with an extra gear.This trans has long been a favorite of Class 10, Class 12, and dual sport buggies. A wide selection of Weddle Racing ring and pinions and Weddle Industries’ proprietary forward gears allows you to fine tune your MD5 to suit any application.

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S4

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The Mendeola S4 transaxle was designed to address some limitations of the MD series. The S4 started from a clean sheet of paper, designed to be the next level in strength and performance. The S4 uses industry proven Weddle Racing 10" ring and pinions coupled to a new line of Weddle Racing gears made specifically or the S4 transaxle. The use of larger, 85mm shaft center distance translates to stronger gears and larger bearings, as well as a much larger, usable reverse gear. 

S4D

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Sequential 4-speed with a hefty 11.5" R&P. Same proven gear stacks mated to an 11.5" ring and pinion. It is not the smallest or lightest transaxle on the market, it’s meant for big cars with big power. Comes standard with a Chevy LS bell housing set up for a 8" triple disc or a 9" twin disc clutch. 

S5

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The Mendeola S5 receives all the same benefits of the 85mm shaft centers, heavy-duty gears, larger bearings, and a full size, usable reverse, plus it’s got an extra gear! This trans is an excellent choice for desert pre-runners and/or street legal buggies running high-horsepower V-8 engines. A wide range of Weddle Racing ring and pinions and Weddle Industries proprietary 1st through 5th gears make it easy to tailor this trans for your specific application.

S5D

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Built on the same platform as the S4D, the Mendeola S5D receives all the same benefits of the 85mm shaft centers, heavy-duty gears, larger bearings, and a full size, usable reverse gear. This trans is an excellent choice for desert pre-runners and/or street legal buggies running high-horsepower V-8 engines. Three different ratios of Weddle Racing ring and pinions and a wide selection of Weddle Industries propriety 1st through 5th gears make it easy to tailor this trans for your specific application. 

 

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WEDDLE

HV1

$7,995

Starting at:

The first compact transaxle for the off-road industry with a real reverse, the HV1 mates the proven Weddle Racing 10" ring and pinion to four forward gears and a full size reverse gear. Thirty years of industry insight and two years of development in 3D CAD have culminated in this, the HV1, the first completely in-house transaxle from Weddle Industries. The list of features found in this transaxle is impressive, many of which have been, until now, reserved for higher end units.

1/1

HV2-4

$8,995

Starting at:

New and improved, extra rugged 4 speed. After countless hours of 3D CAD development, we took the proven performance of the HV1 and beefed it up to meet the demands of bigger tires, bigger engines, and bigger suspensions. In addition to wider gears and larger bearings, the next generation HV24 features a completely redesigned shift mechanism, extra bearing supports, and a larger input shaft/mainshaft combination. 

1/1

HV2-5

$9,995

Starting at:

Extra rugged. Now available in 5-speed. After countless hours of 3D CAD development, we took the proven performance of the HV1 and beefed it up to meet the demands of bigger tires, bigger engines, and bigger suspensions. In addition to wider gears and larger bearings, the next generation HV25 features a completely redesigned shift mechanism, extra bearing supports, and a larger input shaft/mainshaft combination. The HV25 adds, by overwhelming demand,  an extra gear for 5-speed performance.

 

FORTIN

Fortin 4 Speed

$18,200

Starting at:

10” Ring & Pinion
-Ratio’s available: 4.86, 4.38, 3.88
• Can be run with clutch or torque converter
• Dog Ring engagement (For fast no clutch shifts)
• Straight cut gears (For maximum power transfer)
• Internal Oil Pump
• Can be run Mid or Rear Engine configuration
• Ratio’s available from 16.8:1 to 3.3:1
• Differential flange width of 7 ¾ or 8 ½

Fortin 5 Speed

$17,790

Starting at:

• 10” Ring & Pinion
-Ratio’s available: 4.86, 4.38, 3.88
• Can be run with clutch or torque converter
• Dog Ring engagement (For fast no clutch shifts)
• Straight cut gears (For maximum power transfer)
• Internal Oil Pump
• Can be run Mid or Rear Engine configuration
• Ratio’s available from 16.8:1 to 3.3:1
• Differential Flange width comes in both 7 ¾ or 8 ½

Fortin FRS4 

$20,790

Starting at:

• 10” Ring & Pinion

-Ratio’s available: 4.86, 4.38, 3.88

• Can be run with clutch or torque converter
• Dog Ring engagement (For fast no clutch shifts)
• Straight cut gears
• Internal Oil Pump
• Can be run Mid or Rear Engine configuration
• Ratio’s available from 16.8:1 to 3.3:1
• Differential Flange width comes in both 7 ¾ or 8 ½

Fortin FRS5

$27,550

Starting at:

• 10” Ring & Pinion
-Ratio’s available: 4.86, 4.38, 3.88
• Can be run with clutch or torque converter
• Dog Ring engagement (For fast no clutch shifts)
• Straight cut gears (For maximum power transfer)
• Internal Oil Pump
• Can be run Mid or Rear Engine configuration
• Ratio’s available from 16.8:1 to 3.3:1
• Differential Flange width comes in both 7 ¾ or 8 ½

Fortin FRS6

$27,750

Starting at:

• 10” Ring & Pinion
• Ratio’s available: 4.86, 4.38, 3.88
• Can be run with clutch or torque converter
• Dog Ring engagement (For fast no clutch shifts)
• Straight cut gears (For maximum power transfer)
• Internal Oil Pump
• Mid or Rear Engine configuration
• Ratio’s available from 16.8:1 to 3.3:1
• Differential Flange width comes in both 7 ¾ or 8 ½

 

PORSCHE

716

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4-speed synchronized transaxle

Manufactured by Porsche (ZF)

901

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5-speed synchronized transaxle

Manufactured by Porsche (ZF)

Plate-type limited-slip differential available

Rod shift

Single-plate clutch

Gear ratios:

1st gear: 2.833 (AA)

2nd gear: 1.778 (GA)

3rd gear: 1.217 (O)

4th gear: 0.962 (U)

5th gear: 0.821 (Y)

Ring and pinion: 4.43 (7:31)

915

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5-speed synchronized transaxle

Manufactured by Porsche (ZF)

Plate-type limited-slip differential available

Rod shift

Single-plate clutch

Gear ratios:

1st gear: 3.18 (11/35)

2nd gear: 1.83 (18/33)

3rd gear: 1.26 (23/29)

4th gear: 0.96 (26/25)

5th gear: 0.76 (29/22)

Ring and pinion: 4.43 (7:31)

996/997

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996 Carrera 2 1998-01

6-speed fully-synchronized transaxle

Manufactured by Getrag

Plate-type limited-slip differential available

Counterweighted cable shift

Single-plate clutch

Gear ratios:

1st gear: 3.82

2nd gear: 2.20

3rd gear: 1.52

4th gear: 1.22

5th gear: 1.02

6th gear: 0.84

Ring and pinion: 3.44

G50

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5-speed fully-synchronized transaxle

Manufactured by Getrag

Plate-type limited-slip differential available

Rod shift

Single-plate clutch

Gear ratios:

1st gear: 3.50

2nd gear: 2.059

3rd gear: 1.409

4th gear: 1.074

5th gear: 0.861 (after 1988 0.868)

Ring and pinion: 3.44

519 Split Case

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4-speed synchronized transaxle

Manufactured by Porsche (ZF)

 
 

LOTUS/TOYOTA

C56

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5 speed manual

Manufactured by Toyota

Gear ratios:

1st gear: 3.166

2nd gear: 1.904

3rd gear: 1.392

4th gear: 1.031

5th gear: 0.815

Final: 4.312

C64

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6-speed sequential

Gear ratios:

1st gear: 3.166

2nd gear: 2.050

3rd gear: 1.418

4th gear: 1.166

5th gear: 0.916

6th gear: 0.815

Final: 4.529

QUAIFE QKE10R

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Lotus Elise / Exige PG1

6-Speed Sequential Dog Gearkit

Gear ratios:

1st gear: 2.583

2nd gear: 2.071

3rd gear: 1.688

4th gear: 1.412

5th gear: 1.200

6th gear: 1.048

Final: 3.923, 4.214, 4.462

© 2017 by Transaxle Engineering. Proudly created by Patrick Field.

*approximate weight

Fortin_FRS4_2