LSD. It's the difference between the rear steering the car as either side unpredictably loses traction, and lightly counter-steering as you crab along the camber of the road with a silly grin on your face. One of these things is fun.

Sticky tires. Falken Azenis RT615K+ are sticky enough you can use them to pick up loose crap from the garage floor, with a wear rating to match. They probably won't age out, harden & get scary... :)

255/40/17 seems to be the practical limit over a certain power level on a G-series body with 30mm TBs at the rear; despite looking like there's plenty of room for more rubber, that will rub high in the arch when it squats enough.

915 kaput
 

Updating my own thread.

4 years after my 3.0l SC turbo build, my 915 finally gave up at the track this past August.

While doing a track day, 3rd gear began making noises. It got harder and harder to get into and out of 3rd gear. Once I did get it into 3rd it was making ex$pen$ive noises. I finally parked it and trailered it home. I came to the realization that I can either rebuild the 915 or, for a bit more find a used/rebuilt 930 gearbox.

I found a rebuilt 930 gearbox from Einmalig Porsche Parts. (Brian Farmer) and grabbed it. It's a shortened 930/36 (w/ LSD) rebuilt with stock gearing.

Even though the price hurt, I feel better in the long run.




http://forums.pelicanparts.com/uploa...1571692153.jpg

http://forums.pelicanparts.com/uploa...1571691756.jpg

http://forums.pelicanparts.com/uploa...1571691756.JPG

http://forums.pelicanparts.com/uploa...1571691756.JPG

Looks nice. Here are your new concerns:
You no longer have enough power.
That's all, no more concerns....:)

Looking forward to reading your "first drive" thoughts once your swap is complete.

I was reading the 915 thread with 7:31 R&P / 3.3 turbo that broke some R&P teeth and promptly dropped out of my last lapping day of the year. :(

What clutch / pp combo will you be using with the new setup ? Curious as we have the same power levels.

Cheers,

Sandeep

lol... that's what I want to hear...

Funny you mention that because I totally forgot I would need to update everything until after I made the transition. I was initially just going to do the Pelican 'kit' that has the FW, PP and clutch combo... but I'm not so sure now.

Stock short clutch should be fine for 360hp I'd say, was fine for me till I got the new engine. If you want to have "spirited" take offs it might not though.

I don't plan on increasing the HP until after I do an engine rebuild. Which hopefully won't come until after a few years...

Check with Chris at Turbokraft. He knows what’s best.

For those pondering the same upgrade - what price range are we talking about ?
I'm currently running a 915 with factory LSD & Wevo retainer upgrade. It's only a matter of time with 400HP and an uncontrollable right foot...

The short bell housing 930 is almost unicorn status. Even one that’s been shortened already. It it can be done to a later long BH 930. Costs are hard to determine because it’s usually up to the seller and he usually know what he has. A long BH 930 will cost $4500 or so. I’ve seen short BH 930 boxes from the factory sell or at least marketed at over $10k but I bought mine for around the normal price of a 930 box and in the thick of the high prices too. You never know.
For me it was a timing thing. If your desperate there is usually someone who know $omeone with one.
If your desirous and keep a keen eye you could get lucky and only pay a lot.
Then you’ll need a new 930 flywheel and clutch setup. Also you’ll need to address the axles and the trans mount. If you buy 930 half shafts you’ll also need the 930 hubs. But if you want to use your 915 stubs they’ll bolt up to the 930 and you can use your 915 half shafts. Saves time and money. Assuming your 915 stubs are fine spline.

Even now I don’t consider the 930 an upgrade performance wise. I miss the performance of the 915 with 350hp. I love cruising highway speeds at low rpm but otherwise it’s not as fun.
If I were to do it again I’d try and afford the g50. But I’m poor. Sooo

You reminded me, I also upgraded to 930 axles with larger CV's with converted halfshafts accordingly.
After reading your experiential advice, I'll most likely pay more attention to a g50 conversion in the long run and enjoy my 915 for now.

I don't know if a G50 and the conversion is any cheaper.

Einmalig Porsche Parts has at least one LBH for sale and rebuilt for about $6000. I got my shortened LBH from them for $7500 (plus a $2000 core..ouch) I just quickly pulled the band-aid off and got it over with...
Flywheel, clutch and pressure plate is just under $1000 from our host.

Quattro: Can I still use my 915 shifter and housing?? And does the omega spring and all the other bolt on stuff below from the 915 still work?

As far as the 915 shifter, I reused mine however I used wevo's shifter upgrade with it for the 930. The two use the same housing but the 930 has a different reverse location and lockout mechanism.
So the wevo worked well for me but I never tried to use the same config as 915 with the 930.. The shift rod is the same.
And no the g-50 isn't cheaper thats why I went 930. 930 isn't cheap either but g50 is another level.
At one point my plan was to keep swapping out 915 gearboxes but I started to see Porsche prices rise.

Is the consensus a stock G50 clutch is good for 350 HP?. I dont want a thigh master as my left knee gets sore but dont see how to resist opening it up in what ever gear. Drive it frequently, traffic is unavoidable. Gonna lower compression slightly, keep stock Motronics, update chip, replace rod bolts. Start with IC .5 bar. That's it for a starting point. Stock clutch?

89 g50 Carrera 3.2

G50 clutch is same diameter as 930. I logged 420 WHP with a factory G50 friction plate/3.0 930 PP (needed for the SBH).

I expect that to hold up to around 500 WHP.