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Happiest when Tinkering
 
gsmith660's Avatar
 
Join Date: Jun 2007
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Right now after seeing the price for a used g50 and compare to the price to rebuild a 915 I am thinking that first on my list of mods is rear coil overs and while i have the welder fired up I think I will modify my torque tube ala Jack Olsen's car and make all the needed structural changes for a g50 to be put in so when I do take the plunge I just have to bolt it up. I think at the same time I may get a 993 rear seat hump to weld in to make my 993 rear seats fit better.
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" Porsche there is no substitute" I always liked that saying. Air cooled is the only way to go!
76 911 C.R.A.P. Gruppe #2 BIG time TURBO C.R.A.P. Bitz EFI/EDIS Now MegaSquirt 3
76 Blazer also restored by me
Old 03-06-2010, 07:17 AM
  Pelican Parts Catalog | Tech Articles | Promos & Specials    Reply With Quote #21 (permalink)
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g50 conversion

Even w/ a shortened box they do take some massaging to get them to fit in the correct spot w/ the engine in the original location. I'm using coil overs so modifying the torsion bar tube was not a big deal for me. We modified the transmission carrier cross member to move the tranny forward, thus keeping the engine in the stock location. I would suggest just buying the crossmember that Patrick Motorsports makes, it's slotted so you can find the optimal position for your tranny. It will be much cheaper than modding your aluminum stock carrier. Bottom line it's a major PITA butif your going big HP you can pay now or pay later. Using a 4spd 930 box is the easiest, but even that is not a lay up given the cost of rebuilding these trannies. Parts are becoming more difficult to find and more expensive. and the cable actuated clutches have their limitaions on function and hp. Good luck in what ever you decide.

Old 03-06-2010, 07:23 AM
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Happiest when Tinkering
 
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Good this is the kind of stuff we need for this to be an ultimate thread. This is the kind of thought provoking discuss I tried to get going in my build thread.
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" Porsche there is no substitute" I always liked that saying. Air cooled is the only way to go!
76 911 C.R.A.P. Gruppe #2 BIG time TURBO C.R.A.P. Bitz EFI/EDIS Now MegaSquirt 3
76 Blazer also restored by me

Last edited by gsmith660; 03-06-2010 at 07:51 AM..
Old 03-06-2010, 07:29 AM
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yep keep em comming a G50 is in my future
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1973 911 RSR clone powered by 77 3.0 turbo
Old 03-07-2010, 12:32 AM
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That's a nice mod to the alu bracket.

My car has the steel bracket modded and it's not as pretty as that!
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1981 UK 930. G50/01 shortened, 964 3.8RS Fibreglass Body Kit, 18" Alloys 8.5" F & 10" R, 225's F & 285's R, Special Colour Metallic Blue Paint, FIA Sparco Evo's, A/C and Air Pump removed, Electronic Boost Controller, GHL Headers, Tial46 WG.
Fitting - New service kit.
Needs Fitting - Innovate XD-16 Kit, Kokeln IC. Stephen's K27 HFS, EVO Intake Assy & his Modded USA Fuel Head.

1983 UK 911 3.2 Carrera Sport Coupe. Black, Black Leather with Red Piping, Black Alloy Gear Knob, K&N Air Filter Element, Turbo Tie rods.
Needs Fitting - K&N CO Sensor, Round A/F Dial Gauge, Factory Short Shift Kit.

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Old 03-07-2010, 01:58 AM
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Yes, it's a full length unit even in the 75-77models.
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Old 03-07-2010, 03:32 PM
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I had a 915 for a while but when I went for a big horsepower engine, I chose to go with an "active 4 speed" 930 gearbox for my 78 930 track car. I went with a very tall 1st gear (engine revs out at 72 mph), a stock 2nd, and a shorter 3rd and 4th (revs out at about 162 mph). It's not for everyone, and is obviously a bit sluggish from a dead stop, but it's heaven on the track. The ratios are

1st (1.736) taller
2nd (1.303) stock
3rd (1.0) shorter
4th (.767) shorter
R&P 9:38 (4.222) stock (with Guard LSD)

I posted this video of the car on the track a few weeks ago, but thought I'd link it again, because it shows how the car sounds and performs with these gears. You can watch the gauges if you put it in full screen mode.



Rob
Old 03-10-2010, 04:15 PM
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So does anyone know if a wevo shifter will work with a G50 or just a 915.
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" Porsche there is no substitute" I always liked that saying. Air cooled is the only way to go!
76 911 C.R.A.P. Gruppe #2 BIG time TURBO C.R.A.P. Bitz EFI/EDIS Now MegaSquirt 3
76 Blazer also restored by me
Old 03-11-2010, 05:07 PM
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There is SO much misinformation out there. 75-77 930 boxes were short ones. G50/50 were ONLY in 89. G50/52 used for 965's same ratio;s (according to porsche), but stronger and a diff. with different ratios (some 35/65, others 20/80, other 20/100, but no one knew which diff. was installed in which trans.). And YES a G50/50 or 52 will fit ANY 930 with slight mods.
Bernie
Old 03-11-2010, 11:45 PM
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When you say different ratios, do you mean limited slip clutch ratios and not R&P ratios?

Good info!
Old 03-12-2010, 07:07 AM
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Quote:
Originally Posted by gsmith660 View Post
So does anyone know if a wevo shifter will work with a G50 or just a 915.
Anybody have an answer to this
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" Porsche there is no substitute" I always liked that saying. Air cooled is the only way to go!
76 911 C.R.A.P. Gruppe #2 BIG time TURBO C.R.A.P. Bitz EFI/EDIS Now MegaSquirt 3
76 Blazer also restored by me
Old 03-12-2010, 06:06 PM
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Check here.

Welcome to Windrush Evolutions - WEVO - Porsche Products
Old 03-12-2010, 07:10 PM
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Happiest when Tinkering
 
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Quote:
Originally Posted by 911st View Post
Thanks I thought I had looked at the WEVO website guess not I guess the 915 wevo is off my project list.
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" Porsche there is no substitute" I always liked that saying. Air cooled is the only way to go!
76 911 C.R.A.P. Gruppe #2 BIG time TURBO C.R.A.P. Bitz EFI/EDIS Now MegaSquirt 3
76 Blazer also restored by me
Old 03-12-2010, 07:21 PM
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The *best* for an exotic build? G50/50 from a 1989 930. The burliest of them all I've heard.
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Movie: 930 on the dyno
Old 03-12-2010, 07:28 PM
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Strength is number one. Close behind is the gear ratios. The normally aspirated gets you through the large rpm drop that comes with the first to second shift sooner. The rpm drop with the later shifts is a lower rpm drop so one maintains a significantly higher average power level.

With a typical motor that dose not have variable cam, intake, or exhaust phasing or boost tapered by rpm the area where the motor makes it's most acceleration is arguably about 1500 rpm wide in most cases at best.

The 930 transmission has two significant issues.

1) First gear is on the tall side. This it mostly relevant to street drivability or drag starts. Thus if full boost is at 3500rpm we are at about 27 mph before we start to really get going. Put in a 915 and we are going to be going at about 20mph.

2) The RPM drop between gears and especially first to second with about a 2700rpm drop on a 930 transmission. This puts us in a lower part of the power range than comparable cars.


930 rpm drops:
2nd, 2700rpm at 53 mph
3rd, 1900 at 94 mph
4th 1800 at 137mph
red line at 197 mph.

915 rpm drops (NA G50 is simmilar):
2868 at 40mph.
1890 at 70mph
1345 at 95 mph
1368 at 120 mph
Red line at 155 mph

All are approximations.

If we could just tighten up the first to second rpm drop to 2000rpm our Power/weight ratio at the shift point would increase about 30%.

If we tighten up the rpm drop from say about 1850 to about 1350 or 500 rpm less we pick up about 15% more power at the beginning of later gear shifts.

Again, the difference in going from a 930 gear set to a NA gear set is about 30% more HP with the first shift and we are in second at 40mph instead of 53mph. In later gears we start out at up to 15% more power at the beginning of the next gears.
Old 03-13-2010, 07:52 AM
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Well to weigh in on the big hp side of things, the 930 box is what I would consider to be nice for the mega builds. With a 29.2" tire diameter and rev limit of 7,500 RPM one can see a gear limited 247 mph in a vaccuum.

To talk about gear usefulness - 1st is useless all together, 2nd would do better for first. Gears 2&3 are very, very short with 3rd being better than second and fourth could easily be lengthened.

Now when I mention this stuff i'm talking about mind bending speed, but with a very torquey motor is useable at lower speeds as well. Long story short, the gearbox limits the motor seemingly for the personality of the car. I plan to do some mods and get taller 1-4th.

So power output is a huge deciding factor of what gear box is appropriate not only for the ability to take the power abuse but to get meaningful power to the ground. A stock 930 box on a 700hp or so motor is like a 450hp on a 915, great for smoke shows and thats about it, there is room for improvement.
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Old 03-15-2010, 12:50 AM
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My factory G-50 ('87 C3.2) has held up just fine for over 5 years making ~500 FWHP.

I have even did probably around 20-30 full-throttle shifts (without lifting the gas) bouncing off the 7500 RPM limiter and under 1.0-1.2 bar of boost without busting the trans.

This shifting was done during a couple of passes on a drag strip, the others on the street.

I'd say the G-50 from the C3.2 is pretty robust.
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Old 03-17-2010, 07:55 PM
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Cory...we REALLY need to see your drag strip C3.2 turbo...
Thx, Bob
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Old 03-18-2010, 02:51 AM
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Gabe I got a few of these laying around my garage you could use... 935 upside down box with internal pump and so nice strong axles



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Old 03-19-2010, 11:04 PM
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Quote:
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Cory...we REALLY need to see your drag strip C3.2 turbo...
Thx, Bob
Here ya go. One pic shows the rod I made to keep the tube from blowing off the mass air meter under boost and the other is the addition of a dump valve.



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Cory - turbo'd '87 C3.2 Guards/Blk, 3.4, 7.5:1 CR P & C's, soon to be 993SS cams and GSXR 750 ITB's fed by 964 intake, Borg-Warner S366 turbo @ 1.4 bar, Treadstone full bay IC, TiAL F46 WG, HKS 1 1/2" BOV, twin 044 pumps, MegaSquirt 2 (v3.57 board) w/EDIS, Tramont wheels (285's rr, 225's frt), Big Reds frt, 993 rr., tower brace, MOMO wheel
Old 03-20-2010, 06:04 PM
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