930 g50 mod, Ruf 5-speed up for sale

[Andrew M]

Finally deciding to take the plunge and install a Hydraulic g50 in my 86 930. Looking to have Turbocraft undertake this. Feedback appears to be good on these guys......no horror stories out there, right?
BTW, going to be selling the RUF 5-speed, any idea what I should ask for this?
Thanks,
Drew
86 930

[Craig 930 RS]

Man, I dunno why you are doing this.... I have a G50 5 speed, great trans, but with a WEVO shifter and a little 930 4 speed freshening that 4 speed trans is pretty awesome...

[Andrew M]

It's actually a 5 speed with a dogleg first, installed by the original owner, 930 box long gone. Have the WEVO shifter in it already, just need the lightest clutch out there due to a left ankle issue.
The things we due to keep driving these cars!

[66cal912]

Depending on your Rufs condition and once you determine a fair price I would be interested in purchasing it. Please keep me in mind once you get to this point. Does the Ruf still shift into every gear? Why are you considering the swap? Are the gear ratios off?

[Andrew M]

Shifts very well, every gear works and is quiet. Ratio's are whatever Ruf put in there. Switching as stated above, due to ankle issues and needing hydraulic help.
Just private message me in a month or so...

[x98boardwell]

RUF 5-speed are probably worth somewhere around 4-7k depending on the condition... maybe more due to the rarity of the trans. I know you could get a G50/50 for about 8-10k which is the best option but with the RUF no body work is needed on the tunnel on the 930 body

[66cal912]

Drew,

Thank you for the info. I ll check back with you in a month. Another specialist for the G50 trans swap is Patrick Motorsports, they offer all the parts and do installs as well in Arizona. May be worth looking into as well, just for additional information on the swap if anything. I d like to go the Ruf route if possible as all my trans spare parts are based on the 930 as the Ruf is.. so diffs and gears can be intermixed.

Good luck with your ankle. Perhaps in the swap they could play with different diameter, master and slave cylinders to make the pedal presure lighter, pretty common on offroad race cars out here using transaxles in California. For ideas look under Kartek Off Road Parts & Accessories - Where Off Road is On! look under brakes and trans. I like to keep things pure porsche when possible but maybe something like this could be an option given what your trying to accomplish to make shifting easier.

Ben

[Andrew M]

Thanks Ben....

[Falk930]

Andrew,

please do not forged, there are some real disadvantages with the G50 swap.
I bought a 87 930 few years ago, the G50 swap was done on this car probably mid 90s.
The engine will move backwards for about 20-25mm.
- This will put more weight on the rear wheels.
- Further, the rubber seals around the engine will not fit perfect anymore.
- Running a bigger IC might give problems with the hood.
- removing the alternator is a mess on "normal" cars already.
With the G50 swap/engine moved backwards its a triple mess!

On the other side, I like my G50 a lot!

Falk

[twin plugged targa]

I am also interested in the RUF 5spd tranny if 66cal912 bails out.
I am also 'Ben' so could get confusing.
Unfortunately I am in France, so not sure if you are prepared to ship it?
If you cannot, I may be able to get some USA based friends to organise this.
Cheers
Ben

[alwaysflat6s]

You might want to do more research on the value of your Ruf R50 5 speed. They are the only bolt in upgrade that is worthwhile. As nice as the G50 is, there are as many downsides to the conversion as upsides.

I looked hard at this on my present 930 [after many years running a G50 in my previous turbo] and sourced a R50... at 2x what is suggested the value of yours was. I admit that mine was brand new and had listed at over $12K, without the extra bits required to make it work. Unless yours is in poor condition, I would suggest the lowest price you should accept is $7k to move it fast. You said it was in fine condition, therefore I think the value is $8-9K. These are very durable and sweet functioning transaxles. I LOVE the action with the Ruf shifter. I spent time driving my R50 and my brother's very trick G50 back to back. It was a toss up. My brother wanted me to sell my R50 and let him do an upgraded G50 swap so that we would have common technology with our cars. I declined. There is no way of getting around the fact that you have to hack up the chassis to use the G50. [If I hadn't been able to find that R50 I would have done the G50 in an instant.]

Here is my suggestion: Use a carbon kelvar clutch setup[ or whatever they are doing these days to increase grip while reducing effort]. They don't require nearly as much force, grip smoothly, and work really well. My brother [Porsche tech] also adjusted the clutch arm fulcrum to reduce the pressure. My old clutch gave me a real work out. When I first drove with this clutch I was yelling about how it felt like a HONDA!

The if you lighten up the clutch the only downside to using the Ruf R50 is the 1st gear setup. No, I don't mean the dogleg. I enjoy that aspect of it. The issue is that when it is warmed up and idling at a complete stop in traffic, it many times doesn't want to go into 1st with first putting it in another grear. [This is a design issue on the 1st grear setup and common to all R50s] This can be a PIA when you are in aggressive commute traffic. In casual, pleasure, driving this hasn't been a factor for me. When I find myself in the "wrong" type of traffic, I just put it in 1st as I come to a stop and hold the clutch in. The additional wear and tear that causes is insignificant as I don't put enough miles on it to worry about an issue in my lifetime [I have only put about 10k on it in the past 15 years and have "too many cars"]

I really hope you investigate lightening up your present clutch effort first. Most wrenches don't even bother considering this. Either way good luck!

JR

[Kraftday]

Andrew, I've seen and been apart of many G50 to 930 conversions over the years and in my opinion, the G50 is a great match for your requirements. What did Porsche do? In 1989 they put a hydraulic G50/50!

Yes the G50 type gearbox is longer than the 930 4-speed but don't worry, it's installation can be done without hacking up your car, graphing in a new torsion tube or having to reposition your engine. Just think of those spring mechanisms you will be updating.

A smart way to achieve this is to remove the proper amount of material from the bell housing and input shaft with machine operations thus creating what the industry refers to as a "short bell housing" transaxle. Then you can run a variety of readily available lower profile, lighter wight Sachs clutch covers and discs. Chris at TurboKraft is the guy who could right a book about this...then a few more chapters on correcting the other ways.

Going the short bell housing route will make it bolt in. Hydraulic pedal assembly parts, line, and a 5-speed shifter (WEVO version awesome) directly from a 86- 911. Then an adapter for the shift rod and trans mount...thats about it.

Were it will add up is what goes into the box like LSD or other gears. If your pumping 500+tq then the gear oil cooler and turbo side covers reenforcement become required. The G50s from the 911 Carrera has killer gear ratios for these turbos. With the lighter weight flywheel / clutch it's one of the best upgrades you can do IMO.

Just sold a 930 and G50 that had a converted torsion to 89 spec. In that trim no short bell housing was needed. Was thankful to have Chris's help with this.

[JBL930]

I will say i love my G50/50, but with a 890nm Sachs clutch the peddle is even heavier than with the old 4 speed box i took out. Doesn't bother me, but it really is bloody heavy when compared to other cars. Just something to think about, and i would be interested in what solutions are out there as it would be nice for it to be a tad lighter

[Andrew M]

Looks like the 930 is now in Turbocraft's hands. Arrived there Monday in good shape and the g-50 conversion will soon be underway.
Thanks for all the info guys, will hopfully have pics to post as the conversion gets underway. Am assured by Chris that the shortened bellhouse will allow the engine to remain in it's original position and all will line up correctly.

[onboost]

Originally Posted by Andrew M

Am assured by Chris that the shortened bellhouse will allow the engine to remain in it's original position and all will line up correctly.

Late to the party... but yes the shortened bell housing in is the way to go for a
G50 conversion. Eliminates the need to hack the car.

[b5aar]

Nice conversion.

Turnkey cost?

[9dreizig]

Looks like little Detroit at TurboKraft these days. Drew are you and Linc splitting the cost of a biz jet to check up on your projects ?

[JBL930]

Originally Posted by Kraftday

An 86 930 is a lot different to an 89





Can you really shorten a 50/50 enough to fit without cutting the torsion tube at all? I've heard you can, just never seen pics....
I just left mine the stock length and cut out the torsion tube, wasn't that big a deal if you go with coil overs.
Personally i think it's worth it, the G50 is much better to use..... But it's not lighter, certainly not with a strong clutch, i was quite surprised, i was expecting a 'servo assisted' feel to it, not the case

Which G50 is in the pic above? It's not a 50 or 52

[Andrew M]

About $14,000 when all is said and done...not including the cost of transport.
Linc is payin for the jet.....he has waaayyyyy more cash than me!!!
Right Lincoln?!

[Kraftday]

Jonathan, I wish it was the world famous G50-50 like your! Yep it seems those fetch an 8k for a beat up core fairly easy, no?

The one in the photo was a standard G50-01 from a 1986.5-89 Porsche 911 Carrera and stock US gearing and open diff at the time. The car's original chassis was a 74 911s that was nicely converted by means of grafting in a torsion tube assembly. Now in this configuration there was room for this 5 speed, G50.

Believe me, I wish I could have found a way keep the car. It is tragic, really. Good thing is that it found a good new owner that understood what he was buying. Since he was installing a hotrod engine it was necessary for him to reinforce and install an diff and such. TK ended up doing this and here was that result...



If one is at the point where the core gearbox needs rebuild anyways, having the bell housing and input shaft machined down can be done too. The shorter setup allows for lower profile clutch options. Some of which have an easy pedal. Another common to the G50s was updating of the release bearing fork and shaft which can smooth actuation.

I'm more a fan of cutting the gearbox rather than the car to achieve this. I like the idea of maintaining that structured cross member. Welding in a steel plate after cut clearance I've seen done too.

I think you will be very please Andrew.