First drive of spring and she broke...
 

Took the SC out for a pre-spring drive around the block and the troubled 915 trans, that was near impossible to get a clean 2nd gear shift until very warm, decided to stop going into any gear....

pulled it to the side of the road, 1st and 2nd were a no go, tried reverse and she went in with a mild clunk. The I tried 1st and it went in with no issue, limped home, trying 2nd cause I like to push my luck, and 2nd went in with no issue.

still limped home and put her in the garage until I can have it towed to the shop to have the 915 looked over.... have I mentioned that I HATE the 915 trans.

stuck clutch disk that freed upon the shift into reverse? Drive some more to clean up the flywheel and pressure plate.

Rubber centered clutch disc still ?

surely someone has made a straight forward way to swap in a G-50 by now, right?

Blasphemy

You'll learn to love it when it gets rebuilt by someone good. Start with the external linkage first, in case that's the troublemaker.

I loved my 915! Had it rebuilt of course not long after buying the car. After that she worked great!

:D

The number of times I took off that little plate and adjusted the coupler.....brings back memories! ;)

This^

And in my case, it was that guy ^ who rebuilt it. :)

Check out the bushing under the shifter. Mine was shot and I couldn't shift into any gear. Also check the linkage under the cover behind the front seats. If any are loose, that could be the cause.

It's going into a local shop next week, I'm pretty sure the 1-2 syncros are pretty shot. That darn trans has made driving the 911 a truly unlikable experience... I hope a sorted trans will help that out.... though I don't think I will ever be comfortable pushing hard with a 915 doing the work.

Next the 3.0L will give up on me. lol

My 915 paired with a JWest coupler and Seine gate shift is fantastic. Direct and effortless.

Any mechanical device not properly serviced and attended to will operate like crap.

I have a Jwest shifter, and a new stromski coupler and bushings I have yet to install. I hope to get the trans sorted and with luck have a few good years before the engine goes.

My last SC had a full JWest Rennshift kit and coupler and fresh Swepco, it shifted fantastic. I've owned a G50 Carrera, and yes it was better but not substantially better than a good 915. Also worth noting, a G50 is by no means an S2000 either.

A new coupler, replacing sport motor mounts, and changing the Swepco equals an instant transmission overhaul.

First. Change oil to Kendall. NOT the other stuff. KENDALL.

Get a new bushing

Adjust the clutch cable (maybe a new one?)

If you still can't shift, then take it to a shop that has a history of great 915 rebuilds.


I have a 915 and it is killer. Tight. Precise. Notchy. Mechanical. (I did pay for a top shelf rebuild however).

A blown transmission is a blown transmission. A lot of 915 trans got screwed from poor maintenance including leaks that were not fixed and drained the oil, abuse from clueless drivers who "banged gears" and ruined synchros and gears plus just good old fashioned wearing out. The newest one is 33 years old now.

I absolutely love the 915 and would take one over a G50 car any day of the week. In fact, I don't like G50 911s and never have. I worked at the dealer when the new 1987 models arrived and I thought that they ruined the car...completely erased what was left of the character of the car w that generic weird transmission.

I realize that I am in the minority in the Porsche world but I also subsequently found out that while the G50 is a lot stronger, it's also quite a bit heavier and pushed the engine rearward slightly, (the last thing you want in a 911). The last 915s were fantastic w great shifters; any 915 was great if properly maintained but the last ones were the best. I also don't think that any aftermarket parts are needed in a street driven car but the condition of the linkage is crucial. Unlike normal front engine/RWD cars, the transmission is a transaxle and it's a long ways away from the shifter.

I also don't like short shifters and think that they particularly suck on 915s. They tend to remove the critical "feel" needed to artfully shift that transmission w/o "beating the synchros." Porsche did not win every endurance race ever created by having its drivers "bang gears" like a domestic rock-crusher at the drag strip. You have to know how to drive these cars but it's not all that difficult.

Driving a 911 really well at speed has always required a certain amount of skill and finesse. It's a huge part of the charm of the cars. The car is like a fine musical instrument and there is nothing worse than one that has been neglected or abused.

I had a rebuilt 915 w factory ltd. slip in my '82 911SC coupe and it was absolute butter. You could almost effortlessly upshift or downshift into any gear w proper rev-matching and steer the car w your right foot...it was heaven on a stick. The G50 was a stronger transmission and had to be introduced for the future of the model but the 915 was designed to handle up to about 300 HP, quite a bit more than any 911SC or Carrera of the time. :cool:

I did not know the G50 pushed the engine back, could not be by much.

Start of the driving season or at the end, there is no good time for the transmission to go Geronimo.

Good advice given, do what you can on the outside before delving deeper.

It is pretty outrageous that a 38 y/o car is showing any mechanical issues. http://forums.pelicanparts.com/suppo...ool_shades.gif

I helped a member here get a G50 into an SC. He was going to rear coil overs so I cut the torsion tube to allow for the nose of the tranny to fit. Yes, then, therefore, the overall G50 and motor length is slightly longer. About an inch, IIRC. JW and others would know the exact measurement.

I like the 901 over the 915. I'm indifferent to the G50. Seemingly it had some shifting improvements over the 915 but still, other than the reverse position, the pattern is the same on the G50 and 915. The 901 was a lot more track friendly since first is only used to roll out of the pits and the dreaded upshift from 4th to 3rd resulting in bent valves is all but avoided.