Pelican Parts Forums - 901 shifting issue or 'just' Swepco!?

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Kendall NS-MP 80W-90 gear oil. Works great in my 911/01 trans.

Quote:

Originally Posted by smadsen (Post 11342324)

The 1-2 shift is the first thing to show wear because you do it so much. Sometimes a change to Swepco 201 can mask the wear, but eventually the only fix is disassembly and replacement of the offending parts, usually synchros and/or sliders. Good time to service the clutch also.

It's the numerous downshifts into 1st and 2nd that wear out the synchros. If upshifts were the only permitted shifts, the transmission would last a minimum of 100K miles or more. Relying on the synchros to last after multi-thousand downshifts, especially into 1st/2nd is asking too much of the Porsche synchro design. See the numerous driver-denial threads on double-clutching.

Sherwood

Update1: 901 shifting issue or 'just' Swepco!?

Hi,

History
First update on 901 shifting problem after changing two parameters at the same time….(stupid/not handy I know)
1) As explained it felt as if I shifted from 2nd to 3rd and from 4th to 5th the lever clicks almost jumps out of gear when shifting as if spring loaded. All the other gears were fine. Only other point was that shifting in 2nd and 4th was bit sturdy.
2) I changed from don’t remember gear oil to Swepco201
Before these changes all worked smooth without any issues, only 1st to second did not touch reverse but was never that smooth.

Today
Found time to change Swepco for Kendall NS-MP Hypoid. Also adjusted gear shifter through linkage.
Shift lever to the right 4-5 plane and shift linkage to the far left (centered between front and rear “play” in shift shaft(going into gear box). Than bolt it tight again and go for a spin. There was less sturdy shifting for sure, however this spring loaded feel/clicking was still present. After readjusting and making small changes in rotational position (between shift rod (connected to shift lever) and ax (going into gear box, The 2nd to 3rd is smooth as butter and also the 4th to 5th is already better.

Could it be that the internal shift fork shafts could be rotational (or in a different way) loaded by mis-aligning linkage…..? In other words that taking it out of fourth gear will release this elastic energy?

Will be continued!
regards,
Bart