For those interested in a 915 to G50 conversion

[nyne11]

link
http://www.pwr-tech.com/project_links_trial22.htm

[pjv911]

I personally did that conversion on an 82` SC using a 965 turbo engine, Ruf BTR clutch, Hargett shifter and a shortened G50 with steel syncros and torsion LSD. It was a straight forward job but required much $ to buy all the parts. I think I spent about $12k or more. Im very happy with it and would be happy to answer any questions someone may have with this type of conversion.
Here are a few pics I took.

[pjv911]

I also have all the correct part #s for the clutch items needed in the short bell. Of course you can use the 75-76 930 clutch setup if your not over 300hp but the Ruf clutch is best for more hp and is very streetable/smooth. The car actually chirps the tires for 2nd and 3rd gear. Here`s a few more pictures.



Maybe someday I will write a tech arcticle.

Kurt Williams

[dean]

Kurt,

Are you including the motor in that $12k price?

I also did a G50 conversion. It cost me $4400 or so.

And it is 20lbs heavier than my 915.

[pjv911]

Not at all.

Core(good working) 89` G50 box without LSD $2800
Full overhaul of core transmission with steel syncros and shortening mod over $7000 plus release fork update parts $dont recall
Used oem rare 968 torsen diff (later installed by me) $975 on ebay
Clutch pedal assembly from an 88`/89` carrera. $325 ebay
New clutch master and slave $dont recall but think about $300
Custom made braided steel/teflon hydralic hose $150
Ruf BTR clutch assembly $2000
All new clutch, engine mount studs, and flywheel hardware $150
Patrick Motorsports lightweight 965 engine to shortened G50 flywheel $600
Used 89` carrera axles $250 ebay
Hargett G50 shifter assembly $625
G50 type rear swaybar for clearance $100 ebay
New modified ring gear $125 Patrick
Synthetic gear oil $40
Outsourced labor charge to lengthen/tig weld shift coupler $75
Probably another $700 or so in shipping fee`s. The tranny alone made 3 long distance trips (purchase from seller, ship to patrick and back to me)


Now you had to bring that up right ? Quick math brings that over $15k and I left out the clearance problem the factory 965 heat exchangers had with the axles being located closer to the engine due the the shortening. So thats another $800 for used GHL headers.
Probably left out a few other things but im trying to forget.

Kurt

EDIT Just did the math. Make that $17,000 invested. I feel like an idiot after adding that up. Well was it worth it ? Probably not. But it shifts like a new rice rocket and it should hold up well.

[acapella8]

Kurt - great pictures - thank you for posting.

[Dennis Kalma]

How much did you machine off of the G50 to allow proper engagement of the starter with the ring gear? I also assume you had to machine the inside diameter of the bell housing to allow the flywheel/ring gear to fit that far back?

Any data you can share would be great. I am fitting a 6 speed G50 to an '89 and would love to compare. I calculate about 28mm off of the edge of the bell housing to use the '77 Turbo Clutch/pressure plate/ring gear + G50 throw out bearing....stock starter.

Thanks

Dennis

[pjv911]

Wish I had that exact measurment to simplify it for you but I dont know. It was modified by Patrick. Im sure if you contact Patrick Motorsports you can get that answer.
If you didnt realize it , the mainshaft has to be removed from the tranny and shortened the same amount as the bell. Once shortened it gets remachined to be like it was before it was cut. Take another look at the picture.
Also the inside of the bell required no clearance mods. But yes its really close.

Kurt Williams

[dean]

If you call KEP they will help you with the measurement for cutting. I called them without even buying anything and they gave me the time of day. Patrick wouldn't give me anything except a tirad of how "he pioneered the cutting of the bellhousing and now everyone is cashing in on it". Douch.

I think the measurment is 3.52" from the starter face to the cut. But don't quote me. And you do have to mach the inside of the bellhousing for the tranny to fit.

Here are my approx costs.

Tranny with shifter $1300
Pedal box $125
Axles $400
Clutch $1000
Machining $400
That is all I can remember now

[herman maire]

Originally posted by pjv911
Not at all.

Core(good working) 89` G50 box without LSD $2800
Full overhaul of core transmission with steel syncros and shortening mod over $7000 plus release fork update parts $dont recall
Used oem rare 968 torsen diff (later installed by me) $975 on ebay
Clutch pedal assembly from an 88`/89` carrera. $325 ebay
New clutch master and slave $dont recall but think about $300
Custom made braided steel/teflon hydralic hose $150
Ruf BTR clutch assembly $2000
All new clutch, engine mount studs, and flywheel hardware $150
Patrick Motorsports lightweight 965 engine to shortened G50 flywheel $600
Used 89` carrera axles $250 ebay
Hargett G50 shifter assembly $625
G50 type rear swaybar for clearance $100 ebay
New modified ring gear $125 Patrick
Synthetic gear oil $40
Outsourced labor charge to lengthen/tig weld shift coupler $75
Probably another $700 or so in shipping fee`s. The tranny alone made 3 long distance trips (purchase from seller, ship to patrick and back to me)


Now you had to bring that up right ? Quick math brings that over $15k and I left out the clearance problem the factory 965 heat exchangers had with the axles being located closer to the engine due the the shortening. So thats another $800 for used GHL headers.
Probably left out a few other things but im trying to forget.

Kurt

EDIT Just did the math. Make that $17,000 invested. I feel like an idiot after adding that up. Well was it worth it ? Probably not. But it shifts like a new rice rocket and it should hold up well.

HOLLY FUCH THATS ALOT OF $$$$$$$ ..... Thanks for the warning Kurt I will just buy a 964 with a G50 for my turbo project and live with the 993 3.6L+915 in my 72. Just wondering, how did the syncros that you took out from the stock trans look? Was the steel syncros really needed?

I'm still dazed from that $17,000 total.... That doesn't even include the motor

[pjv911]

I never saw the inside of the tranny before it was modified. Supposedly there was nothing wrong with the oem syncros. However since installing aftermarket steel syncros is a very popular upgrade and the tranny had to come apart anyway....... Well thats the only reason I had it done.

The motor ? Well it was cheaper but not by much. It came from Brumos Porsche racing teams invertory in Florida. It was a complete 1992 3.3 965 assembly. In mid 93` Porsche introduced the 3.6 turbo engine and mine ended up sitting on the rack for 12 years untouched.
Cool thing is many of the parts and electrical control boxes are tagged with "cup car" . From what I can tell the mileage claim of less than 2k is most likely true. Im not sure if its stock or modded. I do know that the car walks car lengths away from my buddys 2006 ZO6. Also beat a pro street chevy pickup with a 632ci bb that runs 11.20`s in the 1/4. So whatever it is it is certainly powerful. Its my homemade econo yellow bird under blue paint.
Before the summer the car is going into the body shop for a near full (except drivers door)F/G body conversion(original look) I have all the parts and should lose about 300lbs off the already low 2725lbs its currently at. Oh and the full power seats are going in favor of something lighter(another +/- 40 lbs less). Im shooting for 2300 lbs and 450hp rwhp.

Kurt Williams