901 (early 911, 912) shifter feeling

[csimeon]

I recently bought a 1969 Porsche. I have no past experience driving this car. The shift seemed sloppy and the rod was banging along the tunnel floor.

I read about such problems purchased and isntalled the ball base bushing, the rod guide bushing and replaced the coupler totally with a WEVO replacement. The slop is out the banging is gone. I am still not sure about the correct feeling of this shifter.

The shifter does indeed spring out of the R-1 gear plane to the 2-3 plane BUT between this and the 4-5 it is all loose - not spring loaded. When in neutral you can freely go from 2-3 to 4-5 or anywhere in between. Is this how it's supposed to be? No spring back to the central 2-3 plane coming from the left 4-5?

I have also bought, but not yet installed, the Weltmeister shift lockout. I understand that this makes the spring out from or into the R-1 plane even stronger, complementing and reinforcing the stock springs. I assume it does nothing when moving the stick to/from the right (4-5). It will not add spring action from right (4-5) back to center (2-3). Is this correct? Has anyone installed this, to contribute their opinion of it?

[Trackrash]

That's basically how they work. Sounds like you should be ok now, just make sure that it's adjusted so it shifts with out grinding, especially when you down shift to second. I know they say NOT to grease the plastic bushings, this is nonsense. I used moly grease on mine and it really helped. Lasted 20 years with the grease with no problem.

Also make sure the pin that keeps the shifter from twisting is not worn. As far as the "lock out" goes, a washer or two under the springs may do the job.

You may want to put in a short shift kit. That made all the difference with mine.

[uwanna]

Get yourself a used 915 shift unit (they show up on the for sale forum regularly), then update it with one of these! Our host sells them. This upgrade is the cat's meow!

Seine Systems > 901 Gate Shift Kit

[sammygon1]

I never liked the feel of my 901 shifter and upgraded to the 915 shifter. The shift feel is 100% better now.

[csimeon]

Thank you all.

I am not planning on getting the 915 shifter. I want to drive the car with an original feeling, not bring it up to later form. As for the short shift it was a sporting option even at the time, that I would consider. I'll drive it around some more before decisions

[csimeon]

Any comments on the Weltmeister lockout?

[69911e]

Try changing the cup and rod bushing in the stock shifter. I see no reason to change from stock. The limit of how fast you can shift is the internals not the linkage; no short shift kit can change the synchros. When bushings are changed, see if someone who has a -'71 911 can try it and let you know if it needs anything.
Ed

[csimeon]

Thanx Ed, but you didn't read from the start, I have already done what you suggest and it was a definite improvement.

[uwanna]

Originally Posted by csimeon

Thank you all.

I am not planning on getting the short 915 shifter. I want to drive the car with an original feeling, not bring it up to later form. As for the short shift it was a sporting option even at the time, that I would consider. I'll drive it around some more before decisions

I didn't suggest a 915 "short shifter", I suggested a plain 915 shifter with a Seine modification! Your concern about ambiguous shifter feeling
(The shifter does indeed spring out of the R-1 gear plane to the 2-3 plane BUT between this and the 4-5 it is all loose - not spring loaded. When in neutral you can freely go from 2-3 to 4-5 or anywhere in between. Is this how it's supposed to be? No spring back to the central 2-3 plane coming from the left 4-5?) is what the Seine system fixes. If you stay with a 901 shifter, "what you see is what you got", there are no fixes for that!

[Mo_Gearhead]

After 179,000 miles - mine got really sloppy - here was my solution;

Early shifter re-build

[Butzip]

Originally Posted by 69911e

Try changing the cup and rod bushing in the stock shifter. I see no reason to change from stock. The limit of how fast you can shift is the internals not the linkage; no short shift kit can change the synchros. When bushings are changed, see if someone who has a -'71 911 can try it and let you know if it needs anything.
Ed

I'd have to agree. I have no issues with my 901 shifter. No it doesn't feel like a cup car, but with all new bushings (cup, rod and coupler) it's perfectly fine. I shift VERY quickly during DEs and auto-xs for 13 years now and I rarely miss a shift. Along with the bushings you have to make sure it's properly adjusted fore and aft as well as side to side at the coupler. I've also changed the lock out plate & springs. Maybe I've just found the 'sweet spot' on mine but I have no reason to go to a 915 housing.

[csimeon]

Thanks Peter, thanks all.
The road will tell....

[csimeon]

Ok I did some more driving.

I would like the spring loading to push the lever a little further right, to the center. Where the lever rests after the shift return from 1st/R plane it still is not quite clear of those gears - that is, if you shift out of first let the spring restore the shifter to center and go straight up you will knick Reverse. Or from 2 down to 3rd staying close to the left - without compressing the spring to the left, still you will knick 1st.

Do you think adding spacers to the existing springs under the lever will bring the lever to rest center properly in the 2/3 plane? Or should I add the Weltmeister kit?

[Trackrash]

You need to adjust the shift coupler between the shift rod and trans.
If you think the springs are getting weak, you could replace or shim them.
Follow the adjustment procedure in the workshop manual.

[djdsc]

Or should I add the Weltmeister kit?

csimeon

Nope, that won't do it ether. But if you mimic the Weltmeister kit with stock springs and pins, you might approach what you are looking for. What I am saying is the Weltmeister springs are not strong enough to make really any difference but a second pair of stock springs installed as the Weltmeister kit does. To make this work you have to grind down a bit of the reverse plate so the large stock springs fit. The result is 4 stock springs instead of 2.

As mentioned all the wear items must be new and the linkage properly adjusted or this too is a waste of time, energy and money.