Anyone have a shortened G-50 installed?

Mike the mechanic · 09-08-2002, 08:30 PM

Hi, does anyone have any info on the shortening of a G-50 tranny for an early car? I know that Patrick Motorsports does the shortening, but the cost is so high!!

I just want to know what exactly is done to the tranny. I know of the following but not sure if that is all;

1, Bellhousing is machined shorter
2, input shaft is shortened accordingly

But is there any other work done to release bearing fork? How about the flywheel and clutch setup; what does it use? Is it a custom setup??

Any info would be greatly appreciated.

Thanks

Mike
86 Carrera (soon tt)

RoninLB · 09-09-2002, 05:02 AM

this is a subject that is like an itch that I can't scratch............Ron

ChrisBennet · ChrisBennet's Garage

Quote:

Originally posted by RoninLB
this is a subject that is like an itch that I can't scratch............Ron

Because you are sworn to secrecy or some other reason?
-Chris

RoninLB · 09-09-2002, 05:41 AM

Chris..I can't find out how $$ are involved..I think it's 20 hrs of shop time...I want a G-50 as soon as my 911 is worthy..I want a short bell for a street car.........Ron

Natchamp · 09-09-2002, 07:37 AM

I did this conversion on the Beast. I bought a G50 already shortened. I beleive the only 2 items changed on the tranny is the shortening of the bellhousing and the input shaft. If you want to use a non shortened G50 you will have to rework the torsion bar housings (more work). I can tell you that the shifting of the G50 is a whole nother world compared to the 915 (for the better). The clutch setup is a little different too and I'll tell you what I've learned.

When I did mine I purchased an aluminum Sachs sporting from a performance racing shop explaining to the guy what I was doing. He said to use a stock G50 disc and TO bearing, which I did. When I installed it, it didn't seem to fit right because the TO bearing fork was all the way to one end of movement (best way to describe). But the guy I bought it from certainly new more about it than me so I went ahead. The end result was a clutch pedal that was either in/out with very little transision between engaged and dissengaged and the pedal was all the way at the top end of travel. A couple thousand miles later my clutch started to slip when I really got on it so I pulled the motor to investigate.

What I found was the TO bearing very loose on the PP and some of the TO bearing retainers were gone or ground up hamburger. I sent Kennedy Engineering my PP, disc and TO bearing. They indicated that my PP (the one I purchased from a shop) was actualy an early 930 PP and the stock G50 TO bearing doesn't work right with it. They told me that when doing a shortened G50 conversion you need a special setup which is a 930 PP but with a G50 center portion (spring plate) so the G50 TO bearing will work appropriately. Long story short is they are going to supply me with their stage I PP good for @ 500 ft lbs of torque, the right disc and the right TO bearing already installed. The other leason (for me) here is to get all your parts from the same source so you know everything will work.

I should have the Beast back on the road in a couple of weeks and will post the results.

widebody911 · widebody911's Garage

My shop is trying to talk me into doing this, but I think it's a little more expensive than I want to dump into the car at this point.

Any ideas of out-the-door costs?

Do you have to change the pedal assembly, or can you make it work with a cable clutch?

RoninLB · 09-09-2002, 08:27 AM

Quote:

Originally posted by RoninLB
..I think it's 20 hrs of shop time............Ron

this is all I be know.......Ron

Natchamp · 09-09-2002, 08:33 AM

When I did my research I couldn't find anyone that retained the cable actuation over the hyd. Changing the pedals isn't really that big a deal. I went the route of adding a master cylinder onto my existing cluster rather than installing a late style assembly.

I have no idea of out the door cost because I did the install myself. The cost of the shortened tranny, clutch stuff, pedals, etc does add up. You will be spending 7k easy. Depends on why u are doing it and if its worth it to you. I was sick and tired of the shifting of the 915 and I wanted different gear ratios too so it made sense for me.

Mike the mechanic · 09-09-2002, 07:28 PM

Mark, thanks for all the info, that is what I wanted to read! If you don't mind, can you tell me where you are getting your special clutch setup so I can buy it from there as well? I don't want to experiment with something like that. How much is the clutch setup costing, if you don't mind?
Do you know if I can use my original 3.2 flywheel? Or do i have to get a 87-89 3.2 flywheel? (Are they the same?)
Again, thanks!

Mike
86 Carrera (soon tt)

masraum · 09-09-2002, 07:44 PM

I don't know if this will help or not, but you could also call Sam Shalala (sp) at http://www.protechnik.com/ in Houston. When I had my tranny troubles he said he only had the shortened G50's. I haven't dealt with him yet myself, but a bunch of people in Houston have recommended him to me.

He may be a good source of info or trannies.

Axeman · 09-11-2002, 03:37 PM

Quote:

Originally posted by Mike the mechanic
Hi, does anyone have any info on the shortening of a G-50 tranny for an early car? I know that Patrick Motorsports does the shortening, but the cost is so high!!

I just want to know what exactly is done to the tranny. I know of the following but not sure if that is all;

1, Bellhousing is machined shorter
2, input shaft is shortened accordingly

But is there any other work done to release bearing fork? How about the flywheel and clutch setup; what does it use? Is it a custom setup??

Any info would be greatly appreciated.

Thanks

Mike
86 Carrera (soon tt)

Mike,

I talked with my mechanic about this last night, he mentioned that he has seen some horrible jobs done with the G-50. He said that Patrick Motorsports are the only one that do it right every single time. Sometimes a little extra money is worth it upfront.