FS: 1971 911/01-901 renewed tranny zero miles

[archnraft]

Relisted because of a fraudulent Cashier check.

Hello,

I have a 71 901. #911/01, 7113205. This gearbox was taken completely down, then reassembled with NOS parts as needed. No miles since rebuild, No LSD.

AA=12:34 (special order, airfield circuit / hill climb ratio)
GA=18:32, standard for 911/01
O=23:28 (speed cicuit third ratio/standard for 911/01)
V=27:25 (standard for 911/01, used as fifth for Nurburgring
ZA=29:22 Standard for 911/01 tallest Porsche offered back then.

I have been told that the New clutch fork & Pivot stud are for a 215mm push type clutch. So, these parts will not be included. I have lowered the price to reflect this: SOLD

I've attached a copy of the original faxed invioce. As you can see it was built by Einmalig of Huntington Beach, Ca. at a cost of $1995 back in 03. Check out there website: www.einmalig.com

email: annaj65@juno.com with any questions

Thanks for looking,
Anna

[Jandrews]

Any idea what gears are in it?


JA

[Jandrews]

Thanks Anna,

According to my notes, those gears are A, Ga, O, V, Za

That is very close to what I am running now, but just a little taller in 2nd and 3rd. Let me ponder this for a bit and I will get back to you.


Thanks again,

JA

[rw7810]

I believe that is the wrong tranny for a 70-71. Looks like the model for a 69. The throwout arm and ballpin is different on the 70-71's I've used.

PS: you would think for that kind of money they would have done something to clean up the housing a bit. Definitely check out the thread on protecting metal parts with a product called Gibbs: Gibbs metal treatment anybody?

[rw7810]

All I can say is that is the wrong pivot and throwout arm for a 70-71. I've asked the resident expert, Grady Clay, to have a look see.

[Alan.UK]

Hi,

Telling the difference between 69 and 70-71, without basing it on the clutch is difficult as they share lots of similarities. The problem with this one is that the numbers indicate a 70-71 whilst that clutch arm indicates a 69 only box.

I think the case is a 2.2 (70-71) case, as besides the 911/01 ID number, the clue is in their position of these numbers. I looked at some pics of 70/71 cases and the numbers are always stamped "across" the box on a raised section. Looking at some 69 boxes the numbers are stamped along the box on the central ridge.

It can't be a cross over box as the 711 ID indicates a 1971 box. I guess someone has back dated the clutch to the 69 version.

HTH

Alan

[TRE Cup]

just change the fork, pivot to the correct 70/71 parts. the trans case is clearly a 70/71- see the clutch cable retention flange on the bell housing. Since i see no modification of the ball pivot mount, the tech at einmalig probably was not aware of the reverse pull position being different than the earlier version

[TRE Cup]

case is not modified- you can see the sleeve on the side cover for the 70-71 cable, the aforementioned flange that is part of the bell housing, and where that shiny pivot ball is- there is no plug on the flat part of the casting at its base. You may want to check the diameter of the release bearing sleeve too- it just screws on. i don't remember if they were different od and length between the 215 and the 225 release bearings

[Alan.UK]

Hi,

It sounds like you have the right info but just in case it helps
"trans case is clearly a 70/71- see the clutch cable retention flange on the bell housing" is not enough to determine a 70-71 over a 69 case.

Both 69 cases I have/had also have the clutch cable flange, hence me saying that besides the clutch they are difficult to distinguish. I may be wrong and would appreciate any further info.

Cheers

Alan

Sorry about the poor quality pic( it's borrowed). This is a 69 case, you can just see the cable flange.

[Eric_Shea]

"trans case is clearly a 70/71- see the clutch cable retention flange on the bell housing" is not enough to determine a 70-71 over a 69 case.

Both 69 cases I have/had also have the clutch cable flange, hence me saying that besides the clutch they are difficult to distinguish. I may be wrong and would appreciate any further info.

Do the 69 cases you have have a 911/01 part number stamped on the bottom of them? That kinda tells the story for me...

[Eric_Shea]

Anna,

Keep the tranny and have your shop filp the R&P. With that clutch assembly it would be perfect for the 914-6 project

[Grady Clay]

OK,

It is a ’71 type 911/01 transmission and not a ’70 type
911/01 or a magnesium ’69 type 901/13.

In early ’71 Porsche changed the casting. The obvious
difference is the addition of the boss (green rectangle)
for the type number and transmission number. The
earlier transmissions had the type number and
transmission number stamped on the rib (red rectangle).

The transmission number
7113205 decodes:
7 = Transmission designation, transmission for 6-cylinder engine.
1 = 5-speed, standard ratios.
1 = Model year 1971.
3205 = Sequential number.





On to clutch arms, pivots and TO bearing guide tubes.

The ’70-’71 cutch pivot is located at the green arrow
below with the center at the green dot. The oval boss
is machined (green arc).

Pictured below is an early (’65-’69 and all 914 & 914-6)
ball pivot. The arm is correct for this pivot. The early
pivot is screwed into the late (’70-’71) position.
This configuration won’t work.

To use the early parts and a 215 mm push type clutch,
the casting must be machined to the depth of the green
arc at the red dot. It then must be drilled and a
threaded insert installed at the red dot. The unused
threaded hole (green dot) must be plugged and sealed
below flush.

The ’65-’69 911 and ’70-’76 914 & 914-6 all use the
same TO bearing guide tube. The ’70-’71 911 uses a
longer guide tube but of the same diameter. The larger
diameter guide tube (pictured above in another post) is
for a late 915.





One thing that needs to be shown clearly is the clutch
cable Bowden tube guide/support ring (blue arrow
below). That wears oval shape and will fail when too thin.





I agree that sure looks like corrosion.

Before you sell/buy, have someone pull the gear cluster
for inspection and photographing. If the gears were
cleaned of all oil and the transmission stored for a long
period, the gears can possibly be rusty. This will also
let you document the gear ratios.

Best,
Grady

[archnraft]

I disassembled the 911-901 today with the help of Grady over the speaker phone. This is the first Porsche gearbox I've ever "taken down"

Thank you very much Grady, that was a fun and very educational experience.

All of the very best to you,
Anna

[archnraft]

Grady,

Here is a shot of the clutch cable Bowden tube guide/support ring round cable loop, PRIOR to cleaning the case...Still has plenty of meat left...

The case cleaned up nicely, I still need to rub it down with penetrating oil in some places...But, overall it looks free of any significant corrosion to me... Again, thank you for the fine Consultation.

Your Consultation fee: A 997 RSR, if I remember correctly, is Pending your Color selections ... ... ... Anna

[rw7810]

Thank god - I was trying to figure out how to unsubscribe to this endless post.

[blackbird225]

I might be interested in this item. Is it still available?

Michael

[blau911]

Anna,
What gears did you find in the tranny when you opened it up?

Grady,
Perhaps you could tell me what I still need to buy if I were going to use this tranny on a 3.0 Euro motor in a 68 car?

[andrew15]

Sent you a PM Anna!
AM