Quote:
Originally Posted by 911pcars
Several others have asked as well. I'm not a G50 conversion expert,
|
Neither am I, but I just sourced all the parts for this conversion from PMS.
IIRC, there's a stud kit for engine->transaxle which you might also need.
Quote:
|
The torsion bar tube was only slightly modified for clearance by gently massaging the outer sheet metal tube with a BFH. I didn't notice any other sheet metal bumps for clearance. Don't know about any previous mods to the G50. I didn't ask the seller, but from various internet posts, it has all the signs of a G50 converted to short nose. At any rate, it fits into a 915 chassis.
|
The massaging with a BFH is expected; you can also grind/cut the non-functional outer shell and weld a flat plate back on for the same effect.
Quote:
Photo of the G50 in the SC before removal. Note relationship between trans. mount and sway bar. Looks like the standard mount location on the torsion bar tube. The aluminum transmission mount bolts directly to the gearbox - no adapter.
|
That's really interesting; PMS used to supply weld-on blocks to space out the cross-member; now they provide a modified cross-member that takes 915 tranny mounts - and incorporates the spacing previously supplied by the blocks (with slotted bolt holes).
Neither the chassis welding or any modification of the cross-member looks to have been done to that. No idea - but clearly it fitted
You do need spacers for the sway bar console; PMS sells them.
Quote:
Originally Posted by 911pcars
Other than the parts shown, one would need a clutch hydraulic line added from the clutch master cylinder (on pedal assy.) to the clutch slave cylinder.
Sherwood
|
PMS can provide ex-stock either a hydraulic line the exact correct length for the SBH conversion (the gearbox moves back because of the shortened nose - which is why the shift coupler is also longer), or an adapter to bolt onto the factory line, if you have that.
Quote:
Originally Posted by 911pcars
Please confirm the correct inboard CV joints as well.
|
It's the late 915/G50 108mm flanges; need the late axles to match with the attached stubs - which should go into all hubs from '74 up, according to my reading of PET.
The trick stuff for the SBH conversion is the flywheel, pressure plate and release bearing. Essentially, it uses a early 3.0 930 (75-77) spring-centered plate, and there's a custom pilot bearing and a low-profile throw-out bearing/flywheel bolts to make it clear.
For a 3.6 or EFI conversion, you may need a 60-2 flywheel.
Did I mention I really wish you'd posted this for sale two months ago?