photo sharing and upload picture albums photo forums search pictures popular photos photography help login
914-6 GT | profile | all galleries >> Galleries >> Racing Gearboxes tree view | thumbnails | slideshow

Factory Built 914-6 GT Race Cars | Dealer / Privateer-Team Built 914-6 GT Race Cars | Other Porsche 914-6 GT Race Cars... | SCCA IMSA and GTU 914-6 Race Cars | M471 Porsche 914-6 Cars | The 914-6 GT Project | 914-6 GT Technical Documentation | 914-6 GT Factory Parts... | Racing Gearboxes | Other Racing Parts | Road and Rally Racing Gear | Resources and Other Stuff | 914-6 GT Factory Photos | 914-6 GT and Other Period Racing Photos | Events | Sales History 914-6 GT | Sales History 914-6 M471 | Sales History Factory 914-6 | FOR SALE | Books | Posters | Scale Models | Articles | VIDEOS | HELP! | In Box

Racing Gearboxes

For any gearbox parts and needs, contact Matt Monson at Guard Transmission, here is his email address GTgears@Yahoo.com - Tel: (303) 530-1094 and website http://www.guardtransmission.com/index.html - Let Matt know Armando sent you.

The information below was found here http://www.rennsportsystems.com/2d.html

Ring & Pinions and Limited Slip Differentials

In order to fit a compact transmission with the requisite features in the 911, Porsche uses very steep hypoid angles on the ring & pinion gears. This make these parts, the most highly stressed part of Porsche transmissions. This requires a GL-5 rated lubricant to protect these components against premature failure. Ring and pinions are problematic areas of these transmissions and require careful setup for any 901, 915, 930, or G50 used for competition or high-horsepower applications. The majority of 901 and 915 transmissions came with 7:31 or 8:31 final drive ratios.

Porsche also offered several other ring and pinions for racing including 7:37 and 7:33 ratios. These are not always available due to limited manufacturing qualities. The G50-series used a final drive ratio of 9:31 and the Turbo versions, G50/52 used larger, stronger ring and pinion gears.

If you do decide to change the ring and pinion in your gearbox, make sure that you get the appropriate one for either the mechanical or electronic speedometer.

Porsche has offered the ZF clutch-pack type limited slip differential in almost all 911ís and 930ís since 1966. These units are quite strong and can be set for locking factors of 40% to 80%. The clutches need replacement under racing conditions to maintain proper lockup but these are quite trouble free. An 80% locking factor is difficult to drive on the street, especially in wet conditions, but for open track racing these are quite popular. Street or Autocross usage requires the LSD to be set at 40%; simple to do with the proper parts.

There are now other LSD options for 901, 915 and G50 transmissions called Torque-Sensing differentials. These are gear-type units as opposed to the ZF clutch-type ones, and do not require any parts to maintain optimum performance. This unique, patented design allows full differentiation between the wheels as well as providing power to both sides and they produce less understeer than the Factory LSDs. Guard Transmission makes an excellent one as well as the unit from Quaife.

For Autocross and normal street driving ,the Torque-Sensing units are more benign in their operation but they do not improve the handing like the Factory clutch-pack units do. The ZF or Guard Transmission LSD's really stabilize the car under braking and help reduce trailing throttle oversteer.
901 Racing Gearbox...
<< 901 Racing Gearbox... >>
915 RSR Racing Gearboxes
<< 915 RSR Racing Gearboxes >>
916 Racing Gearboxes
<< 916 Racing Gearboxes >>
930 Gearbox
<< 930 Gearbox >>
915/916 ZF Limited Slip Differential - Fine Splines
<< 915/916 ZF Limited Slip Differential - Fine Splines >>
Ring and Pinions
<< Ring and Pinions >>
Pressure Plates, Clutches and Flywheels...
<< Pressure Plates, Clutches and Flywheels... >>