is it much trouble to fit a 996 transaxle into a 901 body,anything can be done of course, but is this a can do swap, also the fittment of power steering to a 901, is there a rack to suit as in length , thanks
is it much trouble to fit a 996 transaxle into a 901 body,anything can be done of course, but is this a can do swap, also the fittment of power steering to a 901, is there a rack to suit as in length , thanks
It must be similar to a G50, at least in terms of size and by a 901 body I guess you mean a SWB car.
If so you will end up cutting out the torsion bar tube and the floor to get it to fit and this will mean you need to fit coil overs and 935 type spring plates.
The shock towers will also be too small for the springs so you will either have to get some adaptors and fit the dampers upside down or replace the towers with the IMSA type 100mm diameter towers.
If you are trying to fit this transmission to handle a large power output the outer drive flanges in the SWB trailing arms will probably be an issue.
It would be easier to fit this to an 87-89 3.2 Carrera shell as the torsion bar tube is already cut away and you could retain torsion bars.
996 transaxles aren't exactly known for their reliability. If you want that gearbox and powersteering in an early 911, just buy a 996. Let someone else have an unmodified early 911 to enjoy.
1971 911S, 2.7RS spec MFI engine, suspension mods, lightened
Early 911S Registry Member #425
chris ,car is 901 shell but NOT swb,also it runs aluminium trailing arms,currently running 915 trans,was hopeing for better driveability, and strength from the 9600 trans
I would say a Getrag like a G50 5 or 6 speed would be more reliable than the 996 gearbox. Or you could go with a 930 box if you really need beefy.
1971 911S, 2.7RS spec MFI engine, suspension mods, lightened
Early 911S Registry Member #425
You will still need to cut the torsion bar tube and fit 935 style spring plates and reinforce the damper mountings to take the coil overs.
If you were to fit the G50 out of a late 3.2 Carrera (G50.00, 01 or 02) then you could have it shortened so it would bolt-in without any manjor bodyshell surgery.
You would also need to change the flywheel and clutch and fit the later gear console as there are no springs in the G50 shifter (there is a gate mechanism inside the box.)
There are several ways of improving the shift quality of a 915 that are probably less drastic than fitting an alternative transmission.
The first and most straightforward would be to improve the shifter itself and both WEVO and Rennshifts seem to have good press but I have only used the WEVO unit.
The next option is to fit a WEVO internal gateshift kit which makes a significant improvement in terms of finding the gears but doesn't speed up the change. I think this part offers a great benefit in terms of the 'feel' of the box and is well wworth the effort.
I would also fit a lightened out second gear to try to reduce the gear train inertia and allow the synchros to spin up faster and I think, but an not sure that the synchro pressure can be improved also creating faster spin up.
I have also tried a friction modifer in the transmission oil to give more grab on the synchro as some of the modern GL5 oils are very slippy and can slow down the change.
If you fit a strengthened side cover and use the aluminium case from the SC/3.2 they are quite reliable and we have been using them in Historic Rally cars for about 6 years now with twin plug 3.0 litre engines producing around 280 BHP.
Last edited by chris_seven; 03-11-2012 at 11:43 PM.
The big negative of the 996 trans to me is the cable shift and non-compatable bellhousing. Gled
I'm surprised that no one has mentioned the significant increase in weight, all of it concentrated in the one place where you wouldn't want additional tonnage in an early 911, which would be the direct result of such a swap.
At the end of a long and expensive day, one wouldn't gain a single upside feature by swapping a properly matched and set up 901 / 915 for the 996 box.
The other issue not addressed so far is the second half of the original question, that of adding power steering to a Longhood. The request for instructions on how to accomplish this leaves me, for one, in a state of total puzzlement. All I can think to ask in reply to that question is: "what problem are you trying to solve by taking one of the most sensitive, communicative, effective rack & pinion steering mechanisms ever installed in any automobile and converting it to assisted steering".............more "drivability" problems ?
JZG
Last edited by John Z Goriup; 03-12-2012 at 11:13 AM.
Before it became Ruprecht, my Porsche was a '70 911 T
Paying member No. 895 since 2006
" slavish adherence to originality wasn't for me, because the car wasn't as good as it could be."
Rob Dickinson's response when asked what motivated him to build Singers
That's what I was getting at earlier but I didn't say it so well.
The tranny is actually a good spot for weight, almost where the CG is, low. and in front of the axle, but the 996 one is still like glass when you push them.
1971 911S, 2.7RS spec MFI engine, suspension mods, lightened
Early 911S Registry Member #425
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