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A thorough article would be very good. Here's what I have learned after starting down this road 2 years ago.
The 901 came in '66-'69 911s and 912s with some minor changes, this is the easiest to install in a VW. Must use a Porsche flywheel so the starter gear fully engages. Most seem to have type 1 size CV flanges making axles a bolt in, my 902 from a '69 912 (virtually the same as a 901) has 930 size flanges, expensive to fit but bullitproof. There were many gearsets available from a 1-1 5th gear to several over drive 5th gears. 912 transaxles have an overdrive 5th but a low ring and pinion and about 4-1 final drive. You can pick up a decent 901/902 for $300-$600. They don't weigh much more than a type 1 4 speed. Shift pattern for the 901 is simular to the type 1 with 1st gear below reverse (and spring loaded too).
The 911/01 came in '70 and '71 911s and is fairly rare. I think it is like the 901 but with a 915 clutch.
The 915 came in '72 to '85 (I think) 911s. These are larger and heavier than the 901. The clutch can be a problem to work out. The clutch release bearing must be pulled away from the engine to release the clutch, there is a bellcrank in the bellhousing to accomplish this. To make a type 1 engine work with this trans you must have a custom flywheel fabricated. To use a type 4 engine, you need a 912E flywheel/clutch/release bearing. 915s could have a number of different CV flange sizes including type 1 size, type 2/944 size or 930 size. If you have the money and an engine that needs the beef, this is the way to go with the 930 CVs. shift pattern for this trans is like modern 5 speeds with 5th gear on on top with reverse below it. I have seen 915s go for $600 to over $1200 depending on condition and time of year-prices seem to be higher in the winter, I guess Porsche guys take their cars apart and spend money on them then!
All need custom front and rear mounts fabricated.
Type 1 shifters have been made to work, most use 911 shifters. The shift coupling on a Porsche trans is low on the nose cone while a type 1 is high on the nose cone so a bent shift rod (doesn't always work well) or a couple of u joints are necessary. The u joints cause another problem, the shift rod is normally only supported by 1 bushing to the rear of the shifter. If u joints are used the shift rod is no longer rigid and will need forward suport to ensure proper operation (more fabrication).
I hope this helps some, read all the posts and you will learn alot.
ken
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