Length comparison 915-shortnose G50

[Wally]

The type 4 case with crank and flywheel (with inserted bearing) fits like a glove to the G50





Even the main shaft fits perfectly inside the flywheel nose bearing (411/412 bearing):



So, if I shorten the bell housing and output shaft exactly the same for both, it should work.

[Wally]

Hi Steve,

I will go full VW clutch probably. I found a Luk hydraulic one from a VW/Audi that is lower than the Saab unit, which I also found. The Saab one can be shortenend some and is nicer though.

This is what I'll use as a pressure plate:



The tranny is almost dismantled:

[Steve C]

Hi Wally

Looks good, I didn't get a chance to get back to you with the dimensions, then the forum was down, look like you have it sorted.

I even thought about using the stock G50 fork and making it a push rather than a pull clutch.

Steve

[Wally]

Originally Posted by Steve C

Hi Wally

Looks good, I didn't get a chance to get back to you with the dimensions, then the forum was down, look like you have it sorted.

I even thought about using the stock G50 fork and making it a push rather than a pull clutch.

Steve

Thanks Steve. Well, not sorted all yet, I am close, but not there yet wrt the min. height of the hydr. bearing. Your idea of maybe using it as a push type release may just be another good idea of you

Lee and Rich had another great idea as they told me that the front output shafts of the 4 wheel drive 964 (G64 tranny) fitted the G50 and were 100mm (944/T2 size)! So. if that works out, my problem of the axles looks almost solved :-))

[Wally]

Ok, further removal of all parts in order to be able to machine the housing and main shaft:





Taking the diff out:








Made an adapter plate to mount the Saab bearing onto. The TO bearing itself isn't shortenend yet:

[Wally]

Not sure anyone is still looking at all these weird complicated parts, but this is the clutch plate I'll be using:

[Clatter]

Not sure anyone is still looking at all these weird complicated parts, but

Dude, total car porn... i think I'm in love.

That last pic with the disk, that's a Kennedy from the box in the background?
Always thought you had to go solid center at a big power level... guess not!

Keep it coming!
Can't wait to see how the annular throwout works for you.
Here i am struggling with making a 'slave saver' to keep a regular piston slave from binding...
You ever have binding problems on your current 915 slave setup?

[ricola]

Keep it coming Wally, my favourite thread on here at the moment!
Rich

[Steve C]

Hi Wally

Love reading this thread.

I believe that the sprung centre will also prevent some nasty harmonics on deceleration.

Steve

[Wally]

We did a lot today. A friend helped out machining down the bellhousing, nachined the bellhousing a tad bit wider afterwards so a type 4 fits again flawlessly on the bellhousing and shortenend the hardenend splines on the main shaft:

Before:

After:




Case fits fine now:



Result is super! I only need to shorten the shaft myself now but that is not a problem.

Thanks John! :respect:

[Xellex]

extremely interesting thread! Keep going at it, and keep the pics coming!

[MX67]

Crazy freak! Keep on!

This is first time that I can see difference between G50 and 915...

Thanks for informing us with all this stuff! 8)

[Wally]

Right, a lot has happenend since the last post.
Time for an update!

I got the transmission back together again!


The hydraulic VW/Audi (Luk) TO bearing has been used and mounted directly onto - or should I better say INto - the tranny casing (drill and tap 3x M6). Engagement of the clutch is VERY light, much lighter than the way I had the 915 converted with a hydraulic slave cylinder that worked on an arm an lever to engage.

Another thing to modify is provisions for the starter motor. After some measurements and looking at 964 starters (way different, I even bought one I can't use), I decided to try a 091 starter from a late bus. Its about 8mm longer and I need the extra length. I actually need 16mm more length, but that doesn't exist, so the CNC wizzerd machined the starter motor opening down some 8mm:


It turned out that the original VW ring gear is NOT exactly the same diameter. Its about 3mm in radius smaller than the porsche. Who knew this huh? In hindside I better would have Kennedy make me a new chr-mo flywheel with the right 3,2 '87-'89 ring gear diameter, but for now I elongated the south hole of the starter itself so the starter rotates more towards the ring gear.
The rear hanger support needed about 2 cm (less than an inch) increasement in length to support the bellhousing being more out to the rear of the car.



After some futile tries with an original 091 starter (bearing supported end), I ordered a Hi-torque from John at Powerhaus at a smacking price and super swift shipping and that works awesome. I have started a lot lately and it doesnt move or grind and turns the engine very quickly, so that works now!

[Wally]

In the meantime, I also adapted the gear lever to fit in the place where the 915 shifter was. I could use the same bolt holes!!


Just needed a larger hole in the tunnel top. Remember that this shift system doesn't need adjustment at all (you can't even as there is no provision for it)as the shift selection is done INSIDE the tranny where some sort of gate shift selction mechanism works.
Its an awesome improvement over the 915 and actually makes this part of the installation a bit easier. Still, there is some slop in the original system of the linkage. Probably there must be in the factory car, but I probably will try to get rid of that lateron.



Thats it for the moment. When the new engine runs, I can only test then if and how the tranny works. As of now, I still have no clue if it all works as planned...

[wrenchnride247]

Great job (as always) with the install. Can't wait to here how different the G50 is compared to 915.