Can anyone provide me with some random bits of information about the 912E transmission?
As you all know, am building a fairly powerful type-4 engine and I was headed down the path of mating it to a 915 transmission. I could either (A) use a conversion flywheel from Kennedy and machine it to match my dowel-pinned crank, or ( use a 923 transmission from a 912E which has a type-4 mainshaft and would allow me to keep the dowel-pined, lightened flywheel that I already have.
I know that the 923 tranny is a mag case with a 7:31 R&P which has it's own set of issues, but I need some additional information to sway me either way.
I am also interested in some further explaination of the gearing. The 912E gearset looks like the following:
1976 (5-Spd) 11:35 11:33 23:29 26:25 29:21 7:31
Is there any reason why the first and second gears are so close in ratio to each other? I plugged this into my calculator and found that the 1-2 shift is ridiculously short...this can't be right. The 72-73 & 74 915's gearing looks like this:
1972-73 915 11:35 18:33 23:29 26:25 29:22 7:31
(5-Speed)
1974 915/06 11:35 18:33 23:29 27:25 29:21 7:31
(5-Speed)
Do you think that a type-4 motor would be better off with the 912E gearing or the normal 915? Anyone? Jake...I know you have done a fair bit or research into this, any thoughts?
-Britain
This is what I am talking about in terms of the difference in shift points...
923 Transmission:
Attached image(s)
And here is the 74 915 Shift Points:
Attached image(s)
Hmm, I don't see how it's possible to have an 11:33 and an 11:35 in the same transmission. Are you sure your data is accurate? An18:33 tooth count like the others seems more likely.
My thoughts exactly, does anyone know if those ratio's are correct?
-Britain
I don't just mean in terms of the shift points being too close, but also physical meshing of the teeth. The centerlines of the 11:33 gears would have to be closer together than the 11:35 gears.. but they all have to fit on the same two shafts. If you scaled them up, I don't think they would mesh properly. I'm not a transmission designer, but I have rebuilt a few and the 11:33 just doesn't make sense. It's gotta be incorrect data. Someone here must have a 912E they can push in 2nd gear and count distributor and wheel turns
near as i can tell, for 923 (912E)
1st is 11:35 (AZ)
2nd is 18:33 (HX)
3rd is 23:29 (NT)
4th is 26:26 (QQ)
5th is 29:21 (TL) -- very tall gear (fewer top-gear revs) 923. part number
911:
4th is 27:25 (RP) or 26:25 (QP)
5th 28:23 (SN)
I want that TL
Ah, that makes much more sense. I will plug that in and see what it gets.
Here are the 923 shift points corrected...
Attached image(s)
What data do you use to determine the shift RPM? I like your graphs and want to do something similar for my 901 re-ratio-ing.
I have a file for both the 901 and 915 tranny with all the gears available that I know off...try these. Let me know if you need some help using it...I added to comments to the areas that need to be filled in by the used.
-Britain
http://www.britainsmith.com/Porsche/901Calc.xls
http://www.britainsmith.com/Porsche/915Calc.xls
wow, awesome... looks like I need engine dyno specs to get max benefit. I'll have to find those.
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