3.6L + 901 transaxle?, Is this a recipe for disaster? |
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3.6L + 901 transaxle?, Is this a recipe for disaster? |
Hydra. |
Sep 18 2012, 12:11 PM
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#1
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Member Group: Members Posts: 59 Joined: 23-July 05 From: www.hydraperformance.com Member No.: 4,457 Region Association: None |
I'm seriously contemplating going with a 3.6L 964 motor for my 914, but I'd like to keep the existing 901 transaxle. I understand that this doesn't leave much in the way of a safety factor, but what can be done to suitably strengthen the 901? Is it absolutely necessary to lock out 1st gear, or would something like an Albins 2.400 1st gear, along with a billet sideplate help out? I understand the alternative is to go with a 915-based setup, but if a 901 can be made to work satisfactorily then I would rather do that...
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rick 918-S |
Sep 18 2012, 02:40 PM
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#2
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Hey nice rack! -Celette Group: Members Posts: 20,493 Joined: 30-December 02 From: Now in Superior WI Member No.: 43 Region Association: Northstar Region |
901 behind a 350+ hp 928 V8. I use first gear to get myself rolling but never hammer it.
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mittelmotor |
Sep 18 2012, 02:57 PM
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#3
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Member Group: Members Posts: 334 Joined: 21-May 12 From: SoCal Member No.: 14,464 Region Association: None |
901 behind a 350+ hp 928 V8. I use first gear to get myself rolling but never hammer it. Similar situation here...320-bhp stock LS1 V-8 with 901. 2nd gear feels incredibly natural as 1st with all the extra torque, and makes it a standard H-pattern as a bonus (albeit a 4-speed). I tried 3rd away from a stop a few times, and it worked surprisingly well! I never use 1st, and I'm looking into stronger springs for the 1st/reverse detent so I don't go there inadvertently. But I shift like I'm in a long, lazy endurance race. If I were really going to beat on it, I'd probably go the 915 route, but I'm very pleased with the 901 so far. |
Dr Evil |
Sep 18 2012, 03:49 PM
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#4
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Send me your transmission! Group: Members Posts: 23,002 Joined: 21-November 03 From: Loveland, OH 45140 Member No.: 1,372 Region Association: MidAtlantic Region |
901 behind a 350+ hp 928 V8. I use first gear to get myself rolling but never hammer it. Similar situation here...320-bhp stock LS1 V-8 with 901. 2nd gear feels incredibly natural as 1st with all the extra torque, and makes it a standard H-pattern as a bonus (albeit a 4-speed). I tried 3rd away from a stop a few times, and it worked surprisingly well! I never use 1st, and I'm looking into stronger springs for the 1st/reverse detent so I don't go there inadvertently. But I shift like I'm in a long, lazy endurance race. If I were really going to beat on it, I'd probably go the 915 route, but I'm very pleased with the 901 so far. It is easy to lock out first in the box. Better too. |
mittelmotor |
Sep 18 2012, 04:57 PM
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#5
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Member Group: Members Posts: 334 Joined: 21-May 12 From: SoCal Member No.: 14,464 Region Association: None |
901 behind a 350+ hp 928 V8. I use first gear to get myself rolling but never hammer it. Similar situation here...320-bhp stock LS1 V-8 with 901. 2nd gear feels incredibly natural as 1st with all the extra torque, and makes it a standard H-pattern as a bonus (albeit a 4-speed). I tried 3rd away from a stop a few times, and it worked surprisingly well! I never use 1st, and I'm looking into stronger springs for the 1st/reverse detent so I don't go there inadvertently. But I shift like I'm in a long, lazy endurance race. If I were really going to beat on it, I'd probably go the 915 route, but I'm very pleased with the 901 so far. It is easy to lock out first in the box. Better too. How, exactly? I'm sure there are multiple threads on it, but what's the short version? |
Richard Casto |
Sep 20 2012, 03:27 PM
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#6
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Blue Sky Motorsports, LLC Group: Members Posts: 1,465 Joined: 2-August 05 From: Durham, NC Member No.: 4,523 Region Association: South East States |
How, exactly? I'm sure there are multiple threads on it, but what's the short version? Short answer for locking out first is... You install a sleeve (copper or steel tube) of appropriate length over the first/reverse shift rod. It goes between the shift fork and the intermediate plate. It allows the rod to select reverse, but not 1st. You can optionally remove 1st gear off the pinion shaft (leaving the spacer/bearing race for that gear in place). You must leave 1st gear on the input shaft as power for reverse flows through that into the reverse idler gear. If you have a nice condition 1st/Reverse slider, you could even sell that and use a worn one instead as the part that usually wears on that slider is the 1st gear dog teeth (which would no longer be used). Richard |
mittelmotor |
Sep 20 2012, 04:25 PM
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#7
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Member Group: Members Posts: 334 Joined: 21-May 12 From: SoCal Member No.: 14,464 Region Association: None |
How, exactly? I'm sure there are multiple threads on it, but what's the short version? Short answer for locking out first is... You install a sleeve (copper or steel tube) of appropriate length over the first/reverse shift rod. It goes between the shift fork and the intermediate plate. It allows the rod to select reverse, but not 1st. You can optionally remove 1st gear off the pinion shaft (leaving the spacer/bearing race for that gear in place). You must leave 1st gear on the input shaft as power for reverse flows through that into the reverse idler gear. If you have a nice condition 1st/Reverse slider, you could even sell that and use a worn one instead as the part that usually wears on that slider is the 1st gear dog teeth (which would no longer be used). Richard Thanks, Richard. I think I'll leave it for now. My 3-2 downshifts (really 4-3) are slow and methodical, and that gate feels pretty well defined. I'm hoping my driving style (not into burnouts or anything that really shocks the driveline) will give some longevity, but I realize that even smoothly applied torque of V-8 magnitude can schrapnelize a gearbox. Currently my setup only allows for 3/4 throttle (914 linkage throw versus Camaro TB), but it's so bloody fast I don't expect to change it. So maybe a little more breathing room for the 901... |
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