Is it a big deal to adapt a 915 to a 914-4?
Brad says most 901 cases he sees are toast (forgot why), so why invest money in a 901 when a 915 is available?
dr
Full Version: 915 tranny in 914-4
excuse if the following is mis-information (someone please correct any/all), but i think the 916 did have a 915 trans. that said, however, to convert a 915 for a 914 requires $$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$. well, maybe not that much, but i feel an amount like 1800-2500 for a velios (sic?) kit which i think you could rebuild a 901 for that or cheaper or do what i would probably do: buy a core trans for 200 and see if it worked 
. lets see, at 200 per, if you had 1800;golly, you could try 9 and hopefully one of them would work.
seriously, it's too expensive (at least for me it is)
. lets see, at 200 per, if you had 1800;golly, you could try 9 and hopefully one of them would work.seriously, it's too expensive (at least for me it is)
It may be too expensive but I have read that a good rebuild for a 901 is over $4000.
dr
dr
Unless your fresh new type4 is make huge gobs of power/torque, the 901/914 box should be just fine
i had a 915 for an SC rebuilt for $3k. not that that is any indication of the cost of a rebuild for a 901 for a 914...
Brad's comment about bad 901s was, I believe, related to loose pinion bearing races. Fixing this either requires a new case (which is his current option, at $700-800 a throw), or lots of machine work (at $500-600 a throw).
I've not run the numbers, but I'd bet that the price difference between rebuilding a 901 and rebuilding and converting a 915 to 914 use still argues in favor of the 901, even if you need a new 901 case. The conversion parts for the 915 will eat that $800 difference and then some. If you happen to have a 915 that doesn't need rebuilding, then converting that might be cheaper than rebuilding the 901. This is esp. true if you're doing a Six conversion using an engine that originally bolted to a 915, as you'll be able to use the stock 911 flywheel and clutch assembly, and much of the cost saved there will pay for the 914 conversion bits.
btw, the 915 is twice as heavy as the 901 (150 v 75lbs), which may be a consideration.
I've not run the numbers, but I'd bet that the price difference between rebuilding a 901 and rebuilding and converting a 915 to 914 use still argues in favor of the 901, even if you need a new 901 case. The conversion parts for the 915 will eat that $800 difference and then some. If you happen to have a 915 that doesn't need rebuilding, then converting that might be cheaper than rebuilding the 901. This is esp. true if you're doing a Six conversion using an engine that originally bolted to a 915, as you'll be able to use the stock 911 flywheel and clutch assembly, and much of the cost saved there will pay for the 914 conversion bits.
btw, the 915 is twice as heavy as the 901 (150 v 75lbs), which may be a consideration.
QUOTE(lapuwali @ Aug 30 2004, 02:38 PM)
btw, the 915 is twice as heavy as the 901 (150 v 75lbs), which may be a consideration.
twice as heavy??!!
fuggedaboutit.
dr
thanks for the info
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