Yup, there are no cantilevered gears in the 915. There are a several discussions already in the paddock about the relative strengths and weakness of the 914 vs 915 transaxles. Some will argue that to get real strength you'd have to go up to the 930 ($) to really be safe.
In several threads where this is discussed a couple of folks who have run both on the track said that, after several seasons there was no real cost savings to upgrading to the 915. There were none I recall specificaly about the 7:31 vs 8:31 longevity. Except that when I compare the R&P's between the two, the 915's gears are a lot larger in every dimension... just more meat there. Now, the 915 is a lot more expensive to build and install (shift mods) not including any gear modifications.
I have a friend locally that's been running a 7:31 as an AX and DE car for years (911 with a 3.2). It's fast and he doesn't have reliability problems.
I have several 915's (2 mag-case and 1 aluminum-case) 915's but I also have several 914 boxes too, and that makes the 915 just an interesting project I'll certainly do... later. The 914 transaxles are just so much less expensive to build that I can't justify a 915 build except for fun.
Two facts:
1. Over 20 years I've lost exactly one 914 7:31 R&P with broken pinion teeth and the 3.6 since 1999. And that was just a couple of years ago a week before a MUSR in NW Arkansas... dangit. Pretty good track record I think.
2. The 914 and (mag-case) differentials are course-spined so, spaced/shimmed correctly, it can be used in either transaxle. That makes my Guard LSD useable in either one. Of course you can order the diff with either spline-count you want or, while checking the clutches install whichever you want. But if you already have one it could make a difference.
Don't know if you've seen these but here are some pertinent threads.
http://www.914world.com/bbs2/index.php?showtopic=221177http://www.914world.com/bbs2/index.php?showtopic=161520Good luck