Lot thicker and longer shaft.

One more

Saw these, was wondering how these may hold up. I believe the originals were forged. These appear to be welded.

good eye...

Somebody with a an original factory Porsche 914 LSD will have to chime in. I have never seen originals, so do not know. Pretty sure the factory 911 LSD were forged.

Not welded that is heat treat zone from induction hardening

That color is from burnishing not welding

Yup more likely than my response

The ad reads like these were once made by Porsche, right? I’ve never seen a Porsche stub like this. Looks aftermarket to me. Maybe I’m missing something since I’m not looking at the actual ebay description.

Added picture of box with part number.

That’s because we are used to seeing them rust covered. Uhmm, I mean with patina.

Like you, I’m a bit surprised to see the induction hardening and wondered about the part. I would have thought they would be oven treated which results in a black / blue oxidation over the entire part. But it is plausible that it was induction hardened, Germany used to be a manufacturing powerhouse. Or, could be a part produced later for service after induction hardening became more common place and better suited to small production runs vs oven heat treat.

It is interesting to see one untouched like this.

box says one flange.

aftermarket product, original box…

original flanges feature at least a part number besides the fact that these are typically made from cast iron that have been turned to spec…

br
benno

I think CMS or someone similar made them.

We bought a shops inventory of air cooled parts. There were many used parts taken out of cars and put in the original Porsche box of the replacement part. We did get a lot of nos parts in original boxes (nos 928 4 valve heads) but the majority of the parts were the used part, placed into the Porsche box of the new part and placed back on the parts shelf. It did make it easier to identify the part but sometimes disappointing that it was used.

I’ve also never heard of a stub that’s specific to an lsd. I’ll have to ask the higher powers on that one.

I’m not enough of an expert to disagree but we also know Porsche distributes parts made by certain aftermarket suppliers as Porsche parts complete with Porsche part numbers on the packaging. We also know with certainly some of those parts were not made to the same quality and fit & finish of the “original” parts.


Could this be similar situation?

I would bet money on aftermarket.
I’m not saying it’s a Martin Bott product but it looks nothing like a Porsche part.
Seller might have bought it in the Porsche boxes and been sold a story along with the part.

I have a gearbox with an ZF LSD……output flanges look normal.
Wondering what Chris Foley or Mike (Dr E) would say…
Not sure how to ping them

As far as I know, the 914/6 transmissions were built using the internal parts from the 2.2 liter 911 transmission. 914/6 gear ratios are the same as the 2.2 911.
I went on a factory tour in 1971 and saw a 914/6 on the assembly line and also saw a 914/6 engine being assembled. Did not notice any 914s on the transmission line.
That being said, the only difference between flanges for 2.2 with factory LSD and stock is the length. The LSD is about 15mm longer.
The LSD flanges are rare and valuable so this may be a reproduction being offered, perhaps by Porsche. I wouldn't touch it unless the seller could provide dimensions. The box shows a sales date 03.11.97 (3Nov1997) and does not belong to the flanges.
Look at the Pelican 911 Forum for tech information on flanges.

Alright I’m convinced by that picture.

Still look like nice parts but agree, almost certainly not NOS.

Maybe it's just ME!

The dowel pin holes look oversized to me...


Those look nice but I'm in agreement with everyone else.

Those DON"T look "Porsche" to me either!

I have about 60 core transmissions at the shop. Another 40-50 crates of transmission parts. None of the parts look like the eBay part. That’s 911, 914, 915, 964, 993, etc. and some special parts from Porsche.

That’s why this site rules. So many that are actually doing hands on work and around these cars daily!

Not a single "That's what she said" joke?

VERY DISAPPOINTED IN YOU LOT!

--DD

I have 2 original HB transmissions but I can't look at them until about the 17th.
Even before doing that I can say that the Ebay parts appear different from the
cast originals.

Egad!
Imagine having to store that stuff...

Go through it all...

Separate the chaff from the "gold"...

And this is just the "tranny" stuff!

I'm both envious and horrified at the same time!


How many people are involved with processing your hoard?

Wow, just WOW, that's a bunch of tranny shit!

I could imagine Dr. Evil having this much stuff but he's a tranny specialist, you're not!

Well, we build about 3 to 4 transmissions a month so I’m not sure what the criteria is for specialist. We build about one 911 engine a month.
Currently being built
993RS
906 engine for a real 906
3.4 twin plug
2.7 RS
3.2 stock build
2.7 stock build
2.4 Stock build

Just finished up this custom 3.4, twin plug, big valve engine. Trans is custom short gear 915 with a 904 style main shaft and Kaaz LSD.

I manage it all. Not well but I do what i can do.

914 trans for a member on this site. Everything was very worn inside so it got a full rebuild with a lot of new parts. Not cheap but should work like new and be good for another 80-100k.

My engine/trans tech was taught by Peter Dawe - one of the very best!

Currently on the bench. Early 911 mechanical 915 getting a full rebuild. Going into a 914World member ‘76 - 912 hot rod. He also bought a 3.2 engine from me that we’ll pretty up a bit. This world member helped us move a ton of parts from shop to barn so he has permanent vip status at our shop.

Break down
Cuda automatic parts cleaner
Ultrasonic cleaning
Assessment
Rebuild
Final assembly

I probably have $30-40k in new parts inventory but SSF is just a day away.

Unfortunately, it’s hard to do these on the cheap. Since I’m a real shop and I warranty and guarantee my work, we rarely use used parts. It cost more but I can stand behind my work and try to insure we don’t have to go back in at a later date.

Thanks for the pics @Mepstein

I stand corrected and humbled...


Definitely a "tranny specialist"!

But, also a parts supplier, engine builder, Porsche sanctuary/adoption agency.
I ALMOST adopted one of yours...

You're what I call an "Indy", an Independant.

Good Indys are hard to find.

Good Indys that do EVERYTHING don't exist anymore...


The pics also show what I call "organized chaos".

This is the "WAY" a real shop looks...

It's not dirty or gross but every available surface is occupied with a plethora of car parts.

Do you ever think "Where did I put that part?" and then spend too much time looking for it?

And then the final product, Stuff looks NEW!

Just super nice!!!

I'll never disparage your shop again...

My humblest apologizes!

If I ever visit I will spend far to much time just looking at it all.

Rick

All good. We keep a low profile but try to put out some good stuff.
SS countertops. Looks messy while the work is being done but cleans up pretty well.
One day we will have a dedicated disassembly area but for now we are making do with what we have.

We actually started to move into this 25k sq/ft building but it’s under contract so the move is on hold.

Love that old school Bridgeport Knee Mill, Mark.

One of my employees just bought it. Comes in handy at times.

That being said, I drove 6 hours round trip to our machinist in WV so he could cut deeper valve pockets in these pistons for the 906 engine build. Between the custom spec piston, sending out for coating, custom machining, overnight shipping and expedited fee, I bet we have $4k into six pistons. Still less than about $10k for the billet machined heads.

One of the "horrifying thoughts" was what happens if you have to move it all...

Problem with building, building owner, whatever.

You're already there!!!!

That looks like it could make a NICE shop!


It's not every day you see a BIG skid dumpster INSIDE the shop!

I like the raised edge SS tabletops!

Real "tranny" bench!

They drain to the rear?

They should...

Is that a paint booth?
It looks like a good one!

MAXIMUM OVERDRIVE ENVY!

WOW! A lot of space to heat during a cold east coast winter.

Dig the high flow skin effect dimpling on those heads...next level

He didn't have the eye candy pics up at my last post...

THERE IT IS!!!!!!

Golf ball dimples in an intake track!!!!!

I've always thought that could be done to an intake but that is the first time I've seen it for real!

I'd KILL for the flow difference data smooth port versus dimpled port...

What was that worth?

Coolest intake port I've ever seen!

Thanks for posting!

@mepstein

We are committing the dreaded "thread hi-jack."

The beefy tranny flanges were slightly interesting...

Your shop is the most exciting thing I've seen posted here in a while!

At least to me...

You need a "check out my shop" thread BADLY!!!!!

Lots of folks would like to see the play pretties and they are lost in an obscure thread...

SHOW OFF now!

The big shop is a complicated story. Still too many lawsuits going on (none involving me or my business) to talk about it. The good thing is if/when the big building sells, we have a smaller building lined up in a better location. All our work continues to come out of the barn so it’s not a business changing event if/when the big shop sells. Currently we are just the caretaker for the big shop. Everything belongs to the owner.

The heads are super cool. The dimples are for a carbed engine to keep the air fuel mixture flowing. Not really needed for FI (i’ve been told).

Yes, expensive to heat, expensive to cool. Really too big for us. It’s meant for a production shop of 10-20 employees. I’m not doing that.

It’s really just a cheap SS table that fits the space. One day we’ll get a good one but this has already held up to dozens of tranny builds. I have another tech that does g50, 964 and 993 builds.

For Technical Ninja regarding dimpling in manifolds etc. Paper linked at bottom:

4. Conclusions

In this work application of dimples in the intake manifold were analyzed (see Table 5).

Both partially and full dimpled surfaces were created, analyzed, and compared to intake manifold without dimples with the same dimensions and boundary conditions. It was found that a significant rise in area-weighted average turbulent kinetic energy due to dimples, which may occur due to reattachment phenomena. An increase of 25.45% and 35.41% for partial and full dimpled surfaces were reported. Also, the effects of velocity with turbulent kinetic energy were seen, in which increase of velocity results in the increase of slope as shown in figure i.e. rate of increase in “k” is more at higher velocity. The most important thing other than analysis was to carry out the mesh independency test, which results can be seen in Table 6.

This design in work gives a new arrangement in the intake manifold to provide more turbulent air at the outlet, which is inlet air to the combustion chamber and the diesel engine is the best area to incorporate this arrangement, it will increase the mixing of diesel and air in combustion. This arrangement can increase fuel economy and further control emissions in a diesel engine. Still, more changes can be done to further enhance the turbulence of air at the outlet like using airfoils and combine airfoils-dimpled surfaces in the intake manifold (see Table 7).

https://www.sciencedirect.com/science/artic...214157X21004627

I have a Porsche 3.2 injection manifold that was band-sawed apart and flow balanced and they used selective portions of dimpling to balance the flow (and a limited amount of general smoothing) - these areas were generally opposite of the 90 deg take-offs from the off the main plenum. This actually adds area under, and flattens the torque curve - it does not add lot of horsepower; per se. Extrude hone generally ruins or adds little to these manifolds as it widens the spots that need to be narrow to speed up the flow.

Thank you for the link!

It got deep in a big hurry. I'm going to have to read it more thoroughly when I have time.

Finally got back to this subject.
LSD flange is longer reach into the diff. by ~3mm
The NOS part appears to be a well done machine shop duplicate.
The originals were forged castings with part numbers cast in.
Sorry for the poor focus, the open diff part # ends in 01

LSD output flange

Hi Mark, do you by any chance have a pic of the short side of the port?


Click to view attachment


@mepstein

http://www.914world.com/bbs2/index.php?sho...703&hl=LSD*


I put this thread together a few years back.

Thank you for posting this.
All great info.

Bingo. Also a lot of confusion over multiple flanges with the same casting number, that are then machined to different tolerances and measurements, and people think that the casting number is the part number. So many variations that are subtle. I have had people send me transmissions with the narrow shaft flange in a standard bore. Wiggle wiggle.