mxt

Seems like most everyone says to hold out for a G50 3.2 since it is "better" than the 915. Is the shifting that much better? I'd just like a clutch pedal that isn't extremely stiff to push (lots of traffic). As far as being able to get from 1st to 2nd, I haven't had that much of a problem if I pause.

Trak Ratt

Yes it’s that much better, but the newest 3.2 G50 is 13 years old! Since you have a hydraulic shift actuator try changing the fluid in the system & R&R the shifter. The G50 shifter mechanism uses bushes similar to a 915. After checking everything out clean, re-grease & adjusted the shifter. Should bring everything back to spec.

John Brandt

I rather like the 915. It feels more mechanical and gives me the feedback I'm looking for.

But I'm from the old school.

BGCarrera32

Driven both, the 915 is more like a tractor and the G50 is more like a Honda...

Patience and getting the revs right with a 915 is key. The G50 is better, but if you find the right car I wouldn't shy away from one with a 915 so long as the car has been taken care of.

-B

Wil Ferch

Hi:
I'm the contrarian on this issue ( sort of)...
No, the G50 is not *that* much better, IMHO because:
- it has its own bearing support problems that weren't fixed from the factory until April 89 production...pretty late in the 87-89 production run on G50 3.2's.
- if it is any model prior to April 89, it either was never fixed ( shows up first as a "hard" pedal..hmmm...isn't that what you said?), or it was fixed by either a factory fix kit, or one of the aftermarket kits. Another bummer...factory kits are no longer available.
- hassle with ( another) place where you need to perform periodic fluid changes...like brakes.
- expensive replacement clutches ( relative to cost of 915 type).
So...to get a slightly more smoothly shifting trans...I don't necessarily see it as *so* superior. Again, IMHO...
---Wil Ferch

Carrera51

I'm with Wil and John. 915s are great.

Of course, I am biased towards the 915 since my Carrera has one. Once you learn the quirks, and know how to shift them properly, they hold up well. I've had my car since 1999. The gearbox was rebuilt prior to the purchase. The car sees lots of track time (DE and Club Racing) and the 915 still shifts like it did when I bought the car. I tell people looking for 84-89 Carreras to save their money and find a nice 84-86. The 87-89s seem to be commanding top dollar these days.

Rick C

Drove both 915's and G50's before buying an 87 G50 last year. I could have lived with the shifting of either one.

One thing I did notice was that all the cable clutches seemed stiff and/or jerky. I'm betting this was just age, and a new cable is only about ($75). Never had a problem with a cable clutch before that a new cable didn't fix, but you might want post about the clutch feel.

Tom F

A heavy clutch is not necessarily the cable, on a 915. It can also be a worn clutch release fork or dry and rusty pivots. You need to remove the engine and transmission from the car, in order to fix either of those problems. Other possible source of trouble is the pedal cluster. Pedal cluster will take you a couple of hours to fix. The clutch cable alone is 45 minutes, less if you're doing the cluster at the same time.

G50s are definitely more reliable than 915s, but I agree with all of the points in this thread re. lower cost of 915s and perfectly nice (maybe nicer than G50s) when they're working well. But, you won't find more than one in ten 915 equipped 911s that have the clutch and trans fully sorted.

Jeff Curtis

Wil, if someone were to purchase an 87-89 3.2 Carrera with a G-50 I would think the clutch might be due soon if not replaced already...but then I've seen some high-mileage clutches still going strong.

If the clutch was replaced in the last 10 years...most shops would be aware of the "fix" for the throwout bearing.

This issue alone would NOT sway me away from a 3.2 w/G-50!!

I wouldn't say either transmission is "better" than the other, but I must say after driving 20+ 911s with a 915, and owning one myself...I would never go back! The G-50 is MUCH smoother and gated a bit more precisely.

THIS, my friend is very important to the "track minded" individual as I can't count how many times I've seen a "915 guy" miss a shift or downshift when intending to upshift and bend his valves/break his rocker arms.

Just witnessed one go "BOOM" last weekend at CMP...OUCH! <img src="graemlins/cussing.gif" border="0" alt="[grrrrrrr]" />

Also, the G-50 shifting mechanism isn't too much like the 915 mechanism...although it does have it's similarities.

I'm just happy Porsche did something about the "balky" shifting - after years with the 901 and the 915...IMHO the introduction of the G-50 was a blessing!!

cmoss

I recently sold my 1980 SC and purchased a 993. One of the main reasons was the G50.

Chris

SEW QUIK

I think a lot depends on whether you are going to drive the car every day or not. I have an 87 coupe and I am in it for an hour a day in traffic. It is definitely a smoother and easier to shift transmission and (as described above) you are much less likely to miss a shift (and destroy the top end) when things get a little exciting.

As for the issue of upgrades, of the 7 G50 owners I know, no one has had the upgrades done and no one has had the problems. My mechanic says this problem is a lot like premature valve guide wear on 84-89 cars, either your car is one of the few that has the problem or it doesn't, and most don't. Clutch costs are higher with a G50, but I have 113K miles on my car on the original clutch (guess I should put another penny in the new clutch fund...)

If you are going to drive the car only on Sunday for 20 minutes a week (like I suspect most Porsche owners do, judging from the mileage on their cars) then it probably doesn't make much difference. Test drive both and see....

Wil Ferch

Guys:
Sew Quick sez...

As for the issue of upgrades, of the 7 G50 owners I know, no one has had the upgrades done and no one has had the problems. My mechanic says this problem is a lot like premature valve guide wear on 84-89 cars, either your car is one of the few that has the problem or it doesn't, and most don't.

I respectfully don't agree. If you look at how it's built, and how the pivot action works, it's only a matter of time...it will become a problem unless attended to. Again, IMHO.

--Wil Ferch

GeorgeM

I'm with Jeff and others on this one, the G50 rocks! With the upgrade, the clutch is like buttah.

Okay, the clutch might cost more, but how often do you replace the clutch?

Rick Lee

I recently did the G50 clutch upgrade myself and it wasn't too bad of a job. If you have one that has not been updated, it will fail eventually. Mine had 83k miles on it and the release shaft was totally shot - scored and embedded by the release fork needle bearings. It's a poor design and if you make it 113k miles with it, you'll be very lucky. My problem was that it was getting to stiff that it wrecked my slave cylinder first. That was a lot of fun to replace - not. I drove two 915's on Saturday, one of which had a short shifter kit and I have to say they do not even compare to my old G50 clutch, much less the new and improved one. I love the look of some of the early 911's. But I could not live with the sloppy shifting. Get a G50, do the update and never look back.

KLehmann

[quote]Originally posted by Wil Ferch:
<strong>Hi:
I'm the contrarian on this issue ( sort of)...
No, the G50 is not *that* much better, IMHO because:
- it has its own bearing support problems that weren't fixed from the factory until April 89 production...pretty late in the 87-89 production run on G50 3.2's.
- if it is any model prior to April 89, it either was never fixed ( shows up first as a "hard" pedal..hmmm...isn't that what you said?), or it was fixed by either a factory fix kit, or one of the aftermarket kits. Another bummer...factory kits are no longer available.
- hassle with ( another) place where you need to perform periodic fluid changes...like brakes.
- expensive replacement clutches ( relative to cost of 915 type).
So...to get a slightly more smoothly shifting trans...I don't necessarily see it as *so* superior. Again, IMHO...
---Wil Ferch</strong><hr></blockquote>

Very true the G50 had it's initial problems with the release fork cross-shaft. The "poor design" is actually a lack of lubrication for the bearings. The bearings get contaminated with crud and eventually bind, causing a stiff pedal. The factory upgrade, which uses different bearings, shaft, release fork, and rubber seals for the shaft, is actually still available. What's no longer available (NLA) is the cutting kit used to enlarge the bores which carry the bearings and shaft. You can call around to some Porsche shops and see if they have the kit. I was lucky that a local shop had the kit. Otherwise you'd have to get a machine shop to do the drilling for you.

But, all of the above is really a non-issue because the Weltmeister cross-shaft update kit does not require drilling and is a simple parts swap. The cost of factory upgrade vs. Weltmeister is about equal in parts. It cost me $200 at my local shop to get the trans. drilled for the new stuff. For those of you considering this upgrade (you should consider it or you may be sorry later), the Weltmeister appears to be the way to go.

Wil, what's the frequent fluid change reference all about? This is something I haven't heard before. Please elaborate.

One can save a little cost on replacement of the clutch disc by choosing the appropriate Sachs spring-centered disc instead of the rubber unit. I noticed no adverse effects with the spring disc (rubber is supposed to dampen noise/vibration better).

Thanks,