rebuild 930 trans vs g50 cost
04-20-2007, 02:13 PM
#16
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Originally Posted by purplehaze.
The G50/50 I believe is the stronger version of the G50, capable of handling the higher torque load from the turbo engines. I thought it was only made in 89 but I wait to be corrected. The gearing is TALL and they are just bullet proof boxes. Highly prized (unfortunately for you if you're trying to source or upgrade one).
04-20-2007, 08:47 PM
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Originally Posted by schnele
Dean was your G50 already shortened? That number is awfully low, hydraulic clutch, pedal box etc it all adds up. Did you simply buy a used one and drop it in?
Dean
04-21-2007, 02:02 AM
#21
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Originally Posted by schnele
My G50/50 trans alone was 13.2K before clutch etc and excluding labor. I am starting to thing the hose was on.
950-300-010-50 $8570.17 G50.50
950-300-020-50 $8673.25 G50.50/12 (LSD)
04-21-2007, 09:18 PM
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Originally Posted by JasonAndreas
Brand new from Porsche, prices are MSRP as of today in North America but I haven't checked availability.
950-300-010-50 $8570.17 G50.50
950-300-020-50 $8673.25 G50.50/12 (LSD)
950-300-010-50 $8570.17 G50.50
950-300-020-50 $8673.25 G50.50/12 (LSD)
Thanks!!
04-21-2007, 11:44 PM
#25
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Originally Posted by nathanUK '81 930 G50
I think at that price you have to give them a core ?
Originally Posted by pavulon
Please check availability for the LSD version
04-22-2007, 01:55 AM
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Originally Posted by dholling13
What's the 50/50? Is it stock on the 964 turbo? Lexlyf, what parts of MD do your roam?
04-22-2007, 12:20 PM
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That may be the price of a standard G50/50 but to retro-fit it to a pre 89 930 the bell housing will have to be shortened as well as the main shaft. Additionally you will need a new pedal box, clutch, throw out bearing, shifter etc., then throw in one of Paul Guard's chromoly differential steel synchros etc, it is a whole new perspective on this conversion.
04-23-2007, 07:56 PM
#28
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Originally Posted by schnele
That may be the price of a standard G50/50 but to retro-fit it to a pre 89 930 the bell housing will have to be shortened as well as the main shaft. Additionally you will need a new pedal box, clutch, throw out bearing, shifter etc., then throw in one of Paul Guard's chromoly differential steel synchros etc, it is a whole new perspective on this conversion.
Do you know what the parts cost was to get the shortened bellhousing and shaft? Are they new parts or machined originals? I emailed patrick motorsports and have not recieved an answer yet, If it really is that expensive of a job I wonder if it would be more cost effective for me to put my money into coilovers and notch the torsion tube than spend the money on the shaft and bellhousing.
The tube needs to be notched am I correct? From what I remember it is a small notch and not completely cutting the torsion tube . . . Anyone know?
04-23-2007, 08:28 PM
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It cost me $400 to have my bellhousing and input shaft machined. I went to Protecknic (sp) in TX. Another reasonable mach shop is CA Motorsport. Bobby Hart works there. They machine the original parts.
Dean
Dean