snyper238

ok cool.

baldheadracing

Please note I'm talking about the 944S trans, not the 924S trans. Similarly, I'm talking about the turbo trans, not the turbo S trans.
- the stronger 1st and 2nd were on the turbo S transmission - and this was achieved by bead blasting the gears, and not using a different part.
- the S has the same gear ratio as the 8-v NA cars, but the differential housing and the ring and pinion are different from the NA 8-v 2.5.
- I think it is more correct to say the S R&P are like the turbo R&P (in strength, not ratio), but the S2 R&P is similar in strength (and the ratio was an option on) the turbo S trans. That is conjecture on my point, though, but would also justify your conjecture.
While the factory documentation isn't perfect, a quick glance at the part numbers show the turbo and 944S transaxles to be similar, and with similar differences to the NA-8v transaxle.
Anyhow, we should all have the 924 turbo transaxle (which was stronger than any of the Audi-based 944 transaxles, S/S2/turbo/turboS).
A friend-of-a-friend just did this locally, and, from all reports, it is fast - or will be fast once he upgrades the brakes Pick up a 968 write-off, and you'll have most everything you need!

special tool

Dude -I know what transmission you are talking about.
I am not speculating, I am telling you the way these transmissions are.

The 944S tansmission is NOTHING like the 944S2 transmission. N O T H I N G.
It is not "conjecture" - you are spreading misinformation.

baldheadracing

Other than the one point - which I qualified, and also said was conjecture - I was just copying or quoting from Porsche's documentation - which, I admit (and admitted) has errors and is not perfect.

My apologies for spreading misinformation.

Jfrahm

I have read somewhere that the S trans is stronger (more teeth on the pinion gear?) and I suppose if it wasn't they'd be dropping dead faster than the NA trans's are.

-Joel.

bader$

Same gear ratio's as a turbo but not hardened. Same final drive ratio as an NA(3.89:1) with stronger ring and pinion.

special tool

Its the same damn part. You couldn't tell them apart wth an electron microscope when they are side-by-side on a bench.
Some of you speculators are funny.

Oddjob

To compare the transimissions, all the info you need on this is in the factory manual sets, in the transmission section and in the turbo supplement. It explains the differences in components and then it can also be checked in PET by referencing the part numbers to the case codes.

944S Trans: AGP and AGR codes (w/o LSD and w/ LSD)
944 Turbo Trans: 5P (w/ cooler), 5R (cooler and LSD), UY (standard), 9U (no cooler, LSD)
944 Turbo S Trans: AOR
944S2: AOS, AOT (w/o LSD and w/ LSD)

The cases are the same for the 944S, S2, Turbo and Turbo S. The 944 n/a has a different case number than these others (probably some internal machining differences)

The gear carrier (black cast iron section of the trans) is the same for the 944S, S2, Turbo, and Turbo S. The 944 n/a has a different part number than the others.

The input shafts for the 944S and 944 Turbo are the same part. The Turbo S (AOR) has a different input shaft (this is the part with the extra hardening process performed on the 1st and 2nd gear teeth). The S2 transmission came with the same input shaft as the Turbo S, and all previous input shafts (for the 944S and Turbo) supercede to the AOR input shaft. So if you went to a dealer today and bought a new input shaft, the only one still available for an S, S2, Turbo, Turbo S is the one with the hardened 1st and 2nd gear teeth. But, Ive never heard of anyone ripping the teeth off the input shaft in an S or an early Turbo, so Im not certain how critical the hardening is.

The big difference is this: The 944 n/a and 944S use the same ratio Ring and Pinion (9:35), but they are not the same part. The S ring and pinion may be stronger than the 944 n/a but it is not as strong as the Turbo or S2 ring and pinion and should not be used in a higher hp/torque application (like being put in a turbo) – it will break. The S2 Ring and Pinion (8:31) is likely as strong and can handle as much torque and power as the Turbo (8:27) R/P.

The gears for a 944S, S2, Turbo, and Turbo S are all identical for 1st – 4th. The S2 has a different 5th gear – its slightly taller than the other cars to give it a higher top end with the shorter R/P.

Swagger93

Why would you spend so much time, money, and effort chasing a nominal amount of speed? People complain about turbo lag, but the 16 valve feels like a dead fish until you hit 4000 rpm, an rpm that would have a turbo spooling in no time.

Nothing against the 944S, I had one and it was extremely fun to drive--by a large margin better than an 8 valve. It also sounds much nicer than any 8 valve. Seems like a waste to modify your motor to take a 16 valve head....in the least you might as well buy the entire 16v motor, from a pragmatist's perspective at least.

My S tranny had horrible bearing noise from somewhere on the output shaft, probably could liken it to a chainsaw, with just 80k on the car and fairly clean oil when drained. Aside from the power deficiency that is the main reason I sold the car.