Changed trans fluid, now grinds into from first to second
12-22-2016, 12:15 PM
#31
Originally Posted by mrgreenjeans
I personally use 201 SWEPCO in my LSD-220 - 944 NAs, my 914 - 2.0 , my '89- M030 - 951 with 220 or LSD, and my '88 Carrera with G50 transmission.
I do NOT use it in anything newer, but go with the recommendations of the 202 SWEPCO.....
and as stated above: no issues in wear, noise, chatter, or balky shifting in any of them. Highest mileage 944 is 170, lowest is 28,000.
"like buttah"
12-22-2016, 01:00 PM
#32
Three Wheelin'
Several of them down to zero degrees F.......
IF there isn't any road salt or de-icer, or snow and ice to concern over.
None are daily drivers tho either. The last one made a 2000 mile trip with temps in the low 30s and high 20s and no issues at cold start up, short warm up and drive off. Remember, all had frequent gear lube change out and specified service regularly. NO abuse or ham handed shifting. EVER. Track use yes, as all of my cars have been on a track, even the shown cars at events. I believe in driving a Porsche the way they were intended to be driven by the Germans who built them. But, I don't believe in abuse or winter daily driving, because that isn't what I am about.... I have winter assault vehicles of 4 wheel drive or FWD, made in the millions which if they were rear ended or caught a bad drift, went airborne and died a death in a water filled ditch, they could be replaced with little drama. No Porsche blood letting (-;
If a person is exhibiting problems getting any 944 Porsche in or out of gear at rest, the right hand motor mount may be starting to, or HAS failed, and slightly getting the drivetrain out of alignment,
If the transmission shows hard shifting after warmup, the synchros are starting to fail, or the cones are totally shelled out not allowing 1-2 exchange without drama. Grinding. Hard or balky shifts.
It happens. After high miles in conjunction with LONG duration between gear lube change out, or folks who previously knew nothing about the correct way of shifting one of these transaxle cars or in fact, anything with a 915 or G50 trans trying to speed shift it or shift without clutching or demanding a rapid shift DOWN a gear at stoplites or coming to rest. Burning those synchros right out.
If you have ever been inside one of these 'overbuilt' cases, you will see a jewel like preciseness to everything. They are well engineered and beautifully designed pieces of German elegance.
Then some guy used to driving 70s American muscle jumps in it. Trying to use techniques he learned hammering an old Muncie and everything quickly changes. For the worse.
Another thought worth noting. Learning the correct way to double clutch. Even in a car which was built NOT needing to when new, the practice isn't something to be forgotten about. Some of my friends have nursed VW, Audi, Porsche transmissions thru years of worn synchros and worn internals by using this technique. I nursed a VW Fox with a bad 2-3 shift from around 120,000 miles to nearly 450,000 miles before the thing locked in fourth and had to be exchanged for another used 70,000 trans. I gave that Fox to a fellow in exchange for a 944 out of New Mexico at 534,000 and drove it nearly 2000 miles to do it.
Double clutching in high speed d.e. events or using the technique is not going to harm a thing.... it may extend the life of a worn synchro a few more hundred thousand miles (-;
IF there isn't any road salt or de-icer, or snow and ice to concern over.
None are daily drivers tho either. The last one made a 2000 mile trip with temps in the low 30s and high 20s and no issues at cold start up, short warm up and drive off. Remember, all had frequent gear lube change out and specified service regularly. NO abuse or ham handed shifting. EVER. Track use yes, as all of my cars have been on a track, even the shown cars at events. I believe in driving a Porsche the way they were intended to be driven by the Germans who built them. But, I don't believe in abuse or winter daily driving, because that isn't what I am about.... I have winter assault vehicles of 4 wheel drive or FWD, made in the millions which if they were rear ended or caught a bad drift, went airborne and died a death in a water filled ditch, they could be replaced with little drama. No Porsche blood letting (-;
If a person is exhibiting problems getting any 944 Porsche in or out of gear at rest, the right hand motor mount may be starting to, or HAS failed, and slightly getting the drivetrain out of alignment,
If the transmission shows hard shifting after warmup, the synchros are starting to fail, or the cones are totally shelled out not allowing 1-2 exchange without drama. Grinding. Hard or balky shifts.
It happens. After high miles in conjunction with LONG duration between gear lube change out, or folks who previously knew nothing about the correct way of shifting one of these transaxle cars or in fact, anything with a 915 or G50 trans trying to speed shift it or shift without clutching or demanding a rapid shift DOWN a gear at stoplites or coming to rest. Burning those synchros right out.
If you have ever been inside one of these 'overbuilt' cases, you will see a jewel like preciseness to everything. They are well engineered and beautifully designed pieces of German elegance.
Then some guy used to driving 70s American muscle jumps in it. Trying to use techniques he learned hammering an old Muncie and everything quickly changes. For the worse.
Another thought worth noting. Learning the correct way to double clutch. Even in a car which was built NOT needing to when new, the practice isn't something to be forgotten about. Some of my friends have nursed VW, Audi, Porsche transmissions thru years of worn synchros and worn internals by using this technique. I nursed a VW Fox with a bad 2-3 shift from around 120,000 miles to nearly 450,000 miles before the thing locked in fourth and had to be exchanged for another used 70,000 trans. I gave that Fox to a fellow in exchange for a 944 out of New Mexico at 534,000 and drove it nearly 2000 miles to do it.
Double clutching in high speed d.e. events or using the technique is not going to harm a thing.... it may extend the life of a worn synchro a few more hundred thousand miles (-;
12-22-2016, 02:53 PM
#33
I agree with MGJ on the double clutching. I been double clutching downshifts on my Toyota Tacoma since it was new.
Now you may find this interesting MGJ. I have a class B CDL for road testing trucks after repair (my days of fixing trucks are over) . I'm going for my class A CDL. The driving school does NOT like you to double clutch their synchronized transmission trucks. Go figure?
I do use Redline MT-90 in both my 944 and Tacoma.
Now you may find this interesting MGJ. I have a class B CDL for road testing trucks after repair (my days of fixing trucks are over) . I'm going for my class A CDL. The driving school does NOT like you to double clutch their synchronized transmission trucks. Go figure?
I do use Redline MT-90 in both my 944 and Tacoma.
12-22-2016, 08:13 PM
#34
Three Wheelin'
Interesting report on the driving coaches and double clutching .... * are any of them millenials ?
OR, Does it involve the use or non use of a newer style 'button clutch' ? Curiously on some trucks, especially the Eaton 10 speed, I have found it easier and more simple to use NO clutch, and just rev match the Cummins diesel in the trucks we use and let the trans selector simply 'float' or glide into the next gear range.
I know the CDL trainers HATE when you do that....
Thanks for the input Marc (-;
OR, Does it involve the use or non use of a newer style 'button clutch' ? Curiously on some trucks, especially the Eaton 10 speed, I have found it easier and more simple to use NO clutch, and just rev match the Cummins diesel in the trucks we use and let the trans selector simply 'float' or glide into the next gear range.
I know the CDL trainers HATE when you do that....
Thanks for the input Marc (-;
12-22-2016, 10:12 PM
#35
Those 10 speeds are unsynchronized, so yes you shift them without the clutch. And they do teach you to shift without the clutch. It's the 6 speed synchronized trucks that you use the clutch for shifting. But they don't want you to rev match or double clutch them. They say you don't have to do any of that with a synchronized transmission. Just step on the clutch and shift. They also want you to hold the clutch in at a light also! This is done for the reason to be able to leave as soon as the light goes green. I just keep my mouth shut with them, as they have no sense of humor (and I don't have to fix those trucks). Anyhow most class 8 over the road trucks these days are automated manuals, just like most sport car's that are sold these days also in our clutch less Society.
Last edited by marc abrams; 12-22-2016 at 10:34 PM.
12-23-2016, 05:33 AM
#36
Rennlist Member
01-02-2017, 01:12 AM
#37
Rennlist Member
Thread Starter
For my purposes, this will be the last update. I've done a few more drives after getting back from vacation and I will say that the I can now get in the car, even in cold (32 F) temps, and get decent shifting from 1-2 pretty much right off the bat. It gets a little better as it warms up but I am happy with the results of switching to Redline MT90, which is their GL-4 only 75W-90 fluid.
01-02-2017, 07:57 AM
#38
Pro
For my purposes, this will be the last update. I've done a few more drives after getting back from vacation and I will say that the I can now get in the car, even in cold (32 F) temps, and get decent shifting from 1-2 pretty much right off the bat. It gets a little better as it warms up but I am happy with the results of switching to Redline MT90, which is their GL-4 only 75W-90 fluid.
01-02-2017, 08:17 AM
#39
Rennlist Member
Can someone tell me how much oil is needed for the 5-spd 944 trans?
Yes I tried a search, but I failed. (not good at choosing key words maybe?)
On edit: I found a post stating it holds 2 liters.
Yes I tried a search, but I failed. (not good at choosing key words maybe?)
On edit: I found a post stating it holds 2 liters.
Last edited by Gregs04.5; 01-02-2017 at 10:48 AM.
01-02-2017, 02:56 PM
#41
This may sound crazy but I have found that the transmission shifts smoother when filled to the top of the fill plug rather then the recommended 1/2 inch from the bottom of the fill plug. My transmission doesn't leak from the 1/2 inch of extra oil and 3 quarts will fill it.
It's unfortunate the transmission and diff have to share the same oil.
It's unfortunate the transmission and diff have to share the same oil.
