911 2

car recently has been giving problems when selecting first gear, feels like it doesnt want to go in
once into 1st gear it drives fine
seems like something like a joint is worn
anyone please have a pic of the underside of the 964 3.3 turbo with covers removed
is there a plastic ball joint within the selector mechanism

Metal Guru

Check the PET diagram.
The coupling is at the transaxle end of the shift rod and it's design dates all the way back the the 356. The plastic bushing in it wears out. It's worth checking as a start but your problem might lie in the transaxle itself.

911 2

thanks where am I able to view the PET diagram

Metal Guru

Google search Porsche PET.

maverick

I had the same issue.....my bushing was completely shot.....it's the interface of the shift rod to the gearbox....will only get worse and you will loose ability to select other gears so best get it sorted ....search rennlist also, there were posts on this back in 2005.

911 2

Thanks very much appreciated I have been looking for his diagram for a while didn't even know we had access to pet
is it part 15 and 16 or par 12
can I do this and is a ramp needed or is it a garage special tool job

Metal Guru

Usually the culprit is the universal joint at the end of (12). As I stated earlier, I'd start there. Part (6) sees little relative motion or force. I changed mine when I converted to the RS short shifter but really they didn't need replacing.

You will need to place your car on jackstands to access the tunnel cover and the shift linkage. No special tools are required.
I've never used ramps but they should work too.

911 2

to replace the universal joint do i need to buy all of unit 12

Metal Guru

No.
That illustration is incorrect.
The universal is the same one that is used all the way back to the 356 cars (see photo).
You can buy the plastic bushings to overhaul it for dirt cheap or replace it with an aftermarket piece.

cobalt

Actually my 94 came with the other type.

Metal Guru

Interesting.
Wonder if that change occurred before '94?
The old part number isn't in the PET like it usually is.

cobalt

Not sure. I know my 93 C2 has the other type which was begining to show signs of wear after only 60k miles. the problem is they made changes to turbos they didn't make the the N/A cars and the other way around. Don't think I will ever figure it all out.

urquattro20Vt

Just a couple months ago I had an issue (couldn't get reverse but all gears felt rubbery). It was the rubber bushings that hold the shifter tube into the tunnel - for lack of a better description. #26 in the diagram. But they are just circular - not oval shaped like shown above. Not a tough job - just tedious.

Brandon
'91 911 Turbo
'00 Audi S4 DD

cobalt

That would really screw with you. Especially if the guide pipe moves out of place.

So the 91 (92?) turbos came with the older design grommet's? I thought all the turbos got the updated elongated version.

Metal Guru

The oval shaped piece is the metal holder that's used in later cars. It allowed the factory to install a short shift in the RS by inverting the oval holder 180 degrees. The older cars weren't built with that feature, as you found out, Brandon.

When I converted my car to a short shift, I had to lay out the bulkheads and cut that oval shape into them. There's a few threads on the 964 board on how to do it. If my memory serves me correctly (50% of the time by my calculations ) that change came in at the start of the '93 model year.

As for when changes are implemented by an automaker, it usually depends if said change affects lots of tooling, expensive inventory (like body-in-white) and/or the final assembly process. For example, a change to a bolt-on component that doesn't affect final assembly or electrical will get implemented any time in the product cycle. A change that affects many systems in the car will have to be coordinated with other parts and possibly require new or revised tooling at both the component manufacturing level and the assembly plant. Usually, those coordinated changes happen at defined milestones. I would guess that the changes to the shift mechanism would be a fairly big change that required a lot of coordination because it involved a change to the body as well as final assembly.