Danno

Howdy folks, I'm just wondering if anyone's done a clutch job recently. I'm trying to figure out how you can remove the clutch from the opening at the bottom of the clutch housing? Doesn't the drive-shaft have to be removed somehow?

Also since the 968 clutch is so much easier to replace than the 951, what about retrofitting it to a 951? Can I just use the clutch and the housing? Or do I need the flywheel and torque tube too? Thanks.

Julian Allen

The drive shaft is a two piece deal, with a short front piece that comes off separately.
If you want to use the 968 bell housing you also must use the 968 torque tube (the overall length of the two is the same for 968 or 951 versions, but with a thicker/wider bellhousing the 968 torque tube is shorter).

Danno

So I would still be able to use a 951 flywheel and clutch? Will the other parts like shift-fork and clutch slave be carried over from the 951? Or will I have to get 968 parts as well? Thanks.

Julian Allen

The 968 flywheel is different (remember the dual mass config) with the pilot bearing actually in the flywheel rather than the crank. I don't think you can use the 951 clutch actuation components, because the release bearings are different and the clutch forks have different numbers.
FWIW, the factory used a unique torque tube for the 968 Turbo racecars, with a 968 rear housing and 951 bellhousing, necessitating a longer torque tube and correspondingly longer drive shaft. They must have thought the 951 system was stronger or something to have gone to the trouble of making the unique torque tubes. They are, unfortunately, NLA even from Motorsports.

CBass

968 RS in progress? Now I'm interested. What are you doing with the drivetrain?


I have a 924, soon to receive a 16v valve 951 drivetrain. I've found a supplier for light weight 968 body panels, brakes from a 928 GTS,
and suspension from a 951. I'm planning on a Club Sport or RS replica. What do you think?

Luke

[quote]Originally posted by CBass:
<strong>soon to receive a 16v valve 951 drivetrain. </strong><hr></blockquote>

where are you getting that from?

Julian Allen

3L block, 8v turbo head, 951 bellhousing, hybrid torque tube, 968 trans.
Currently working on cage and suspension bracing.
Long time work in progress.

CBass

Wait for one on EBay and ask speciality Porsche shops to tell me when a 951 comes in and swap in a S2 or 968 head, Luke.

So why the 8v head? I take it it's off of a 951. Hmmm, I wonder if a 968 head with VVT would fit on a 951 block... I think after a bit of research, I've settled on a Turbo S replica.

So I'm interested in what you're doing for the torque tube there, what parts are you using? I'm probably just going with a 951 Quaife LSD and TT, because that'll fit in the 924 without too much trouble.

Julian Allen

My plan is to cut off about 6-8" from the front of a 951 tube after removing the drive shaft. The flange from the 968 tube comes off, its shaft comes out, and mating steps are machined at the appropriate locations to create a 951 length 968 tube (the new "nose" is welded on). Then reinstall the bearings and shaft, using the 951 shaft.

CBass

Good plan. Just make sure the inside is smooth.

I've settled on a Turbo S replica. I'm buying my 924 this month, $1000 bucks, $3600 for fibreglass 968 panels(4lbs/fender, 5lbs/quarter panel, 12lbs/hood, 24lbs/doors). I have yet to find a worthy 968 with a LSD. Then I'll find a worthy 951 with turbo and intercooler intact. Then I'll drive it like Ferry would want me to.

CBass

Anyays, keep me posted about your 968 RS, I'm interested to know how the project goes.

Danno

The drive shaft is a two piece deal, with a short front piece that comes off separately.



So is this the new 'nose' that you're welding on? Does anyone have a picture? I'm still trying to figure out how the driveshaft comes apart to allow the clutch to be removed from the 968 clutch housing without having to drop the torque tube or tranny. Thanks.

CBass

Well, you'd still have to remove the torque tube at the very least.

Julian Allen

I'll try to scrounge a picture.
On a stock 968, the torque tube remains in place for the clutch R&R.
About 1/3 of the bellhousing comes off.
A short, separate section of the drive shaft (which clamps to the splined front of the drive shaft with a short clamp like the connector in the transmission's bellhousing) comes loose and is able to be moved out of the way of the clutch.
Once this shaft is out of the way, the entire clutch/pressure plate can be removed and replaced.

CBass

Really? I should get 968 drivetrain. Did they use the same system on the S2?