Renegade on the G50 5-speed (very common for swaps):
('87 to '89)
In the late '80s, Porsche redesigned the 911-based transaxles, and improved shifting and clutch operation. A better synchro design was implemented within and hydraulics were added to operate the clutch. Gear ratios, however, remained a little short in 4th and 5th for V-8 applications, so we have selected a terrific set of gears that will increase your potential top speed to over 200MPH at 6500RPM.
Due to the demand for transaxles capable of handling higher horse power like the Porsche G-series, yet the need for a compact (shorter) design for kit car applications, Renegade offers a side shifter conversion to the G-series transaxles. This custom modification allows us to remove the stock shift shaft from the nose (or tail in a mid-engine design), and add a new billet housing and shift shaft assembly to the side of the transaxle. The result is a smoother shifting tranny in a much shorter space. ( picture )
Further advancements needed with regard to the nose of the transaxle (opposite the bellhousing), prompted Renegade to develop a new billet end plate that offers a finished look to the rear of the tranny (in a mid engine application). Furthermore, mounting tabs were designed into this plate to facilitate easy connection to the chassis. (This "end" plate can only be used with our side shifter modification.)
We offer conversion components for the '87 to '89 G-50 series transaxles both for mid and rear engine application. The Porsche standard G-50 01 (or equivalent) transaxle is best used with motors up to 500 HP. For mid engine application, all G-series transaxles are inverted for proper mid-engine operation. This requires an adapter plate with the inverted pattern.
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G-5050 ('89 turbo only)
In the late '80s, Porsche redesigned the 911-based transaxles to improve shifting and clutch operation. A better synchro design was implemented within and hydraulics were added to operate the clutch. It was not until the 1989 Porsche turbo 911 that the big turbo transaxles were also upgraded with these benefits and a bit more. Five TALL gears were now standard in the turbos, instead of four, and the turbo version of the G-50 was stronger than its normally aspirated counterpart (the G-50).
NOTE: This one-year-only transaxle is rare indeed and often confused with a standard G-50 (such as the G-50 05). Be very cautious when purchasing this tranny as a core if you choose to do so.
Due to the demand for transaxles capable of handling higher horse power like the Porsche G-series, yet the need for a compact (shorter) design for kit car applications, Renegade offers a side shifter conversion to the G-series transaxles. This custom modification allows us to remove the stock shift shaft from the nose (or tail in a mid-engine design), and add a new billet housing and shift shaft assembly to the side of the transaxle. The result is a smoother shifting tranny in a much shorter space. ( picture )
Further advancements needed with regard to the nose of the transaxle opposite the bellhousing, prompted Renegade to develop a new billet end plate that offers a finished look to the rear of the tranny (in a mid engine application). Furthermore, mounting tabs were designed into this plate to facilitate easy connection to the chassis. (This "end" plate can only be used with our side shifter modification.)
We offer conversion components for the '87 to '89 G-50 series transaxles (including '89 turbo) for mid and rear engine application. The Porsche turbo transaxle (G-5050) is best used with motors up to 650 HP. For mid engine application, all G-series transaxles are inverted for proper operation. This requires an adapter plate with the inverted pattern.
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(90+)
In 1990, the G-series transaxles had replaced all the older designs in the 911 body style. Quicker and smoother shifting, greater reliability, and the aid of hydraulics to operate the larger clutches, really made the driving experience much more enjoyable. Gear ratios in the NA transaxles, however, remained a little short in 4th and 5th for V-8 applications, so we have selected a terrific set of gears that will increase your potential top speed to over 200MPH at 6500RPM.
Porsche made two major changes in the external design of the G-series transaxles for 1990. A single protruding mono mount point (often referred to as the "donut" mount) was cast into the nose cover, and the bellhousing & starter pocket were changed to accommodate a new clutch component and starter design. The "donut" mount can be exchanged for an earlier '87 to '89 mount with minimal effort (or can be made to work with our billet nose mounting plate), but the bellhousing and starter pocket changes were not easily accepted into the kit car industry.
No less than four different designs have been attempted to rectify the starter-to-ring-gear positioning issue with regard to high compression motors. Yes, it is quite confusing... but OUR design has been used successfully for many years now and has been accepted as the industry standard. In short, we modify the starter pocket and the bellhousing on the '90 and newer transaxle so that the more desirable '87 to '89 G-series clutch components and starter can be used. Yes... this allows the very popular gear reduction type starters to be used to crank over higher compression motors such as the LS-series GM motors. (Stock Porsche starters cannot handle the extreme duty.) The modifications do not, however, damage or weaken the transaxle.
Due to the demand for transaxles capable of handling higher horse power like the Porsche G-series, yet the need for a compact (shorter) design for kit car applications, Renegade offers a side shifter conversion to the G-series transaxles. This custom modification allows us to remove the stock shift shaft from the nose (or tail in a mid-engine design), and add a new billet housing and shift shaft assembly to the side of the transaxle. The result is a smoother shifting tranny in a much shorter space. ( picture )
Further advancements needed with regard to the "donut" nose of the transaxle opposite the bellhousing, prompted Renegade to develop a new billet end plate that offers a finished look to the rear of the tranny (in a mid engine application). Furthermore, mounting tabs were designed into this plate to facilitate easy connection to the chassis. (This "end" plate can only be used with our side shifter modification.)
We offer conversion components for the '90 and newer G-50 series transaxles (including '90 and newer turbo) for mid and rear engine application. The Porsche normally aspirated transaxle (G-50) is best used with motors up to 500 HP. For mid engine application, all G-series transaxles are inverted for proper operation. This requires an adapter plate with the inverted pattern.
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G-5052 ('90 and Newer - Turbo)
In 1990, the G-series transaxles had replaced all the older designs in the 911 body style. Quicker and smoother shifting, greater reliability, and the aid of hydraulics to operate the larger clutches, really made the driving experience much more enjoyable. Gear ratios in the NA transaxles, however, remained a little short for V-8 applications, but the G-5052 turbo tranny had the preferred taller gears. In addition, the turbo design was built to handle up to 700HP!
NOTE: This popular transaxle is rare indeed and often confused with a standard G-50 (such as the G-50 02). Be very cautious when purchasing this tranny as a core if you choose to do so.
Porsche made two major changes in the external design of the G-series transaxles for 1990 and later. A single protruding mono mount point (often referred to as the "donut" mount) was cast into the nose cover, and the bellhousing & starter pocket were changed to accommodate a new clutch component and starter design. The "donut" mount can be exchanged for an earlier '87 to '89 design with minimal effort (or can be made to work with our billet nose mounting plate), but the bellhousing and starter pocket changes were not easily accepted into the kit car industry.
No less than four different designs have been implemented to rectify the starter-to-ring-gear positioning issue with regard to high compression motors. Yes, it is quite confusing... but OUR design has been used successfully for many years now. In short, we modify the starter pocket and the bellhousing on the '90 and newer transaxle so that the more desirable '87 to '89 G-series clutch components and starter design can be used. Yes... this allows the very popular gear reduction type starters to be used to crank over higher compression motors such as the LS-series GM motors. The modifications do not, however, damage or weaken the transaxle.
Due to the demand for transaxles capable of handling higher horse power like the Porsche G-series, yet the need for a compact (shorter) design for kit car applications, Renegade offers a side shifter conversion to the G-series transaxles. This custom modification allows us to remove the stock shift shaft from the nose (or tail in a mid-engine design), and add a new billet housing and shift shaft assembly to the side of the transaxle. The result is a smoother shifting tranny in a much shorter space. ( picture )
Further advancements needed with regard to the "donut" nose of the transaxle opposite the bellhousing, prompted Renegade to develop a new billet end plate that offers a finished look to the rear of the tranny (in a mid engine application). Furthermore, mounting tabs were designed into this plate to facilitate easy connection to the chassis. (This "end" plate can only be used with our side shifter modification.)
We offer conversion components for the '90 and newer G-50 series transaxles (including '90 and newer turbo) for mid and rear engine application. The Porsche turbo transaxle (G-50) is best used with motors up to 700 HP. For mid engine application, all G-series transaxles are inverted for proper mid-engine operation. This requires an adapter plate with the inverted pattern.
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G-Series 6 Speeds:
While the idea of a six-speed Porsche transaxle has quite an attractive appeal, these pricey little gems are usually not a good choice for your V-8 project. Porsche developed the majority of these close ratio short-geared boxes so that the limited power band, and extremely high RPM Porsche motors, would stay within their high RPM "sweet spot" while shifting through the gears. In other words, your first gear is way too low and virtually unusable with a V-8, second through fifth; you are spending more time shifting than standing on the gas; and sixth is a very short, under 150 MPH, disappointment. This is not like the GM six speed transmissions that boast 1700 RPM at 70 MPH. Sorry. It's more like 2800 RPM at 70 MPH in sixth... Ouch.
There is one exception. There is a few Porsche 6 speeds that have a little taller gears. They are still not nearly as tall as the GM transmissions (yeah- I love the T56 ratios in my TT IROC-Z! -ALLTRBO), but it is a six speed. Call for a price if you are interested.
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(by ALLTRBO again):
There are also 914 (901 type) and 915 trannies, but they're used less for various reasons (namely that the others are better). If you want to read up on them Renegade Hybrids has sections on those too (first link above).
[This message has been edited by ALLTRBO (edited 09-24-2007).]
