924Board.org

weekend_warrior · Joined: 14 Jul 2009 Posts: 42 Location: Hayden, Idaho

Alright, so here's the skinny... I'm new to the board, and relatively new to Porsches. I purchased my first 924 about 4 years ago-- traded it for 500 smackaroos and two Silverwood (a theme park I worked at at the time) tickets. It has a 944 body kit with a 4 speed manual transmission and came with a new clutch (uninstalled). It was gonna' be an ongoing project, but due to the terrible rust under the fender flares and the body damage, things looked kinda' bleak; I didn't think I'd ever get around to it. I recently picked up a 924 of the same year for $450 in much better condition, but it's an automatic.

I've gotta' have a manual, so I'm in the process of a transmission swap. Just dropped the manual transmission out of the one (and the bellhousing had mouse crap and acorns in there-- crazy, huh?) and I was curious as to whether anyone on this forum is familiar with what a transmission swap would entail? I know the torque tube/driveshaft is the same for all transmissions, but I wasn't sure about the axles... are they longer/shorter on a manual than on an automatic?

I also noticed that the automatic has a switch in order to keep the engine from starting if it's in gear. There's obviously an absence of these wires on the manual. Will I need to short the wires out, or is there some sort of continuous current switch on the manual? The Hayne's manual is pretty vague on this point. Any information from someone that's taken on this endeavor would be greatly appreciated! Thanks in advance!

I also apologize that this post is as long as it is. I realize I just shared my life story, but figured I'd give a little forward.

Cheers,
Eric

Fifty50Plus · Posted: Wed Jul 15, 2009 7:33 am Post subject:

Flywheel, pressure plate, throwout bearing, pedal cluster, actuation assy. clutch ---- all at the engine side of the torque tube ---- need to be swapped in plus the shift linkage. CVs may be the same but that's the easy part.
Good Luck (he says, having done it on other cars....)
Chuck
_________________
1979 924 NA race car H-Prod SCCA
1982 924 NA race car - Sold
1981 924 Turbo sold
1982 924 Turbo sold
1972 911 E race car - traded for Cayenne Diesel
1975 914 1.8 Building for H-Prod SCCA

ideola · Joined: 01 Oct 2004 Posts: 15550 Location: Spring Lake MI

If you're going to go to all that trouble, there's really very little point in putting the 4-speed in. You can find good condition Audi-based 5 speeds for $150 or less if you're patient and diligent. It's a much better box, and there's really no point in sticking with the old 4-speed. You'll be MUCH happier with the 5 speed, and it will be worth the extra effort, cash, and time.
_________________
erstwhile owner of just about every 924 variant ever made

weekend_warrior · Joined: 14 Jul 2009 Posts: 42 Location: Hayden, Idaho

You're quite right, ideola-- the 5-speed tranny's certainly a better unit, and it's an upgrade that I'd like to do in the not-too-distant future. That being said, I'm pretty strapped for cash right now, and I figure I've got a 4-speed, so why not make do with it? At least, I think it's a 4 speed... the car that it's coming out of had several mods; 944 fiberglass body kit, turbo/twin cooling fans, and others. I never really got it beyond 3rd gear, 'cause it conked out two blocks from the seller's home, thus it's possible that the previous owner may have installed a 5-speed.

In any case, should I decide to upgrade, all I would need is the tranny, correct? I actually found dropping it a relatively easy job.

P.S. I appreciate the info, and the quick replies. Thanks guys!

Slam · Posted: Thu Jul 16, 2009 3:24 am Post subject:

Grab the CV axles from the donor, too. The auto ones are different, and handed L and R.
_________________
'84 944 - kid blew motor
'83 944 - resting comfortably. For 12 years
'87 944 - sideswiped by trucker
'80 924 - gone
'78 924 - gone
'77 924 - rusting comfortably

weekend_warrior · Joined: 14 Jul 2009 Posts: 42 Location: Hayden, Idaho

Thanks for the heads up, Slam. Do you know how the two differ? Do I need to replace both the male and female parts (ie. the ones mated to the hubs as well as the rotating cuff on the transmission?) Thus far I've got the transmission out of the donor car, cleaned and painted, and the clutch pedal and linkage installed. To be honest, installing the pedal proved to be the most difficult part I've come to yet; I had to lay on my back, crowded by the steering wheel and fuse box, my head laying awkwardly on the break pedal, which was pretty damn uncomfortable. At least the hard part's behind me (haha, yeah right.)

Slam · Posted: Thu Jul 16, 2009 8:02 am Post subject:

Difference is just length of axle. I'd grab the best 4 CVs and repack them and put them on the standard tranny axles.

When working under the dash I find it prudent to budget for the chiropractor...

Having fun yet?
_________________
'84 944 - kid blew motor
'83 944 - resting comfortably. For 12 years
'87 944 - sideswiped by trucker
'80 924 - gone
'78 924 - gone
'77 924 - rusting comfortably

weekend_warrior · Joined: 14 Jul 2009 Posts: 42 Location: Hayden, Idaho

Thanks, Slam. I figured that might be the case. Spent a few hours after work; removed the exhaust system, clutch, and I'll start on the flywheel tomorrow. Any idea how I could keep the flywheel from turning while I remove the bolts? I'm sure I could fashion something, but it looks like I might simply need another pair of hands.

Here's the tranny all snazzied up, although I'll probably end up scratching the heck out of the thing when I go to reinstall it. Lets hope not. =/

And it's time for a pop quiz! Can anybody guess which is the old clutch, and which is the new? Lucky for me the donor car came with a new Sachs clutch kit, which I hear goes for more than what I paid for the whole car. Would you look at that heat checking!

Slam · Posted: Fri Jul 24, 2009 6:26 am Post subject:

Wow! All that red and black shine hidden under the back of the car! Is the car male or female?

To stop the crank turning I just put a big 24mm breaker on the crank bolt and snugged it up on a big wood block, then turned the bolts carefully so as not to knock the wrench off. Of course, there was some slithering out from under the car to put the breaker bar back on from time to time.

That's one dead clutch disc. Ring toss, anyone?
_________________
'84 944 - kid blew motor
'83 944 - resting comfortably. For 12 years
'87 944 - sideswiped by trucker
'80 924 - gone
'78 924 - gone
'77 924 - rusting comfortably

Ozzie · Posted: Fri Jul 24, 2009 8:04 am Post subject:

whats the condition of the rubber damper on the auto?
I may need a spare one day.
_________________
Porsche 924 1984 (UK import) NA
Its AUTO and its BLACK
Montego Black on black/red
Engineer of Electro/Mechanical Systems Maintenance

weekend_warrior · Joined: 14 Jul 2009 Posts: 42 Location: Hayden, Idaho

Heh. I hadn't given it much thought... but I guess it's a female. I think I'll call her Biatch-- because she's been a biatch to work on. I'll have to try your method when I go to reinstall the flywheel bolts, Slam. I ended up threading a bolt through one of the holes in the flywheel, attached a small chain, and lashed it to the chassis to keep it from turning. You aren't kidding about the clutch disc. I removed the bellhousing, and it puked the little rivets everywhere.

In terms of the rubber damper, it appears to be in good shape. Initially I had a heck of a time getting the thing off... spent two hours trying every thing I could think of. Then I noticed the circlip on the driveshaft that was holding it on. It was a humbling experience, but in my defense, I didn't see the clip mentioned in the service manual.

So, here's an update: cleaned out my garage and was able to pull the car in and jack her up. We've got record temps here in Idaho, so it's nice to work in the relative comfort and shade of the shop. I got the auto. transmission and flywheel out, and removed the accelerator cable. I noticed that the throttle body on the donor car appeared different, and sure enough, it's a Weber Redline. I haven't seen too many other 924s, but these weren't stock on earlier cars, were they? I know the donor was a Californian market car, as it has the charcoal exhaust canister located behind the firewall rather than inside the driver's side fender. Wasn't sure if this larger throttle body was yet another upgrade due to its market, or was something that would've been installed by the previous owner? It's amazing how much larger the single throat is. In any case, I much prefer the action on it to the stock unit.

chad-tanner · Joined: 23 Mar 2008 Posts: 217 Location: New Madrid,MO

weekend_warrior · Joined: 14 Jul 2009 Posts: 42 Location: Hayden, Idaho

Alright, well... I certainly don't have any use for the damper. I'll take some pictures and post them ASAP. Unfortunately, I've had some problems with my card reader so it might be a few days. It'll go to the highest bidder! I'm also interested in trades of any sort.

weekend_warrior · Joined: 14 Jul 2009 Posts: 42 Location: Hayden, Idaho

Just determined that the driveshaft on the automatic is not the same as that on the manual, despite what the Hayne's manual says. So I dropped the torque tube on the donor car, only to find that the portion of the shaft, forward of the splines, is not only different but is also badly worn. I believe this may be due to fact that it had the 'type I' pilot bearing, which is simply a needle bearing; whereas the automatic had a 'type II', which also has a sleeve and a rubber seal. This appears to not only keep the grease on the pilot bearing from being slung onto the clutch disk, but also keeps the grease from drying out and losing its effectiveness. So tomorrow I look for a local shop that does driveline work and can weld and turn it on a lathe.