The willing and responsive power of 140 hp can really test metal to the limit. This power does not necessarily make it grind its teeth under the strain, but sharp points become blunt bumps, and this can have a negative impact on forward drive. The transmission has been working for 37 years now and keeping the 911 in gear. As a result, a few clear signs of wear and tear are not the end of the world. Rather, they are something to be remedied with patience and great attention to detail.
The team in the
The experts at
The transmission itself was completely dismantled from the bevel crown wheel down to the last synchroniser ring. The mechanics subjected the around 100 parts to industrial cleaning in order to remove used oil. Freshly cleaned, it was possible to examine every detail closely. This is an examination that requires a good deal of experience. With wearing parts in transmissions in particular, the transitions between faulty, heavily worn and still usable are often not clearly defined. That is why the team at
For this reason, although the 911 T transmission did not generally make a bad impression, the mechanics discarded all wearing parts that showed signs of use. This included the complete second gear with idler gear, synchroniser body and shift sleeve, bearings and synchroniser rings. High-quality precision work was also essential during subsequent reassembly. In addition to their experience, the mechanics relied here on the original gauges, 40-year old tools that only
Therefore, smooth shifting is guaranteed when the 911 returns to the road again next year. Having said this, its new owner should not be surprised if he initially needs a little more force to shift gears. This is in fact a good sign. Because the new, snugly fitting synchroniser rings first have to bed in a little. This is a throwback to the good old (motoring) days.
However, there is still some time to go before this. The finished transmission will be put to one side for the time being. In the
* Data determined in accordance with the measurement method required by law. Since 1 September 2017 certain new cars have been type approved in accordance with the Worldwide Harmonised Light Vehicles Test Procedure (WLTP), a more realistic test procedure to measure fuel/electricity consumption and CO₂ emissions. As of 1 September 2018 the WLTP replaced the New European Driving Cycle (NEDC). Due to the more realistic test conditions, the fuel/electricity consumption and CO₂ emission values determined in accordance with the WLTP will, in many cases, be higher than those determined in accordance with the NEDC. This may lead to corresponding changes in vehicle taxation from 1 September 2018. You can find more information on the difference between WLTP and NEDC at www.porsche.com/wltp.
Currently, we are still obliged to provide the NEDC values, regardless of the type approval process used. The additional reporting of the WLTP values is voluntary until their obligatory use. As far as new cars (which are type approved in accordance with the WLTP) are concerned, the NEDC values will, therefore, be derived from the WLTP values during the transition period. To the extent that NEDC values are given as ranges, these do not relate to a single, individual car and do not constitute part of the offer. They are intended solely as a means of comparing different types of vehicle. Extra features and accessories (attachments, tyre formats, etc.) can change relevant vehicle parameters such as weight, rolling resistance and aerodynamics and, in addition to weather and traffic conditions, as well as individual handling, can affect the fuel/electricity consumption, CO₂ emissions and performance values of a car.
** Important information about the all-electric