Illustration for article titled Almost Ready!!

It’s almost time for the clutch installation. But there’s a few things left to take care of before hand.

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Above is the before and after pic of my shifter coupler with the original and new bushings. The G31 box the 931 comes with is reportedly the strongest gearbox in the 924-944 range (remember the Carrera GT/GTS/GTR Racecar), using parts from the venerable (imo) 915 and heckin strong 930 gearboxes. But it has the Achilles Heel of weak baulk-ring synchros. This will bork up your gearbox but another cause for messed up G31s is that the shifter bushings that keep the gear selection tight and firm can go to hell and send the box with them.

Illustration for article titled Almost Ready!!

There’s two sets, four up front (13) and two at the rear (15) where the shift rod meets the gearbox; these are the most crucial and the most PITA to do if you’ve no intention of dropping the torque tube. They get loose and shifts get sloppy. Fortunately, I was already doing this. Had to remove the entire rod (8) and take it to have the new bushings pressed in.

Illustration for article titled Almost Ready!!
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At the same time, the clutch fork needed new needle bearings. So I had the old bearings pressed out, I sandblasted the grime and such off the fork itself, and new bearings pressed in.

Illustration for article titled Almost Ready!!
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Lastly, a new guide rod for the clutch/pressure plate assembly. After a week of lovingly cleaning out the “modest” layer of oil and grime that had leaked into the bellhousing, with as labor intensive a job this is, there’s no rational reason to save pennies and reuse old and crusty parts. It’ll get a light layer of grease to ensure smooth operation when it all comes together.

Just need to attach the throwout bearing to the pressure plate and the actual reassembly can begin!! I did install a fresh oil filter, but that’s nothing special.

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