AfterSales Trainingdelaraspelle.com/porsche/P30G Drivetrain Repair - Sports... · 2013. 5. 28. ·...

AfterSales Training Drivetrain Repair – Sports Cars

911 (996)/Boxster “S” (986) 6-Speed Manual Transmission

P30G

®

Porsche AfterSales Training

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Important Notice:The contents of this AfterSales Training brochure was originally written by Porsche AG for its rest-of-worldEnglish speaking market. The electronic text and graphic files were then imported by Porsche Cars N.A, Inc. and edited for con-tent. Some equipment and technical data listed in this publication may not be applicable for our market. Specifications are sub-ject to change without notice.

We have attempted to render the text within this publication to American English as best as we could. We reserve the right tomake changes without notice.

© 2007 Porsche Cars North America, Inc. All Rights Reserved. Reproduction or translation in whole or in part is not permittedwithout written authorization from publisher. AfterSales Training Publications

Dr. Ing. h.c. F. Porsche AG is the owner of numerous trademarks, both registered and unregistered, including without limitationthe Porsche Crest®, Porsche®, Boxster®, Carrera®, Cayenne®, CaymanTM, Tiptronic®, VarioCam®, PCM®, 911®, 4S®, andthe model numbers and distinctive shapes of Porsche’s automobiles such as, the federally registered 911 automobile. The thirdparty trademarks contained herein are the properties of their respective owners. Porsche Cars North America, Inc., believes thespecifications to be correct at the time of printing. However, specifications, standard equipment and options are subject tochange without notice.

Part Number - PNA P30 G01 Edition - 4/07

Table of Contents

Drivetrain Repair – Sports Cars 6-Speed

Description Section

Transmission Type Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1

Six-Speed Transmissions – G96.00/01/30/31, G86.20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

Final Drive Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3

Conversion Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4

Drivetrain Repair – Sports Cars 6-Speed

Transmission Type Designations

Drivetrain Repair – Sports Cars 6-Speed Page 1.1

911, Boxster and Cayman Transmission Type Designations Since Model Year 1989

Model Transmission Technical Installed InYear Type Data

1989 G50.00 5-Speed M/T 911 Carrera - RoWG50.01 5-Speed M/T 911 Carrera - USA, Australia, JapanG50.02 5-Speed M/T 911 Carrera - SwitzerlandG50.50 5-Speed M/T 911 Turbo - World-WideG64.00 5-Speed M/T 911 Carrera (964) - RoW, USA/CanadaG64.01 5-Speed M/T 911 Carrera 4 (964) - Switzerland

1990 A50.01 4-Speed A/T 911 Carrera 2 (964) - RoW, USA/CanadaG50.03 5-Speed M/T 911 Carrera 2 (964) - RoW, USA/CanadaG50.04 5-Speed M/T 911 Carrera 2 (964) - SwitzerlandG64.00 5-Speed M/T 911 Carrera 4 (964) - RoW, USA/CanadaG64.01 5-Speed M/T 911 Carrera 4 (964) - Switzerland

1991 A50.01 4-Speed A/T 911 Carrera 2 (964) - RoW, USA/CanadaG50.03 5-Speed M/T 911 Carrera 2 (964) - RoW, USA/CanadaG50.04 5-Speed M/T 911 Carrera 2 (964) - SwitzerlandG50.52 5-Speed M/T 911 Turbo (964) - World-WideG64.00 5-Speed M/T 911 Carrera 4 (964) - RoW, USA/CanadaG64.01 5-Speed M/T 911 Carrera 4 (964) - Switzerland

1992 A50.02 4-Speed A/T 911 Carrera 2 (964) - RoWA50.03 4-Speed A/T 911 Carrera 2 (964) - USA/CanadaG50.03 5-Speed M/T 911 Carrera 2 (964) - RoWG50.04 5-Speed M/T 911 Carrera 2 (964) - SwitzerlandG50.05 5-Speed M/T 911 Carrera 2 (964) - USA/CanadaG50.10 5-Speed M/T 911 Carrera 2 RS (964) - RoWG50.52 5-Speed M/T 911 Turbo (964) - World-WideG64.00 5-Speed M/T 911 Carrera 4 (964) - RoW, USA/CanadaG64.01 5-Speed M/T 911 Carrera 4 (964) - SwitzerlandG64.02 5-Speed M/T 911 Carrera 4 (964) - Taiwan

Transmission Number Identification

Digit: 1 2 3 4 5 6 7 8 9 1011

Example: G 5 0 2 0 1 0 0 5 4 3

Transmission Type:

Transmission Version:

Index of Variants:

Serial Number:

2 Drivetrain Repair – Sports Cars 6-Speed



1993 A50.02 4-Speed A/T 911 Carrera 2 (964) - RoWA50.03 4-Speed A/T 911 Carrera 2 (964) - USA/Canada, TaiwanG50.03 5-Speed M/T 911 Carrera 2 (964) - RoWG50.04 5-Speed M/T 911 Carrera 2 (964) - Switzerland/TaiwanG50.05 5-Speed M/T 911 Carrera 2 (964) - USA/CanadaG50.10 5-Speed M/T 911 Carrera 2 RS (964) - RoWG64.00 5-Speed M/T 911 Carrera 4 (964) - RoW, USAG64.01 5-Speed M/T 911 Carrera 4 (964) - SwitzerlandG64.02 5-Speed M/T 911 Carrera 4 (964) - Taiwan

1994 A50.02 4-Speed A/T 911 Carrera 2 (964) - RoWA50.03 4-Speed A/T 911 Carrera 2 (964) - USA/Canada, TaiwanG50.03 5-Speed M/T 911 Carrera 2 (964) - RoWG50.04 5-Speed M/T 911 Carrera 2 (964) - Switzerland/TaiwanG50.05 5-Speed M/T 911 Carrera 2 (964) - USA/CanadaG50.10 5-Speed M/T 911 Carrera 2 RS (964) - RoWG50.52 5-Speed M/T 911 Turbo 3.6 (964) - World-WideG64.00 5-Speed M/T 911 Carrera 4 (964) - RoW, USAG64.01 5-Speed M/T 911 Carrera 4 (964) - SwitzerlandG64.02 5-Speed M/T 911 Carrera 4 (964) - Taiwan

1995 A50.04 4-Speed A/T 911 Carrera 2 (993) - RoWA50.05 4-Speed A/T 911 Carrera 2 (993) - USA/Canada, TaiwanG50.20 6-Speed M/T 911 Carrera (993) - USA/CanadaG50.21 6-Speed M/T 911 Carrera (993) - RoW

1996 A50.04 4-Speed A/T 911 Carrera 2 (993) - RoWA50.05 4-Speed A/T 911 Carrera 2 (993) - USA/Canada, TaiwanG50.20 6-Speed M/T 911 Carrera 2 (993) - USA/CanadaG50.21 6-Speed M/T 911 Carrera 2 (993) - RoWG64.20 6-Speed M/T 911 Carrera 4 (993) - USA/CanadaG64.21 6-Speed M/T 911 Carrera 4 (993) - RoWG64.51 6-Speed M/T 911 Turbo (993) - World-Wide

1997 A50.04 4-Speed A/T 911 Carrera 2 (993) - RoWA50.05 4-Speed A/T 911 Carrera 2 (993) - USA/Canada, TaiwanG50.20 6-Speed M/T 911 Carrera 2 (993) - RoW, USA/CanadaG64.20 6-Speed M/T 911 Carrera 4 (993) - RoW, USA/CanadaG64.51 6-Speed M/T 911 Turbo (993) - World-WideA86.00 5-Speed A/T Boxster (986)G86.00 5-Speed M/T Boxster (986)

1998 A50.04 4-Speed A/T 911 Carrera 2 (993) - RoWA50.05 4-Speed A/T 911 Carrera 2 (993) - USA/Canada, TaiwanG50.20 6-Speed M/T 911 Carrera 2 (993) - RoW, USA/CanadaG64.20 6-Speed M/T 911 Carrera 4/4S (993) - RoW, USA/CanadaG64.42 6-Speed M/T 911 Turbo (993) - TaiwanG64.51 6-Speed M/T 911 Turbo (993) - RoW, USA/CanadaA86.00 5-Speed A/T Boxster (986)G86.00 5-Speed M/T Boxster (986)




1999 A86.00 5-Speed A/T Boxster (986)G86.00 5-Speed M/T Boxster (986)A96.00 5-Speed A/T 911 Carrera 2 (996) - RoW, USA/CanadaA96.30 5-Speed A/T 911 Carrera 4 (996) - RoW, USA/CanadaG96.00 6-Speed M/T 911 Carrera 2 (996) - RoW, USA/CanadaG96.30 6-Speed M/T 911 Carrera 4 (996) - RoW, USA/Canada

2000 A86.05 5-Speed A/T Boxster (986)A86.20 5-Speed A/T Boxster S (986)G86.01 5-Speed M/T Boxster (986)G86.20 6-Speed M/T Boxster S (986)A96.00 5-Speed A/T 911 Carrera 2 (996) - RoW, USA/CanadaA96.30 5-Speed A/T 911 Carrera 4 (996) - RoW, USA/CanadaG96.00 6-Speed M/T 911 Carrera 2 (996) - RoW, USA/CanadaG96.30 6-Speed M/T 911 Carrera 4 (996) - RoW, USA/CanadaG96.90 6-Speed M/T 911 GT3 (996) - RoW

2001 A86.05 5-Speed A/T Boxster (986)A86.20 5-Speed A/T Boxster S (986)G86.01 5-Speed M/T Boxster (986)G86.20 6-Speed M/T Boxster S (986)A96.00 5-Speed A/T 911 Carrera 2 (996) - RoW, USA/CanadaA96.30 5-Speed A/T 911 Carrera 4 (996) - RoW, USA/CanadaG96.00 6-Speed M/T 911 Carrera 2 (996) - RoW, USA/CanadaG96.30 6-Speed M/T 911 Carrera 4 (996) - RoW, USA/CanadaG96.50 6-Speed M/T 911 Turbo (996) - World-WideA96.50 5-Speed A/T 911 Turbo (996) - World-WideG96.88 6-Speed M/T 911 GT2 (996) - World-WideG96.90 6-Speed M/T 911 GT3 (996) - RoW

2002 A86.05 5-Speed A/T Boxster (986)A86.20 5-Speed A/T Boxster S (986)G86.01 5-Speed M/T Boxster (986)G86.20 6-Speed M/T Boxster S (986)A96.10 5-Speed A/T 911 Carrera 2 (996) - RoW, USA/CanadaA96.35 5-Speed A/T 911 Carrera 4 (996) - RoW, USA/CanadaG96.01 6-Speed M/T 911 Carrera 2 (996) - RoW, USA/CanadaG96.31 6-Speed M/T 911 Carrera 4 (996) - RoW, USA/CanadaG96.50 6-Speed M/T 911 Turbo (996) - World-WideA96.50 5-Speed A/T 911 Turbo (996) - World-WideG96.88 6-Speed M/T 911 GT2 (996) - World-Wide




2003 A86.05 5-Speed A/T Boxster (986)A86.20 5-Speed A/T Boxster S (986)G86.01 5-Speed M/T Boxster (986)G86.20 6-Speed M/T Boxster S (986)A96.10 5-Speed A/T 911 Carrera 2 (996) - RoW, USA/CanadaA96.35 5-Speed A/T 911 Carrera 4 (996) - RoW, USA/CanadaG96.01 6-Speed M/T 911 Carrera 2 (996) - RoW, USA/CanadaG96.31 6-Speed M/T 911 Carrera 4 (996) - RoW, USA/CanadaG96.50 6-Speed M/T 911 Turbo (996) - World-WideA96.50 5-Speed A/T 911 Turbo (996) - World-WideG96.88 6-Speed M/T 911 GT2 (996) - World-Wide

2004 A86.05 5-Speed A/T Boxster (986)A86.20 5-Speed A/T Boxster S (986)G86.01 5-Speed M/T Boxster (986)G86.20 6-Speed M/T Boxster S (986)A96.10 5-Speed A/T 911 Carrera 2 (996) - RoW, USA/CanadaA96.35 5-Speed A/T 911 Carrera 4 (996) - RoW, USA/CanadaG96.01 6-Speed M/T 911 Carrera 2 (996) - RoW, USA/CanadaG96.31 6-Speed M/T 911 Carrera 4 (996) - RoW, USA/CanadaG96.50 6-Speed M/T 911 Turbo (996) - World-WideA96.50 5-Speed A/T 911 Turbo (996) - World-WideG96.88 6-Speed M/T 911 GT2 (996) - World-WideG96.96 6-Speed M/T 911 GT3 (996) - USA/Canada

2005 A87.01 5-Speed A/T Boxster (987)A87.20 5-Speed A/T Boxster S (987)G87.01 5-Speed M/T Boxster (987)G87.20 6-Speed M/T Boxster S (987)A96.10 5-Speed A/T 911 Carrera 2 (996) - RoW, USA/CanadaA96.35 5-Speed A/T 911 Carrera 4 (996) - RoW, USA/CanadaG96.01 6-Speed M/T 911 Carrera 2 (996) - RoW, USA/CanadaG96.31 6-Speed M/T 911 Carrera 4 (996) - RoW, USA/CanadaA97.01 5-Speed A/T 911 Carrera/S (997) - RoW, USA/CanadaG97.01 6-Speed M/T 911 Carrera/S (997) - RoW, USA/CanadaG96.50 6-Speed M/T 911 Turbo (996) - World-WideA96.50 5-Speed A/T 911 Turbo (996) - World-WideG96.88 6-Speed M/T 911 GT2 (996) - World-WideG96.96 6-Speed M/T 911 GT3 (996) - USA/Canada

2006 A87.01 5-Speed A/T Boxster (987)A87.20 5-Speed A/T Boxster S (987)G87.01 5-Speed M/T Boxster (987)G87.20 6-Speed M/T Boxster S (987)A87.21 5-Speed A/T Cayman S (987)G87.21 6-Speed M/T Cayman S (987)A97.01 5-Speed A/T 911 Carrera 2/S (997) - RoW, USA/CanadaG97.01 6-Speed M/T 911 Carrera 2/S (997) - RoW, USA/CanadaA97.31 5-Speed A/T 911 Carrera 4/S (997) - RoW, USA/CanadaG97.31 6-Speed M/T 911 Carrera 4/S (997) - RoW, USA/Canada




2007 A87.02 5-Speed A/T Boxster (987)A87.21 5-Speed A/T Boxster S (987)G87.01 5-Speed M/T Boxster (987)G87.21 6-Speed M/T Boxster S (987)A87.02 5-Speed A/T Cayman (987)A87.21 5-Speed A/T Cayman S (987)G87.01 6-Speed M/T Cayman (987)G87.21 6-Speed M/T Cayman S (987)A97.01 5-Speed A/T 911 Carrera 2/S (997) - RoW, USA/CanadaG97.01 6-Speed M/T 911 Carrera 2/S (997) - RoW, USA/CanadaA97.31 5-Speed A/T 911 Carrera 4/S (997) - RoW, USA/CanadaG97.31 6-Speed M/T 911 Carrera 4/S (997) - RoW, USA/CanadaG97.50 6-Speed M/T 911 Turbo (997) - World-WideA97.50 5-Speed A/T 911 Turbo (997) - World-WideG97.90 6-Speed M/T 911 GT3 (997) - USA/Canada

2008 A87.02 5-Speed A/T Boxster (987)A87.21 5-Speed A/T Boxster S (987)G87.01 5-Speed M/T Boxster (987)G87.21 6-Speed M/T Boxster S (987)A87.02 5-Speed A/T Cayman (987)A87.21 5-Speed A/T Cayman S (987)G87.01 6-Speed M/T Cayman (987)G87.21 6-Speed M/T Cayman S (987)A97.01 5-Speed A/T 911 Carrera 2/S (997) - RoW, USA/CanadaG97.01 6-Speed M/T 911 Carrera 2/S (997) - RoW, USA/CanadaA97.31 5-Speed A/T 911 Carrera 4/S (997) - RoW, USA/CanadaG97.31 6-Speed M/T 911 Carrera 4/S (997) - RoW, USA/CanadaG97.50 6-Speed M/T 911 Turbo (997) - World-WideA97.50 5-Speed A/T 911 Turbo (997) - World-WideG97.88 6-Speed M/T 911 GT2 (997) - World-WideG97.90 6-Speed M/T 911 GT3 (997) - USA/Canada

911 (996)/Boxster S (986) Transmission


Subject Page

General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3

G96.00 - 911 Carrera 2 (996) Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3

G96.01 - 911 Carrera 2 (996)/G86.20 - Boxster S (986) Transmission . . . . . . . . . . . . . . . . . . . .4



Transmission Cutouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

Transmission Ratios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8

Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9

Synchronization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10

Final Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10

Limited-slip Differential . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10

Shifter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

Internal Shifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12

Transmission Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13

Viscous Coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14

Front Differential . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15



Notes:



Transmissions

General

The 911 Carrera 2/4 (996) and Boxster S (986) (M.Y.2000-04) came equipped with a 6-speed Manual Transmis-sion or optional Tiptronic automatic transmission.

A completely new transmission was developed for use inthe 911 Carrera (996) and subsequently the Boxster S(986). The most important development objectives were:

l One transmission variant worldwidel Adaptation to the engine powerl Smooth shiftingl Reduction of transmission noise by means of ground

gearwheels and cable shifting

Manual Transmission Types:

911 Carrera 2 (996)

l G96.00 – M.Y. 1999 - 2001l G96.01 – M.Y. 2002 - 05

911 Carrera 4/4S (996)

l G96.30 – M.Y, 1999 - 2001l G96.31 – M.Y, 2002 - 05

Boxster S (986)l G86.20 – 2000 - 04

This section describes the manual transmission for the911 Carrera/4 (996). The 6-speed transmission for theBoxster S (986) M.Y. 2000-04 is identical except for theinstallation position of the ring gear.

Transmission – G96.00 - 911 Carrera 2 (996)

The 6th gear has been configured to allow the maximumpossible vehicle speed to be reached. The relatively short1st gear relieves the load placed on the clutch when thevehicle moves off and also ensures a favorable crawlingspeed. The reverse gear has been considerablyshortened.



Transmission – G96.01 - 911 Carrera 2 (996) &G86.20 - Boxster S (986)

Additional 3rd Bearing on Input Shaft, See Arrow

The manual transmission for the rear wheel drive vehicleand the four-wheel drive vehicle is based on the previous911 (993) generation transmission. The manual transmis-sion has been adapted to the higher engine torque of the911 3.6 l engine with the dimensions and transmission ratios remaining unchanged. The necessary higherdynamic strength of the components has been achievedthrough the use of higher alloy steels and precision shotblasting at the pinion shafts. The aluminum die-cast hous-ing has been further optimized with regard to acousticsand vibration and has been adapted to the new installationposition due to the standardization of the transmissionmounts (manual and Tiptronic).

The efficiency has been improved by reducing the dragfactor through decreased preloading on the tapered rollerbearings. For vibration reasons, the input shaft has beenconverted from a 2-bearing to a 3-bearing arrangement(see arrow).

Improved transmission cooling through directed air flow inthe underbody of the vehicle, an open ventilator withlabyrinth sealing and waxed sealing rings completes theoptimization.


911 Carrera 4 (996) Driveline Configuration

Power is transmitted to the front axle from the transmis-sion via a single-piece drive shaft and a central shaft to theviscous multi-disc clutch integrated in the front-axle finaldrive.

The advantages of this concept-drive shaft plus centralshaft are the reduced weight and the increased ease of repair. For example, after the drive shaft has beenremoved, it is then possible to remove the transmissionwithout the engine.

As a standard feature, the new 911 Carrera 4 (996) is fitted with a six-speed manual transmission. This transmis-sion was redesigned for the 911 Carrera 4 with cableshifting and both units are largely identical.

The drive shaft has been extended towards the front forthe all-wheel drive of the front axle. The shaft emergesthrough an additional opening in the front section of thetransmission housing and drives the front axle via a singlepiece drive shaft and a central shaft.




Additional 3rd Bearing on Input Shaft, See Arrow

The manual transmission for the rear wheel drive vehicleand the four-wheel drive vehicle is based on the previous911 (993) generation transmission. The manual transmis-sion has been adapted to the higher engine torque of the3.6 l engine with the dimensions and transmission ratiosremaining unchanged. The necessary higher dynamicstrength of the components has been achieved throughthe use of higher alloy steels and precision shot blasting atthe pinion shafts. The aluminum die-cast housing has beenfurther optimized with regard to acoustics and vibrationand has been adapted to the new installation position dueto the standardization of the transmission mounts (manualand Tiptronic).

The efficiency has been improved by reducing the dragfactor through decreased preloading on the tapered rollerbearings. For vibration reasons, the input shaft has beenconverted from a 2-bearing to a 3-bearing arrangement(see arrow).

Improved transmission cooling through directed air flow inthe underbody of the vehicle, an open ventilator withlabyrinth sealing and waxed sealing rings completesthe optimization.

Notes:



G96.00 Transmission Cutout

G96.01/G86.20 Transmission Cutout



Transmission Ratios – 911 Carrera 2/4 (996) G96.00/30

\

Gear Versus Road Speed Graph

Transmission Ratios – 911 Carrera 2/4 (996) G96.01/31


Transmission Ratios – Boxster S (986) G86.20


G96.00/30 & G86.20 Transmission Ratio

Z1 Z2 iz ia itot V1000 V6000Z2:Z1 iz:ia km/h km/h

1st Gear 11 42 3.818 3.444 13.149 8.8 53.12nd Gear 20 44 2.200 3.444 7.577 15.4 92.23rd Gear 31 47 1.516 3.444 5.221 22.3 133.34th Gear 37 45 1.216 3.444 4.188 27.8 166.85th Gear 41 42 1.024 3.444 3.527 33.0 198.06th Gear 44 37 0.841 3.444 2.896 40.2 241.2Rev. Gear 11 39 3.545 3.444 12.209 9.5 57.2

Z1 = Number of teeth in 1st gearwheel in power flow of corresponding gearZ2 = Number of teeth in 2nd gearwheel in power flow of corresponding geariz = Transmission ratioia = Final drive ratioV1000 = Calculated vehicle speed at 1,000 rpm engine speedV6000 = Calculated vehicle speed at 6,000 rpm engine speed

With 225/40 ZR 17 rear tires, rolling circumference 1,940 mm, (rdyn 295 + 1.5% - 2.5%)

Note:The values in the transmission diagram are indicative and are based on a mean effective rolling radius. Slight deviations due to the toleranceof the tires, change of rolling radius, wear, and slip of tires have not been taken into consideration.



Gear Sets

The transmission is a two-shaft transmission with an over-head drive shaft and hypoid drive assembly. The loose andfixed gearwheels of all forward gears have been groundand honed to reduce noise to a minimum. The shiftinggearwheel for the reverse gear has been shaved. Pairingof the gearwheels was not necessary.

All loose gearwheels have needle roller bearings. The fixedgearwheels for the reverse gear, 1st gear, and 2nd gearform part of the input shaft. The distance between theaxles of the input and output shafts is 87 mm. The reversegear is synchronized and can therefore be smoothlyengaged even when the vehicle is coasting slowlyforwards.

Gear Sets

Reverse Gear Components

The reverse gear is located in the transmission casecover. The intermediate gearwheel of the reverse gear (1)is mounted on a pin (2) by means of 2 needle-roller assem-blies and secured in place with the bearing block (3). Thepin is inserted in the transmission case cover and is supported at the transmission case cover by means of thebearing block (3). The pin is held and secured by a boltscrewed in from the transmission case cover (arrow).

Bearing Method

The input and output shafts are mounted radially and axially in the transmission case by means of sealed doubleangular contact ball bearings. The output shaft is mountedin the transmission case cover by means of cylindricalroller bearings and the input shaft is mounted using aroller bearing sleeve.

Input and Output Shafts - Boxster G86.20 and 911 (996 (G96.01/31

have an additional bearing in this area (red arrow).

Notes:



Synchronization, 1st/2nd Gear

As with the 911 Carrera (993), the G 96 transmission hasdouble cone synchronization for 1st and 2nd gear. Themajor advantage of this synchronization is that the shiftingforces are reduced by approx. 30 - 40 % compared to single cone synchronization.

Functioning

The synchronizing ring (2) and friction ring (3) rotate at thesame speed as the guide sleeve (4) and shift sleeve (5) irrespective of the vehicle speed (drive shaft). The loosegearwheel with clutch body (6) and the tapered ring (1) rotate at the same speed as the engine.

If, during the shifting process, the shift sleeve is moved axially along the guide sleeve, a moment of friction is produced between the synchronizing ring and tapered ringat the around the outside diameter and between thefriction ring and tapered ring around the inside diameter.

This moment of friction decelerates (1 - 2 shifting) oraccelerates (2 - 1 shifting) all parts rotating at the samespeed as the engine. Doubling the number of friction surfaces considerably reduces the shifting forces.

Synchronization, 3rd - 6th and R. Gear

Synchronization for gears 3 - 6 and for the reverse gear isidentical to single cone synchronization. The synchronizingrings for gears 3 - 6 are identical and have a molybdenumcoating. The synchronizing ring for the reverse gear is notcoated.

Gear Retention

Gear retention is achieved by beveling the clutch bodytoothing and shift sleeve toothing. When the torque istransmitted, the beveled surfaces of the shifting sleeveand the clutch body are pressed against each other sothat the shifting sleeve is moved to the clutch body orloose gearwheel.

Final Drive

Ring and Pinion

The drive set is a hypoid drive. This means that the centeraxis of the crown wheel is 12 mm above the center axis ofthe drive shaft. Hypoid drives can (with the same crownwheel size) transmit relatively high torques since the teethof the drive shaft have designed to be more robust. In addition, the modified crown wheel bearing can be used atlower diffraction angles along the drive shafts. The driveshaft and crown wheel are toothed using the Oerlikonmethod. The drive shaft has been hollow-drilled to reduceweight. The diameter of the crown wheel is 196 mm. Theadjusting dimension E is 65 mm.

Limited-slip Differential

As standard equipment, the 911 Carrera 4 (996) has aPorsche Stability Management (PSM). A mechanicallimited-slip differential would have a detrimental effect onthe functioning of the PSM. The 911 Carrera 4 (996) cannot be equipped with a mechanical limited-slip differen-tial.

Lubrication

The transmission is filled with 2.7 l of Shell Transaxle Oil.The oil change interval is 90,000 miles. It is also approvedto use Mobil oil (Mobilupe PTX).



Gear Shifting

The six forward gears and the reverse gear are arrangedin four shift gates. The 6th gear is located at the bottomright of the shifting pattern.

A newly developed cable shift is used. This preventsassembly movement and vibrations from being transmittedto the gear-shift lever. In contrast to the previously usedgear-shift linkage, a shift and selector cable (which can besubject to tensile and compressive loads) form theconnection between the gear-shift lever and the transmis-sion. The advantages of this system are the small spacerequirements, the low weight, and especially the effectiveprevention of assembly movement and vibration beingtransmitted to the gear-shift lever without detrimentally affecting the precise shifting behavior.

Notes:



Functioning

Selector Lever

The selector cable is connected to the selector lever shaft(1) to allow preselection of the gear level. The longitudinalmovement is converted into rotary movement via an angledrive (2). This causes the internal shift rod (3) inserted inthe angle drive and the internal shift finger (4) attached tothe rod to rotate. As a result, the internal shift fingercatches the corresponding shift rod. The gear levels are arrested with the cam (5).

The shift cable is connected to the external shift lever (6)to allow the gear to be engaged. The external shift lever isin turn connected to an internal mechanism (7) whichengages in a shift shaft (8) which causes the respectiveshift fork to be moved.

Gear Detent

A central gear detent is provided by the internalmechanism (7). Each individual shift rod is also arrested byseparate springs and balls (9).

Shift Interlock

A moving locking plate (10) is attached to the transmissionhousing to ensure that only one gear can be engaged atany one time. This plate is designed such that, when oneshift rod is moved, all others are locked.

External Shift Lever

External Shift Lever

The external shift lever attached to the transmission hastwo weights to increase mass inertia and to prevent vibra-tions.



Transmission Housing

Since the transmission case has two bearing points, it isformed from two parts. The case parts are produced fromthe aluminum alloy GD-AL-Si9Cu3 using the die-cast tech-nique.

Notes:



Viscous Multi-disc Clutch – 911 Carrera 4 (996)

In order to prevent high temperatures at the viscous multi-disc clutch, the unit has been integrated in the front-axlefinal drive. No additional space in the manual or Tiptronictransmission has had to be provided as a result of thismeasure.

In contrast to the previous model, the new 911 Carrera 4(996) has a stiffer viscous clutch. This is achieved by using a more viscous silicon oil. This measure results in afurther improvement with regard to traction. The internaltoothing has been modified in order to prevent confusionbetween the new and old viscous clutches.

Functioning

Viscous Clutch

The housing (1) (connected to the drive shaft of the front-axle final drive) is supported by plain bearings in the hub(2) (connected to the central shaft) and the interior issealed with sealing rings.

The viscous multi-disc clutch is filled with a preciselydefined quantity of high-viscosity silicon oil. The clutch issealed which means that it is not possible to add more sili-con oil or check the oil level. If there is a speed differentialbetween the outer and inner discs, a torque is transmittedfrom the fast to the slow rotating side due to the internalfluid friction.

The discs are fully separated by the oil so that they are notsubjected to abrasion or wear. Since distribution occursaccording to the difference between the traction slippageat the front and traction slippage at the rear wheels and tothe resulting speed differential, a variable torque distribu-tion exists, i.e. the distribution adapts to the given require-ments.

However, since tire slippage exists whenever drive torqueis transmitted, it is possible to speak of a permanent all-wheel drive with variable torque distribution to the frontaxle of approx. 5 - 40%.



Front Axle Differential (Z96/00) – 911 Carrera 4 (996)

The axle is driven via a spiral bevel gear which is groundand lapped to narrow the production tolerances. To reducedrag losses, grooved ball bearings (1) are used in the differential gear instead of tapered roller bearings. A holewith M8 thread (2) is drilled into the side cover of thedifferential. This is required to allow noise measurementsto be carried out during production and can be disre-garded by Service personnel. There is a bleeder hole (3) inthe underside of the long-neck tube. This hole should notbe sealed. The discharge of transmission oil from this holeindicates that the sealing ring (4) is damaged. The front-axle final drive is filled with Shell Transaxle Oil 75W90.

Performance Test

Performance tests should only be carried out on four-rollertest stands with speed decoupling. If testing is performedon two-roller test stands, the propeller shaft must first beremoved.

Notes:



Notes:

Final Drive Setup


Subject Page

Required Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3

Adjusting Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3

Determining Total Shim Thickness S1 & S2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4

Determining Total Shim Thickness S3 & S4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5

Dividing Total Shim Thickness S3 + S4 into S3 & S4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

Determining Total Shim Thickness S5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8

Dividing Total Shim Thickness S1 + S2 into S1 & S2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9

Checking Circumferential Backlash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9


Final Drive Setup

Notes:

Final Drive Setup


Adjusting Final Drive

Required Tools

Key Description Tool NumberA Measuring mandrel VW 385/1 B Centering sleeve 9109 C Universal master gauge VW 385/30 D Digital depth gauge Commercially availableE Dial gauge Commercially available F Gauge plunger VW385/14 G Final-dimension plate VW 385/33 H Adjusting shim, 50 mm VW 385/17 I Dial gauge holder VW387 J Clamping bush 9145 K Adjustment device VW521/4 L Measuring lever VW 388 M Gauge plunger VW 388 N Micrometer Commercially availableO Measuring device 9694/8

General Information

Careful adjustment of the ring and pinion are crucial to theservice life and smooth running of the final drive.Therefore, ring and pinions are paired with each otherearly in the production process and are checked byspecial machines to ensure a good contact pattern.

Adjustment Overview

When carrying out assembly work on the final drive, readjustment of the ring and pinion or drive set isnecessary only if parts are being replaced which directlyinfluence the adjustment of the final drive. In order to avoidunnecessary adjustment work, follow the following table:

Adjusting Shims Replaced Parts to be DeterminedTransmission housing S1, S2, S3, S4,

S5, S6Differential S1, S2Taper roller bearing for the differential S1, S2Cover for final drive S1, S2Drive set S1, S2, S3, S4, S5Angular-contact ball bearing for output shaft S3, S4 , S5Angular-contact ball bearing for drive shaft S6

Sequence of Adjustment Operations

If the ring and pinion have to be adjusted, it is best to follow the sequence below in the interest of rational working:

1. Determine the total shim thickness S1 + S2.2. Calculate the total shim thickness S3 + S4.3. Divide the total shim thickness S3 + S4 into S3 and S4.4. Determine the shim thickness S5.5. Determine the shim thickness S6.6. Divide the total shim thickness into S1 and S2.7. Check the circumferential backlash and adjust it if

necessary.


Final Drive Setup

Preliminary Work

1. Remove transmission. See Workshop Manual > 343519Installing and removing transmission G96.00/01

2. Drain transmission oil. See Workshop Manual >340155 Changing transmission oil

3. Disassemble the transmission. See Workshop Manual >343537 Disassembling and assembling transmission

Determining Total Shim Thickness S1 + S2

Note!

> The output shaft must be removed in order to determinethe total shim thickness S1 + S2.

> Before beginning adjustment and measuring work, thesealing surfaces of the transmission housing and covermust be cleaned carefully.

1. Insert adjusting shims S1 and S2 with a thickness of1.5 mm each under the taper roller bearing and fit thetaper roller bearing.

2. Insert differential in transmission housing.

3. Fit transmission cover without a shaft sealing ring andscrew in screws. Tightening torque: 19 ftlb (25 Nm)

4. Fit the adjustment device VW 521/4 and bushing 9145in the differential.

5. Place the final dimension plate, 50 mm VW 385/17 onthe differential, fit dial gauge holder VW 387 and clampdial gauge.

6. Turn the differential several times at the adjustment device VW 521/4 and set the dial gauge with 2 mm pretension to 0.

7. Press the differential towards the transmission cover atthe adjustment device VW 521/4 and read off the playon the dial gauge.

Example: 1.00 mm

8. The total thickness of shims S1+S2 is calculated fromthe total of the already inserted shims plus themeasured value plus the specified bearing pretension ofthe taper roller bearing.

Example: 3.00 mm + 1.00 mm + 0.20 mm = 4.20 mm= S1 + S2

Note!

The pretension of the taper roller bearing in this transmis-sion is always 0.20 mm.

Final Drive Setup


Determining Total Shim Thickness S3 + S4

Note!

The bearing pretension v1 for this bearing is always 0.20mm

1. Insert angular-contact ball bearing into the measuringdevice 9694/8 (sides B facing the bearing) and tightenthe screw.Tightening torque: 7.5 ftlb. (10 Nm)

2. Measure dimension h1 between the turned groove andouter bearing ring using a micrometer.

3. Take a measurement at each cut-out of the measuringdevice 9694/8 and find the mean value.

• Measurement 1: 34.40 mm • Measurement 2: 34.41 mm • Measurement 3: 34.39 mm

Bearing height h1 = 34.40 mm + 34.41 mm + 34.39mm = 103.20 mm/ 3 = 34.40 mm

4. Use a digital depth gauge to measure the depth of thebearing bore. To do this, measure the depth at three different positions and work out the mean value.

Example:


Depth of bore T1 = 34.40 mm + 34.44 mm + 34.42mm = 103.26 mm/ 3 = 34.42 mm

Notes:


Final Drive Setup

5. Use a digital depth gauge to measure the depth of theturned groove in the tensioning plate. To do this, mea-sure the depth at three different positions and work outthe mean value.

Example:


Depth of groove t1 = 1.76 mm + 1.82 mm + 1.70 mm= 5.28 mm/ 3 = 1.76 mm

The total shim thickness S3 + S4 is determined as follows:

(S3 + S4) = T1 + v1 + t1 - h1

Example:

• T1 = 34.40 mm • v1 = 0.20 mm • t1 = 1.76 mm • h1 = 34.42 mm

(S3 + S4) = 34.40 mm + 0.20 mm + 1.76 mm - 34.42mm = 1.94 mm

Since the adjusting shims are only available inincrements of 0.05 mm, the value must be rounded off accordingly. (S3 + S4) = ≈ 1.95 mm

Dividing Total Shim Thickness S3 + S4 into S3 & S4

1. Fit angular-contact ball bearing on output shaft. See Workshop Manual >343537 Disassembling and assembling transmission

2. Insert output shaft with angular-contact ball bearing withadjusting shim S3 = 1.00 mm (empirical value) intotransmission housing. See Workshop Manual >343537 Disassembling and assembling transmission

3. Work out the provisional shim thickness S4 using thevalue (S3 + S4) calculated in the previous section.

Example: S4 = 1.94 mm - 1.00 mm = 0.94 mm ≈ 0.95mm

4. Insert adjusting shim S4 into tensioning plate andsecure tensioning plate bolts in the correct sequence.

Tightening sequence for tensioning plate bolts.Tightening torque: 24 ftlb. (32 Nm.)

5. Set the setting collar on special tool measuring mandrelVW 385/1 to the dimension a (approx. 60 mm).

Final Drive Setup


6. Complete the measuring mandrel as shown in the illus-tration.

7. Read off the installation dimension E from the crownwheel.

Example: E = 61.55 mm

8. Set the installation dimension E on special tool universalmaster gauge VW 385/30 and set the dial gauge to 0with 2 mm pretension.

Note!

The transmission must be allowed to cool downcompletely before starting to insert measuring devices.

9. Place special tool final-dimension plate VW 385/33 onthe pinion head of the output shaft.

10. Insert the measuring mandrel as shown in the illustra-tion.

11. Place the side transmission cover in position withoutan O-ring and pull downwards with screws. Do not useforce.Tightening torque: 19 ftlb. (26 Nm)

12. Press taper roller bearing with the centering screwover the spindle into the bearing shells. It should justbe possible to turn the measuring mandrel by hand.

13. Turn the measuring mandrel carefully back and forthuntil the reversing point on the dial gauge is reached.At this point, the dial gauge extension is positioned exactly at right angles to the front face of the pinionhead.

14. Read off the deviation from the specified adjustingvalue E. If the deviation is greater than 0.04 mm, anadjustment is required.

Example: 0.10 mm

Note!

So in the example, the actual value of the adjusting dimen-sion E would not be 61.55 but rather 61.65 mm.

15. In order to achieve the required adjusting dimension E,the adjusting shim S3 must be adjusted by themeasured value.

Example: New shim thickness S3 = 0.90 mm

16. In order to adjust the altered washer S3, washer S4must be altered in the opposite direction by the deter-mined value.

Example: S4 = 1.05 mm (increase by 0.10 mm)

17. When the shims S3 and S4 have been correctedappropriately and inserted, the adjusting dimension Eshould be checked again.

Notes:


Final Drive Setup

Determining Shim Thickness S5

The thickness of the adjusting shim S5 is calculated fromthe thickness of the bearing bore T1, the thickness of adjusting shim S3, the bearing height h1 and the specifieddistance between the transmission front face and the frontface of the hub of fixed gear wheel for 4th gear (2 mm)S5 = T1 + 2 - S3 - h1

Example:

• h1 = 34.40 mm • S3 = 0.90 mm • T1 = 34.42 mm

S5 = 34.42 mm + 2 mm - 0.90 mm - 34.40 mm = 1.12mm

Determining Shim Thickness S6

Note!

The transmission The bearing pretension v2 for this bear-ing is always 0.10 mm

1. Insert angular-contact ball bearing into the measuringdevice 9694/8 (sides A facing the bearing) and tightenthe screw.

Tightening torque: 7.5 ftlb. (10 Nm)

2. Measure dimension h2 between the outer bearing ringsusing a micrometer.

3. Take a measurement at each cut-out of the measuringdevice 9694/8 and find the mean value.


Bearing height h2 = 33.97 mm + 33.93 mm + 33.95mm = 101.85 mm/ 3 = 33.95 mm

4. Use a digital depth gauge to measure the depth of thebearing bore. To do this, measure the depth at three different positions and work out the mean value.

Example:


Depth of bore T2 = 34.40 mm + 34.20 mm + 34.30mm = 102.90 mm/ 3 = 34.30 mm

The adjusting shim thickness S6 is determined asfollows:

S6 = T2 - h2 + v2

Example:

• h2 = 33.95 mm • v2 = 0.10 mm • T2 = 34.30 mm

S6 = 34.30 mm - 33.95 mm + 0.1 mm = 0.45 mm

Final Drive Setup


Dividing The Total Shim Thickness S1 + S2 into S1and S2

Note!

In order to gain as precise a setting of the backlash aspossible at this point, the total adjusting shim thicknessS1 + S2 must be divided equally.

Example: Shim thickness S1 = 4.20 mm/2 = 2.1 mmExample: Shim thickness S2 = 4.20 mm/2 = 2.1 mm

Note!

As the adjusting shims are available in thicknesses from1.5 to 2.8 mm in increments of 0.05 mm, the calculatedresult may have to be rounded off. However, the total ofthe shim thicknesses S1 + S2 must not be changed. Todetermine the thickness, measure the adjusting shims atseveral positions using a micrometer. Also check theshims for burrs and signs of damage.

1. Remove the differential and pull off both taper rollerbearings.

2. Insert the calculated adjusting shims S1 and S2.

Checking Circumferential Backlash

1. Read off the backlash from the ring gear.

Example: F = 0.15 mm

2. Insert output shaft with angular-contact ball bearing withadjusting shim S3 into the transmission housing. See Workshop Manual > 343537 Disassembling andassembling transmission

3. Insert adjusting shim S4 into the tensioning plate andsecure tensioning plate screws in the correct sequence.

Tightening sequence for tensioning plate bolts.Tightening torque: 24 ftlb. (32 Nm)

4. Assemble differential and insert it into the transmissionhousing. See Workshop Manual > 390937Disassembling and assembling differential

5. Place the side transmission cover in position without anO-ring and pull downwards with bolts. Do not use force.Tightening torque: 19 ftlb. (26 Nm)

Note!

Always make sure a certain amount of backlash is presentwhen tightening the bolts. The drive pinion must not jamunder any circumstances.

Notes:


Final Drive Setup

6. Screw in special tool gauge plunger VW 388 with special tool adjustment device VW 521/4 and set thelever length to 68 mm -a- .

7. Insert special tool adjustment device VW 521/4 into thedifferential with special tool bushing 9145 and clamptight.

8. Turn the differential several times in both directions sothat the taper roller bearings can settle.

9. Fit special tool dial gauge holder VW 387 with dialgauge in such a way that a right angle is formedbetween the dial gauge axis and the special tool gaugeplunger VW 388 .

10. Turn the ring gear as far as it will go via the clamping screw on the special tool adjustment device VW 521/4 and set the dial gauge to zero.

11. Turn the ring gear back and read off the circumferen-tial backlash.

12. This measurement should be performed a furtherthree times. The ring gear must be turned 90°before every measurement. The difference betweenthe four measurements must not exceed 0.03 mm.Furthermore, none of the measurements may deviateby more than 0.04 mm from the circumferential back-lash noted on the ring gear. If any one of the specifieddimensions is not correct, the adjusting shims S1 andS2 must be replaced again.

Note!

The total shim thickness S1 + S2 must not be changed.

Notes:

Conversion Charts


Metric Conversion Formulas

INCH . . . . . . . . . . . . . X 25.4 = MMMM . . . . . . . . . . . . . . X .0394 = INCHMILE . . . . . . . . . . . . . X 1.609 = KILOMETER(KM)KM(KILOMETER). . . . . . . . . X .621 = MILEOUNCE . . . . . . . . . . . X 28.35 = GRAMGRAM . . . . . . . . . . . . X .0352 = OUNCEPOUND(lb) . . . . . . . . . . X .454 = KILOGRAM(kg)kg(KILOGRAM) . . . . . . . . . X 2.2046 = lb(POUND)CUBIC INCH . . . . . . . . X 16.387 = CUBIC CENTIMETER(cc)cc(CUBIC CENTIMETER) . . . . . X .061 = CUBIC INCHFOOTPOUND(ft lb) . . . . . X 1.3558 = NEWTON METER(Nm)Nm(NEWTON METER) . . . . . . X .7376 = ft lb(FOOT POUND)HORSEPOWER(SAE) . . . . X .746 = KILOWATT(Kw)HORSEPOWER(DIN) . . . . X .9861 = HORSEPOWER(SAE)Kw(KILOWATT). . . . . . . . . . X 1.34 = HORSEPOWER(SAE)HORSEPOWER(SAE) . . . X 1.014 = HORSEPOWER(DIN)MPG(MILES PER GALLON) . . . . X .4251 = Km/l(KILOMETER PER LITER)BAR . . . . . . . . . . . . . . X 14.5 = POUND/SQ. INCH(PSI)PSI(POUND SQUARE INCH) . . . . X .0689 = BARGALLON. . . . . . . . . . . X 3.7854 = LITERLITER. . . . . . . . . . . . . X .2642 = GALLONFAHRENHEIT . . . . . . . - 32÷1.8 = CELSIUSCELSIUS . . . . . . . . . . X 1.8+32 = FAHRENHEIT

TemperatureConversion


Conversion Charts

Notes:

Part Number - PNA P30 G01

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