My DIY experience on pulling the transmission
#1
09-01-2008 | 10:44 AM
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Registered User
Joined: Jan 2008
Posts: 111
From: Winnipeg, MB
Rep Power: 21
My DIY experience on pulling the transmission
I posted this on Rennlist, but I know some of my 6SpeedOnline friends don't make it over there too often.
I thought some might be interested in hearing about my experience of pretending to be a mechanic… I’ve tinkered around with bolt on accessories and replaced the alternator a few weeks ago, but have never taken on anything serious.
Last weekend I dropped the transmission to replace everything in the bell housing, short of the flywheel. Long story short… 14 hours, lots of bruises, and $800 lighter in the pocket book, the clutch feels fantastic. Now for the long story…
When I bought the car last year, I had an independent pre purchase inspection done, and was told it was mechanically perfect. When I flew out and jumped in the car, the clutch felt REALLY heavy, but not experiencing a lot of Porsches and my buddy’s Porsche having a heavy clutch, I thought it was normal since the PPI came back clean. When I got back into town my friend Fier said that it was too heavy and I should get it checked out. I figured the PPI was done and it worked, so not to bother at this point.
This Spring I started hearing a squealing when the clutch was fully disengaged… release bearing. After a few weeks, I started hearing a creaking when actuating the clutch. A TSB said it was likely the shift release lever. I was coming up to the 45K on the ODO, so it was time to do the clutch too, as if felt like it was starting to slip. At this point, I gave in and started researching the job of pulling the transmission and replacing everything in the bell housing.
Parts from Sunset: $800 + $720 if I need a flywheel.
Estimated time: 10 to 12 hours
So, if I bought the parts (at double the cost of Sunset) and labor from the local dealership, that’s about $5000… a little steep for me.
I tracked down a shop manual and read the DIY sites and headed over to my friend's, Rennlister Kirk F. He’s done a LOT of work on his 964 Carrera 4 and I figured if there was any chance of pulling this off, I’d need his help.
It appeared to be a pretty straight forward process.
-up on 4 jack stands
-remove under body panels
-disconnect axel shafts, shift linkages, reverse sensor, clutch slave cylinder
-remove transmission braces and support tranny and engine
-remove 8 bolts connecting the transmission
-remove transmission
-replace shift release lever, release bearing, and other tidbits.
-remove pressure plate and clutch
-inspect flywheel and rear main engine seal, and replace if necessary
-replace pressure plate and clutch
-put it all back together.
In reality, it was 14 hours of hard work. The highlights included:
-hearing my buddy’s joints pop as he was hanging off the wrench to get the top bolt on the transmission to break loose.
-stripping the pressure plate bolt… thankfully a quick fix with my buddy’s air tools.
-seeing that the flywheel and RMS were in great shape.
-the ***** of the job getting the transmission apart from the engine, and then reattaching it.
-The lengthy process triple checking all of my torques.
-The frustration of realizing that the PPI SHOULD have caught the siezed release bearing IMHO
-The satisfaction of it actually working after all that work… and saving about $4200.
I snapped a couple of pics along the way…
Up up and away…
Underbody panels are off. Not as clean as the California car in the DIY site… but this is the real world
Removing clutch slave cylinder… I was *****’n about this having crappy access… that was before I started on the transmission bolts.
The SOB is out!
The source of the creaking… note the wear on the release lever.
A quick flex of the DMF… one stripped pressure plate bolt.
You only get one guess at which clutch is the new one.
New clutch and pressure plate installed.
The lengthy process of reattaching the axle shafts. Center bolt, park brake on, tighten, park brake off, rotate 180 degrees, park brake on, tighten, park brake off, repeat. I did that twice for each frik'n bolt to get it up to 60 foot lbs, then double checked to make sure I didn't miss one... drawn out, but had to be sure.
I thought some might be interested in hearing about my experience of pretending to be a mechanic… I’ve tinkered around with bolt on accessories and replaced the alternator a few weeks ago, but have never taken on anything serious.
Last weekend I dropped the transmission to replace everything in the bell housing, short of the flywheel. Long story short… 14 hours, lots of bruises, and $800 lighter in the pocket book, the clutch feels fantastic. Now for the long story…
When I bought the car last year, I had an independent pre purchase inspection done, and was told it was mechanically perfect. When I flew out and jumped in the car, the clutch felt REALLY heavy, but not experiencing a lot of Porsches and my buddy’s Porsche having a heavy clutch, I thought it was normal since the PPI came back clean. When I got back into town my friend Fier said that it was too heavy and I should get it checked out. I figured the PPI was done and it worked, so not to bother at this point.
This Spring I started hearing a squealing when the clutch was fully disengaged… release bearing. After a few weeks, I started hearing a creaking when actuating the clutch. A TSB said it was likely the shift release lever. I was coming up to the 45K on the ODO, so it was time to do the clutch too, as if felt like it was starting to slip. At this point, I gave in and started researching the job of pulling the transmission and replacing everything in the bell housing.
Parts from Sunset: $800 + $720 if I need a flywheel.
Estimated time: 10 to 12 hours
So, if I bought the parts (at double the cost of Sunset) and labor from the local dealership, that’s about $5000… a little steep for me.
I tracked down a shop manual and read the DIY sites and headed over to my friend's, Rennlister Kirk F. He’s done a LOT of work on his 964 Carrera 4 and I figured if there was any chance of pulling this off, I’d need his help.
It appeared to be a pretty straight forward process.
-up on 4 jack stands
-remove under body panels
-disconnect axel shafts, shift linkages, reverse sensor, clutch slave cylinder
-remove transmission braces and support tranny and engine
-remove 8 bolts connecting the transmission
-remove transmission
-replace shift release lever, release bearing, and other tidbits.
-remove pressure plate and clutch
-inspect flywheel and rear main engine seal, and replace if necessary
-replace pressure plate and clutch
-put it all back together.
In reality, it was 14 hours of hard work. The highlights included:
-hearing my buddy’s joints pop as he was hanging off the wrench to get the top bolt on the transmission to break loose.
-stripping the pressure plate bolt… thankfully a quick fix with my buddy’s air tools.
-seeing that the flywheel and RMS were in great shape.
-the ***** of the job getting the transmission apart from the engine, and then reattaching it.
-The lengthy process triple checking all of my torques.
-The frustration of realizing that the PPI SHOULD have caught the siezed release bearing IMHO
-The satisfaction of it actually working after all that work… and saving about $4200.
I snapped a couple of pics along the way…
Up up and away…
Underbody panels are off. Not as clean as the California car in the DIY site… but this is the real world
Removing clutch slave cylinder… I was *****’n about this having crappy access… that was before I started on the transmission bolts.
The SOB is out!
The source of the creaking… note the wear on the release lever.
A quick flex of the DMF… one stripped pressure plate bolt.
You only get one guess at which clutch is the new one.
New clutch and pressure plate installed.
The lengthy process of reattaching the axle shafts. Center bolt, park brake on, tighten, park brake off, rotate 180 degrees, park brake on, tighten, park brake off, repeat. I did that twice for each frik'n bolt to get it up to 60 foot lbs, then double checked to make sure I didn't miss one... drawn out, but had to be sure.
#7
09-02-2008 | 06:09 PM
Thread Starter
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Registered User
Joined: Jan 2008
Posts: 111
From: Winnipeg, MB
Rep Power: 21
Not nearly enough beer... wanted to keep my head straight through this, but managed to find time for a few.
One huge bruise on the knee from the transmission dropping. Fat lip from a dropped wrench. Wore mechanic gloves as often as possible, so the knuckles fared pretty well.
Nope... I don't want have look at that again, till I hit 90K miles. :P
One huge bruise on the knee from the transmission dropping. Fat lip from a dropped wrench. Wore mechanic gloves as often as possible, so the knuckles fared pretty well.
Nope... I don't want have look at that again, till I hit 90K miles. :P
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#8
09-02-2008 | 06:21 PM
Registered User
Joined: Apr 2007
Posts: 76
From: san mateo, ca
Rep Power: 21
Great job.
Recheck your torque setting on the axle shaft. Long extensions doesn't give a accurate torque reading. Did you have to 'bench press' the tranny onto your chest or did you use a tranny jack?
Recheck your torque setting on the axle shaft. Long extensions doesn't give a accurate torque reading. Did you have to 'bench press' the tranny onto your chest or did you use a tranny jack?
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