AfterSales Training. Drivetrain Repair Sports Cars P30G. 911 (996)/Boxster S (986) 6-Speed Manual Transmission

Transcription

1 AfterSales Training Drivetrain Repair Sports Cars 911 (996)/Boxster S (986) 6-Speed Manual Transmission P30G

2 Porsche AfterSales Training Student Name: Training Center Location: Instructor Name: Date: Important Notice:The contents of this AfterSales Training brochure was originally written by Porsche AG for its rest-of-world English speaking market. The electronic text and graphic files were then imported by Porsche Cars N.A, Inc. and edited for content. Some equipment and technical data listed in this publication may not be applicable for our market. Specifications are subject 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 to make changes without notice Porsche Cars North America, Inc. All Rights Reserved. Reproduction or translation in whole or in part is not permitted without 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 limitation the Porsche Crest, Porsche, Boxster, Carrera, Cayenne, Cayman TM, Tiptronic, VarioCam, PCM, 911, 4S, and the model numbers and distinctive shapes of Porsche s automobiles such as, the federally registered 911 automobile. The third party trademarks contained herein are the properties of their respective owners. Porsche Cars North America, Inc., believes the specifications to be correct at the time of printing. However, specifications, standard equipment and options are subject to change without notice. Part Number - PNA P30 G01 Edition - 4/07

3 Table of Contents Description Section Transmission Type Designations Six-Speed Transmissions G96.00/01/30/31, G Final Drive Setup Conversion Charts Drivetrain Repair Sports Cars 6-Speed

4 Drivetrain Repair Sports Cars 6-Speed

5 Transmission Type Designations Transmission Number Identification Digit: Example: G Transmission Type: Transmission Version: Index of Variants: Serial Number: 911, Boxster and Cayman Transmission Type Designations Since Model Year 1989 Model Transmission Technical Installed In Year Type Data 1989 G Speed M/T 911 Carrera - RoW G Speed M/T 911 Carrera - USA, Australia, Japan G Speed M/T 911 Carrera - Switzerland G Speed M/T 911 Turbo - World-Wide G Speed M/T 911 Carrera (964) - RoW, USA/Canada G Speed M/T 911 Carrera 4 (964) - Switzerland 1990 A Speed A/T 911 Carrera 2 (964) - RoW, USA/Canada G Speed M/T 911 Carrera 2 (964) - RoW, USA/Canada G Speed M/T 911 Carrera 2 (964) - Switzerland G Speed M/T 911 Carrera 4 (964) - RoW, USA/Canada G Speed M/T 911 Carrera 4 (964) - Switzerland 1991 A Speed A/T 911 Carrera 2 (964) - RoW, USA/Canada G Speed M/T 911 Carrera 2 (964) - RoW, USA/Canada G Speed M/T 911 Carrera 2 (964) - Switzerland G Speed M/T 911 Turbo (964) - World-Wide G Speed M/T 911 Carrera 4 (964) - RoW, USA/Canada G Speed M/T 911 Carrera 4 (964) - Switzerland 1992 A Speed A/T 911 Carrera 2 (964) - RoW A Speed A/T 911 Carrera 2 (964) - USA/Canada G Speed M/T 911 Carrera 2 (964) - RoW G Speed M/T 911 Carrera 2 (964) - Switzerland G Speed M/T 911 Carrera 2 (964) - USA/Canada G Speed M/T 911 Carrera 2 RS (964) - RoW G Speed M/T 911 Turbo (964) - World-Wide G Speed M/T 911 Carrera 4 (964) - RoW, USA/Canada G Speed M/T 911 Carrera 4 (964) - Switzerland G Speed M/T 911 Carrera 4 (964) - Taiwan Drivetrain Repair Sports Cars 6-Speed Page 1.1

6 Transmission Type Designations Model Transmission Technical Installed In Year Type Data 1993 A Speed A/T 911 Carrera 2 (964) - RoW A Speed A/T 911 Carrera 2 (964) - USA/Canada, Taiwan G Speed M/T 911 Carrera 2 (964) - RoW G Speed M/T 911 Carrera 2 (964) - Switzerland/Taiwan G Speed M/T 911 Carrera 2 (964) - USA/Canada G Speed M/T 911 Carrera 2 RS (964) - RoW G Speed M/T 911 Carrera 4 (964) - RoW, USA G Speed M/T 911 Carrera 4 (964) - Switzerland G Speed M/T 911 Carrera 4 (964) - Taiwan 1994 A Speed A/T 911 Carrera 2 (964) - RoW A Speed A/T 911 Carrera 2 (964) - USA/Canada, Taiwan G Speed M/T 911 Carrera 2 (964) - RoW G Speed M/T 911 Carrera 2 (964) - Switzerland/Taiwan G Speed M/T 911 Carrera 2 (964) - USA/Canada G Speed M/T 911 Carrera 2 RS (964) - RoW G Speed M/T 911 Turbo 3.6 (964) - World-Wide G Speed M/T 911 Carrera 4 (964) - RoW, USA G Speed M/T 911 Carrera 4 (964) - Switzerland G Speed M/T 911 Carrera 4 (964) - Taiwan 1995 A Speed A/T 911 Carrera 2 (993) - RoW A Speed A/T 911 Carrera 2 (993) - USA/Canada, Taiwan G Speed M/T 911 Carrera (993) - USA/Canada G Speed M/T 911 Carrera (993) - RoW 1996 A Speed A/T 911 Carrera 2 (993) - RoW A Speed A/T 911 Carrera 2 (993) - USA/Canada, Taiwan G Speed M/T 911 Carrera 2 (993) - USA/Canada G Speed M/T 911 Carrera 2 (993) - RoW G Speed M/T 911 Carrera 4 (993) - USA/Canada G Speed M/T 911 Carrera 4 (993) - RoW G Speed M/T 911 Turbo (993) - World-Wide 1997 A Speed A/T 911 Carrera 2 (993) - RoW A Speed A/T 911 Carrera 2 (993) - USA/Canada, Taiwan G Speed M/T 911 Carrera 2 (993) - RoW, USA/Canada G Speed M/T 911 Carrera 4 (993) - RoW, USA/Canada G Speed M/T 911 Turbo (993) - World-Wide A Speed A/T Boxster (986) G Speed M/T Boxster (986) 1998 A Speed A/T 911 Carrera 2 (993) - RoW A Speed A/T 911 Carrera 2 (993) - USA/Canada, Taiwan G Speed M/T 911 Carrera 2 (993) - RoW, USA/Canada G Speed M/T 911 Carrera 4/4S (993) - RoW, USA/Canada G Speed M/T 911 Turbo (993) - Taiwan G Speed M/T 911 Turbo (993) - RoW, USA/Canada A Speed A/T Boxster (986) G Speed M/T Boxster (986) Page 1.2 Drivetrain Repair Sports Cars 6-Speed

7 Transmission Type Designations Model Transmission Technical Installed In Year Type Data 1999 A Speed A/T Boxster (986) G Speed M/T Boxster (986) A Speed A/T 911 Carrera 2 (996) - RoW, USA/Canada A Speed A/T 911 Carrera 4 (996) - RoW, USA/Canada G Speed M/T 911 Carrera 2 (996) - RoW, USA/Canada G Speed M/T 911 Carrera 4 (996) - RoW, USA/Canada 2000 A Speed A/T Boxster (986) A Speed A/T Boxster S (986) G Speed M/T Boxster (986) G Speed M/T Boxster S (986) A Speed A/T 911 Carrera 2 (996) - RoW, USA/Canada A Speed A/T 911 Carrera 4 (996) - RoW, USA/Canada G Speed M/T 911 Carrera 2 (996) - RoW, USA/Canada G Speed M/T 911 Carrera 4 (996) - RoW, USA/Canada G Speed M/T 911 GT3 (996) - RoW 2001 A Speed A/T Boxster (986) A Speed A/T Boxster S (986) G Speed M/T Boxster (986) G Speed M/T Boxster S (986) A Speed A/T 911 Carrera 2 (996) - RoW, USA/Canada A Speed A/T 911 Carrera 4 (996) - RoW, USA/Canada G Speed M/T 911 Carrera 2 (996) - RoW, USA/Canada G Speed M/T 911 Carrera 4 (996) - RoW, USA/Canada G Speed M/T 911 Turbo (996) - World-Wide A Speed A/T 911 Turbo (996) - World-Wide G Speed M/T 911 GT2 (996) - World-Wide G Speed M/T 911 GT3 (996) - RoW 2002 A Speed A/T Boxster (986) A Speed A/T Boxster S (986) G Speed M/T Boxster (986) G Speed M/T Boxster S (986) A Speed A/T 911 Carrera 2 (996) - RoW, USA/Canada A Speed A/T 911 Carrera 4 (996) - RoW, USA/Canada G Speed M/T 911 Carrera 2 (996) - RoW, USA/Canada G Speed M/T 911 Carrera 4 (996) - RoW, USA/Canada G Speed M/T 911 Turbo (996) - World-Wide A Speed A/T 911 Turbo (996) - World-Wide G Speed M/T 911 GT2 (996) - World-Wide Drivetrain Repair Sports Cars 6-Speed Page 1.3

8 Transmission Type Designations Model Transmission Technical Installed In Year Type Data 2003 A Speed A/T Boxster (986) A Speed A/T Boxster S (986) G Speed M/T Boxster (986) G Speed M/T Boxster S (986) A Speed A/T 911 Carrera 2 (996) - RoW, USA/Canada A Speed A/T 911 Carrera 4 (996) - RoW, USA/Canada G Speed M/T 911 Carrera 2 (996) - RoW, USA/Canada G Speed M/T 911 Carrera 4 (996) - RoW, USA/Canada G Speed M/T 911 Turbo (996) - World-Wide A Speed A/T 911 Turbo (996) - World-Wide G Speed M/T 911 GT2 (996) - World-Wide 2004 A Speed A/T Boxster (986) A Speed A/T Boxster S (986) G Speed M/T Boxster (986) G Speed M/T Boxster S (986) A Speed A/T 911 Carrera 2 (996) - RoW, USA/Canada A Speed A/T 911 Carrera 4 (996) - RoW, USA/Canada G Speed M/T 911 Carrera 2 (996) - RoW, USA/Canada G Speed M/T 911 Carrera 4 (996) - RoW, USA/Canada G Speed M/T 911 Turbo (996) - World-Wide A Speed A/T 911 Turbo (996) - World-Wide G Speed M/T 911 GT2 (996) - World-Wide G Speed M/T 911 GT3 (996) - USA/Canada 2005 A Speed A/T Boxster (987) A Speed A/T Boxster S (987) G Speed M/T Boxster (987) G Speed M/T Boxster S (987) A Speed A/T 911 Carrera 2 (996) - RoW, USA/Canada A Speed A/T 911 Carrera 4 (996) - RoW, USA/Canada G Speed M/T 911 Carrera 2 (996) - RoW, USA/Canada G Speed M/T 911 Carrera 4 (996) - RoW, USA/Canada A Speed A/T 911 Carrera/S (997) - RoW, USA/Canada G Speed M/T 911 Carrera/S (997) - RoW, USA/Canada G Speed M/T 911 Turbo (996) - World-Wide A Speed A/T 911 Turbo (996) - World-Wide G Speed M/T 911 GT2 (996) - World-Wide G Speed M/T 911 GT3 (996) - USA/Canada 2006 A Speed A/T Boxster (987) A Speed A/T Boxster S (987) G Speed M/T Boxster (987) G Speed M/T Boxster S (987) A Speed A/T Cayman S (987) G Speed M/T Cayman S (987) A Speed A/T 911 Carrera 2/S (997) - RoW, USA/Canada G Speed M/T 911 Carrera 2/S (997) - RoW, USA/Canada A Speed A/T 911 Carrera 4/S (997) - RoW, USA/Canada G Speed M/T 911 Carrera 4/S (997) - RoW, USA/Canada Page 1.4 Drivetrain Repair Sports Cars 6-Speed

9 Transmission Type Designations Model Transmission Technical Installed In Year Type Data 2007 A Speed A/T Boxster (987) A Speed A/T Boxster S (987) G Speed M/T Boxster (987) G Speed M/T Boxster S (987) A Speed A/T Cayman (987) A Speed A/T Cayman S (987) G Speed M/T Cayman (987) G Speed M/T Cayman S (987) A Speed A/T 911 Carrera 2/S (997) - RoW, USA/Canada G Speed M/T 911 Carrera 2/S (997) - RoW, USA/Canada A Speed A/T 911 Carrera 4/S (997) - RoW, USA/Canada G Speed M/T 911 Carrera 4/S (997) - RoW, USA/Canada G Speed M/T 911 Turbo (997) - World-Wide A Speed A/T 911 Turbo (997) - World-Wide G Speed M/T 911 GT3 (997) - USA/Canada Drivetrain Repair Sports Cars 6-Speed Page 1.5

10 Transmission Type Designations Page 1.6 Drivetrain Repair Sports Cars 6-Speed

11 911 (996)/Boxster S (986) Transmission Subject Page General Information G Carrera 2 (996) Transmission G Carrera 2 (996)/G Boxster S (986) Transmission G Carrera 4 (996) Transmission G Carrera 4 (996) Transmission Transmission Cutouts Transmission Ratios Gears Synchronization Final Drive Limited-slip Differential Shifter Internal Shifting Transmission Housing Viscous Coupling Front Differential Drivetrain Repair Sports Cars 6-Speed Page 2.1

12 911 (996)/Boxster S (986) Transmission Notes: Page 2.2 Drivetrain Repair Sports Cars 6-Speed

13 911 (996)/Boxster S (986) Transmission Transmissions Transmission G Carrera 2 (996) General The 911 Carrera 2/4 (996) and Boxster S (986) (M.Y ) came equipped with a 6-speed Manual Transmission or optional Tiptronic automatic transmission. A completely new transmission was developed for use in the 911 Carrera (996) and subsequently the Boxster S (986). The most important development objectives were: One transmission variant worldwide Adaptation to the engine power Smooth shifting Reduction of transmission noise by means of ground gearwheels and cable shifting Manual Transmission Types: The 6th gear has been configured to allow the maximum possible vehicle speed to be reached. The relatively short 1st gear relieves the load placed on the clutch when the vehicle moves off and also ensures a favorable crawling speed. The reverse gear has been considerably shortened. 911 Carrera 2 (996) G96.00 M.Y G96.01 M.Y Carrera 4/4S (996) G96.30 M.Y, G96.31 M.Y, Boxster S (986) G This section describes the manual transmission for the 911 Carrera/4 (996). The 6-speed transmission for the Boxster S (986) M.Y is identical except for the installation position of the ring gear. Drivetrain Repair Sports Cars 6-Speed Page 2.3

14 911 (996)/Boxster S (986) Transmission Transmission G Carrera 2 (996) & G Boxster S (986) Transmission G Carrera 4 (996) Additional 3rd Bearing on Input Shaft, See Arrow 911 Carrera 4 (996) Driveline Configuration The manual transmission for the rear wheel drive vehicle and the four-wheel drive vehicle is based on the previous 911 (993) generation transmission. The manual transmission has been adapted to the higher engine torque of the l engine with the dimensions and transmission ratios remaining unchanged. The necessary higher dynamic strength of the components has been achieved through the use of higher alloy steels and precision shot blasting at the pinion shafts. The aluminum die-cast housing has been further optimized with regard to acoustics and vibration and has been adapted to the new installation position due to the standardization of the transmission mounts (manual and Tiptronic). Power is transmitted to the front axle from the transmission via a single-piece drive shaft and a central shaft to the viscous multi-disc clutch integrated in the front-axle final drive. The advantages of this concept-drive shaft plus central shaft are the reduced weight and the increased ease of repair. For example, after the drive shaft has been removed, it is then possible to remove the transmission without the engine. The efficiency has been improved by reducing the drag factor through decreased preloading on the tapered roller bearings. For vibration reasons, the input shaft has been converted from a 2-bearing to a 3-bearing arrangement (see arrow). Improved transmission cooling through directed air flow in the underbody of the vehicle, an open ventilator with labyrinth sealing and waxed sealing rings completes the optimization. As a standard feature, the new 911 Carrera 4 (996) is fitted with a six-speed manual transmission. This transmission was redesigned for the 911 Carrera 4 with cable shifting and both units are largely identical. The drive shaft has been extended towards the front for the all-wheel drive of the front axle. The shaft emerges through an additional opening in the front section of the transmission housing and drives the front axle via a single piece drive shaft and a central shaft. Page 2.4 Drivetrain Repair Sports Cars 6-Speed

15 911 (996)/Boxster S (986) Transmission Transmission G Carrera 4 (996) Notes: Additional 3rd Bearing on Input Shaft, See Arrow The manual transmission for the rear wheel drive vehicle and the four-wheel drive vehicle is based on the previous 911 (993) generation transmission. The manual transmission has been adapted to the higher engine torque of the 3.6 l engine with the dimensions and transmission ratios remaining unchanged. The necessary higher dynamic strength of the components has been achieved through the use of higher alloy steels and precision shot blasting at the pinion shafts. The aluminum die-cast housing has been further optimized with regard to acoustics and vibration and has been adapted to the new installation position due to the standardization of the transmission mounts (manual and Tiptronic). The efficiency has been improved by reducing the drag factor through decreased preloading on the tapered roller bearings. For vibration reasons, the input shaft has been converted from a 2-bearing to a 3-bearing arrangement (see arrow). Improved transmission cooling through directed air flow in the underbody of the vehicle, an open ventilator with labyrinth sealing and waxed sealing rings completes the optimization. Drivetrain Repair Sports Cars 6-Speed Page 2.5

16 911 (996)/Boxster S (986) Transmission G96.00 Transmission Cutout G96.01/G86.20 Transmission Cutout Page 2.6 Drivetrain Repair Sports Cars 6-Speed

17 911 (996)/Boxster S (986) Transmission G96.30 Transmission Cutout G96.31 Transmission Cutout Drivetrain Repair Sports Cars 6-Speed Page 2.7

18 911 (996)/Boxster S (986) Transmission Transmission Ratios 911 Carrera 2/4 (996) G96.00/30 Transmission Ratios Boxster S (986) G86.20 \ Gear Versus Road Speed Graph Gear Versus Road Speed Graph Transmission Ratios 911 Carrera 2/4 (996) G96.01/31 Gear Versus Road Speed Graph G96.00/30 & G86.20 Transmission Ratio Z1 Z2 iz ia itot V1000 V6000 Z2:Z1 iz:ia km/h km/h 1st Gear nd Gear rd Gear th Gear th Gear th Gear Rev. Gear Z1 = Number of teeth in 1st gearwheel in power flow of corresponding gear Z2 = Number of teeth in 2nd gearwheel in power flow of corresponding gear iz = Transmission ratio ia = Final drive ratio V1000 = Calculated vehicle speed at 1,000 rpm engine speed V6000 = Calculated vehicle speed at 6,000 rpm engine speed With 225/40 ZR 17 rear tires, rolling circumference 1,940 mm, (rdyn % - 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 tolerance of the tires, change of rolling radius, wear, and slip of tires have not been taken into consideration. Page 2.8 Drivetrain Repair Sports Cars 6-Speed

19 911 (996)/Boxster S (986) Transmission Gear Sets The transmission is a two-shaft transmission with an overhead drive shaft and hypoid drive assembly. The loose and fixed gearwheels of all forward gears have been ground and honed to reduce noise to a minimum. The shifting gearwheel for the reverse gear has been shaved. Pairing of the gearwheels was not necessary. All loose gearwheels have needle roller bearings. The fixed gearwheels for the reverse gear, 1st gear, and 2nd gear form part of the input shaft. The distance between the axles of the input and output shafts is 87 mm. The reverse gear is synchronized and can therefore be smoothly engaged even when the vehicle is coasting slowly forwards. Bearing Method The input and output shafts are mounted radially and axially in the transmission case by means of sealed double angular contact ball bearings. The output shaft is mounted in the transmission case cover by means of cylindrical roller bearings and the input shaft is mounted using a roller 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: Gear Sets Reverse Gear Components The reverse gear is located in the transmission case cover. The intermediate gearwheel of the reverse gear (1) is mounted on a pin (2) by means of 2 needle-roller assemblies and secured in place with the bearing block (3). The pin is inserted in the transmission case cover and is supported at the transmission case cover by means of the bearing block (3). The pin is held and secured by a bolt screwed in from the transmission case cover (arrow). Drivetrain Repair Sports Cars 6-Speed Page 2.9

20 911 (996)/Boxster S (986) Transmission Synchronization, 1st/2nd Gear As with the 911 Carrera (993), the G 96 transmission has double cone synchronization for 1st and 2nd gear. The major advantage of this synchronization is that the shifting forces are reduced by approx % compared to single cone synchronization. Functioning Gear Retention Gear retention is achieved by beveling the clutch body toothing and shift sleeve toothing. When the torque is transmitted, the beveled surfaces of the shifting sleeve and the clutch body are pressed against each other so that the shifting sleeve is moved to the clutch body or loose gearwheel. Final Drive Ring and Pinion The synchronizing ring (2) and friction ring (3) rotate at the same speed as the guide sleeve (4) and shift sleeve (5) irrespective of the vehicle speed (drive shaft). The loose gearwheel 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 ring at the around the outside diameter and between the friction ring and tapered ring around the inside diameter. This moment of friction decelerates (1-2 shifting) or accelerates (2-1 shifting) all parts rotating at the same speed 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 is identical to single cone synchronization. The synchronizing rings for gears 3-6 are identical and have a molybdenum coating. The synchronizing ring for the reverse gear is not coated. The drive set is a hypoid drive. This means that the center axis of the crown wheel is 12 mm above the center axis of the drive shaft. Hypoid drives can (with the same crown wheel size) transmit relatively high torques since the teeth of the drive shaft have designed to be more robust. In addition, the modified crown wheel bearing can be used at lower diffraction angles along the drive shafts. The drive shaft and crown wheel are toothed using the Oerlikon method. The drive shaft has been hollow-drilled to reduce weight. The diameter of the crown wheel is 196 mm. The adjusting dimension E is 65 mm. Limited-slip Differential As standard equipment, the 911 Carrera 4 (996) has a Porsche Stability Management (PSM). A mechanical limited-slip differential would have a detrimental effect on the functioning of the PSM. The 911 Carrera 4 (996) cannot be equipped with a mechanical limited-slip differential. Lubrication The transmission is filled with 2.7 l of Shell Transaxle Oil. The oil change interval is 100,000 miles. It is also approved to use Mobil oil (Mobilupe PTX). Page 2.10 Drivetrain Repair Sports Cars 6-Speed

21 911 (996)/Boxster S (986) Transmission Gear Shifting Notes: The six forward gears and the reverse gear are arranged in four shift gates. The 6th gear is located at the bottom right of the shifting pattern. A newly developed cable shift is used. This prevents assembly movement and vibrations from being transmitted to the gear-shift lever. In contrast to the previously used gear-shift linkage, a shift and selector cable (which can be subject to tensile and compressive loads) form the connection between the gear-shift lever and the transmission. The advantages of this system are the small space requirements, the low weight, and especially the effective prevention of assembly movement and vibration being transmitted to the gear-shift lever without detrimentally affecting the precise shifting behavior. Drivetrain Repair Sports Cars 6-Speed Page 2.11

22 911 (996)/Boxster S (986) Transmission Functioning Gear Detent A central gear detent is provided by the internal mechanism (7). Each individual shift rod is also arrested by separate springs and balls (9). Selector Lever The selector cable is connected to the selector lever shaft (1) to allow preselection of the gear level. The longitudinal movement is converted into rotary movement via an angle drive (2). This causes the internal shift rod (3) inserted in the angle drive and the internal shift finger (4) attached to the rod to rotate. As a result, the internal shift finger catches the corresponding shift rod. The gear levels are arrested with the cam (5). Shift Interlock A moving locking plate (10) is attached to the transmission housing to ensure that only one gear can be engaged at any one time. This plate is designed such that, when one shift rod is moved, all others are locked. External Shift Lever The shift cable is connected to the external shift lever (6) to allow the gear to be engaged. The external shift lever is in turn connected to an internal mechanism (7) which engages in a shift shaft (8) which causes the respective shift fork to be moved. External Shift Lever The external shift lever attached to the transmission has two weights to increase mass inertia and to prevent vibrations. Page 2.12 Drivetrain Repair Sports Cars 6-Speed

23 911 (996)/Boxster S (986) Transmission Transmission Housing Notes: Since the transmission case has two bearing points, it is formed from two parts. The case parts are produced from the aluminum alloy GD-AL-Si9Cu3 using the die-cast technique. Drivetrain Repair Sports Cars 6-Speed Page 2.13

24 911 (996)/Boxster S (986) Transmission Viscous Multi-disc Clutch 911 Carrera 4 (996) In order to prevent high temperatures at the viscous multidisc clutch, the unit has been integrated in the front-axle final drive. No additional space in the manual or Tiptronic transmission has had to be provided as a result of this measure. However, since tire slippage exists whenever drive torque is transmitted, it is possible to speak of a permanent allwheel drive with variable torque distribution to the front axle of approx. 5-40%. 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 a further improvement with regard to traction. The internal toothing has been modified in order to prevent confusion between the new and old viscous clutches. Functioning Viscous Clutch The housing (1) (connected to the drive shaft of the frontaxle final drive) is supported by plain bearings in the hub (2) (connected to the central shaft) and the interior is sealed with sealing rings. The viscous multi-disc clutch is filled with a precisely defined quantity of high-viscosity silicon oil. The clutch is sealed which means that it is not possible to add more silicon oil or check the oil level. If there is a speed differential between the outer and inner discs, a torque is transmitted from the fast to the slow rotating side due to the internal fluid friction. The discs are fully separated by the oil so that they are not subjected to abrasion or wear. Since distribution occurs according to the difference between the traction slippage at the front and traction slippage at the rear wheels and to the resulting speed differential, a variable torque distribution exists, i.e. the distribution adapts to the given requirements. Page 2.14 Drivetrain Repair Sports Cars 6-Speed

25 911 (996)/Boxster S (986) Transmission Front Axle Differential (Z96/00) 911 Carrera 4 (996) Notes: The axle is driven via a spiral bevel gear which is ground and lapped to narrow the production tolerances. To reduce drag losses, grooved ball bearings (1) are used in the differential gear instead of tapered roller bearings. A hole with M8 thread (2) is drilled into the side cover of the differential. This is required to allow noise measurements to be carried out during production and can be disregarded by Service personnel. There is a bleeder hole (3) in the underside of the long-neck tube. This hole should not be sealed. The discharge of transmission oil from this hole indicates that the sealing ring (4) is damaged. The frontaxle final drive is filled with Shell Transaxle Oil 75W90. Performance Test Performance tests should only be carried out on four-roller test stands with speed decoupling. If testing is performed on two-roller test stands, the propeller shaft must first be removed. Drivetrain Repair Sports Cars 6-Speed Page 2.15

26 911 (996)/Boxster S (986) Transmission Notes: Page 2.16 Drivetrain Repair Sports Cars 6-Speed

27 Final Drive Setup Subject Page Required Tools Adjusting Overview Determining Total Shim Thickness S1 & S Determining Total Shim Thickness S3 & S Dividing Total Shim Thickness S3 + S4 into S3 & S Determining Total Shim Thickness S Dividing Total Shim Thickness S1 + S2 into S1 & S Checking Circumferential Backlash Drivetrain Repair Sports Cars 6-Speed Page 3.1

28 Final Drive Setup Notes: Page 3.2 Drivetrain Repair Sports Cars 6-Speed

29 Final Drive Setup Adjusting Final Drive Required Tools Adjustment Overview When carrying out assembly work on the final drive, readjustment of the ring and pinion or drive set is necessary only if parts are being replaced which directly influence the adjustment of the final drive. In order to avoid unnecessary adjustment work, follow the following table: Key Description Tool Number A Measuring mandrel VW 385/1 B Centering sleeve 9109 C Universal master gauge VW 385/30 D Digital depth gauge Commercially available E 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 available O Measuring device 9694/8 Adjusting Shims Replaced Parts to be Determined Transmission housing S1, S2, S3, S4, S5, S6 Differential S1, S2 Taper roller bearing for the differential S1, S2 Cover for final drive S1, S2 Drive set S1, S2, S3, S4, S5 Angular-contact ball bearing for output shaft S3, S4, S5 Angular-contact ball bearing for drive shaft S6 Sequence of Adjustment Operations General Information Careful adjustment of the ring and pinion are crucial to the service life and smooth running of the final drive. Therefore, ring and pinions are paired with each other early in the production process and are checked by special machines to ensure a good contact pattern. 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. Drivetrain Repair Sports Cars 6-Speed Page 3.3

30 Final Drive Setup Preliminary Work 1. Remove transmission. See Workshop Manual > Installing and removing transmission G96.00/01 2. Drain transmission oil. See Workshop Manual > Changing transmission oil 3. Disassemble the transmission. See Workshop Manual > Disassembling and assembling transmission Determining Total Shim Thickness S1 + S2 Note! > The output shaft must be removed in order to determine the total shim thickness S1 + S2. > Before beginning adjustment and measuring work, the sealing surfaces of the transmission housing and cover must be cleaned carefully. 5. Place the final dimension plate, 50 mm VW 385/17 on the differential, fit dial gauge holder VW 387 and clamp dial gauge. 6. Turn the differential several times at the adjustment device VW 521/4 and set the dial gauge with 2 mm pretension to Insert adjusting shims S1 and S2 with a thickness of 1.5 mm each under the taper roller bearing and fit the taper roller bearing. 2. Insert differential in transmission housing. 3. Fit transmission cover without a shaft sealing ring and screw in screws. Tightening torque: 19 ftlb (25 Nm) 7. Press the differential towards the transmission cover at the adjustment device VW 521/4 and read off the play on the dial gauge. Example: 1.00 mm 8. The total thickness of shims S1+S2 is calculated from the total of the already inserted shims plus the measured value plus the specified bearing pretension of the taper roller bearing. 4. Fit the adjustment device VW 521/4 and bushing 9145 in the differential. Example: 3.00 mm mm mm = 4.20 mm = S1 + S2 Note! The pretension of the taper roller bearing in this transmission is always 0.20 mm. Page 3.4 Drivetrain Repair Sports Cars 6-Speed

31 Final Drive Setup Determining Total Shim Thickness S3 + S4 Note! 4. Use a digital depth gauge to measure the depth of the bearing bore. To do this, measure the depth at three different positions and work out the mean value. The bearing pretension v1 for this bearing is always 0.20 mm Example: 1. Insert angular-contact ball bearing into the measuring device 9694/8 (sides B facing the bearing) and tighten the screw. Tightening torque: 7.5 ftlb. (10 Nm) 2. Measure dimension h1 between the turned groove and outer bearing ring using a micrometer. Measurement 1: mm Measurement 2: mm Measurement 3: mm Depth of bore T1 = mm mm mm = mm/ 3 = mm Notes: 3. Take a measurement at each cut-out of the measuring device 9694/8 and find the mean value. Measurement 1: mm Measurement 2: mm Measurement 3: mm Bearing height h1 = mm mm mm = mm/ 3 = mm Drivetrain Repair Sports Cars 6-Speed Page 3.5

32 Final Drive Setup 5. Use a digital depth gauge to measure the depth of the turned groove in the tensioning plate. To do this, measure the depth at three different positions and work out the mean value. Dividing Total Shim Thickness S3 + S4 into S3 & S4 1. Fit angular-contact ball bearing on output shaft. See Workshop Manual > Disassembling and assembling transmission 2. Insert output shaft with angular-contact ball bearing with adjusting shim S3 = 1.00 mm (empirical value) into transmission housing. See Workshop Manual > Disassembling and assembling transmission Example: Measurement 1: mm Measurement 2: mm Measurement 3: mm Depth of groove t1 = 1.76 mm mm mm = 5.28 mm/ 3 = 1.76 mm 3. Work out the provisional shim thickness S4 using the value (S3 + S4) calculated in the previous section. Example: S4 = 1.94 mm mm = 0.94 mm 0.95 mm 4. Insert adjusting shim S4 into tensioning plate and secure tensioning plate bolts in the correct sequence. The total shim thickness S3 + S4 is determined as follows: (S3 + S4) = h1 + v1 + t1 - T1 Example: h1 = mm v1 = 0.20 mm t1 = 1.76 mm T1 = mm (S3 + S4) = mm mm mm mm = 1.94 mm Tightening sequence for tensioning plate bolts. Tightening torque: 24 ftlb. (32 Nm.) 5. Set the setting collar on special tool measuring mandrel VW 385/1 to the dimension a (approx. 60 mm). Since the adjusting shims are only available in increments of 0.05 mm, the value must be rounded off accordingly. (S3 + S4) = 1.95 mm Page 3.6 Drivetrain Repair Sports Cars 6-Speed

33 Final Drive Setup 6. Complete the measuring mandrel as shown in the illustration. 13. Turn the measuring mandrel carefully back and forth until 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 pinion head. 14. Read off the deviation from the specified adjusting value E. If the deviation is greater than 0.04 mm, an adjustment is required. Example: 0.10 mm 7. Read off the installation dimension E from the crown wheel. Example: E = mm 8. Set the installation dimension E on special tool universal master gauge VW 385/30 and set the dial gauge to 0 with 2 mm pretension. Note! The transmission must be allowed to cool down completely before starting to insert measuring devices. 9. Place special tool final-dimension plate VW 385/33 on the pinion head of the output shaft. 10. Insert the measuring mandrel as shown in the illustration. Note! So in the example, the actual value of the adjusting dimension E would not be but rather mm. 15. In order to achieve the required adjusting dimension E, the adjusting shim S3 must be adjusted by the measured value. Example: New shim thickness S3 = 0.90 mm 16. In order to adjust the altered washer S3, washer S4 must be altered in the opposite direction by the determined value. Example: S4 = 1.05 mm (increase by 0.10 mm) 17. When the shims S3 and S4 have been corrected appropriately and inserted, the adjusting dimension E should be checked again. Notes: 11. Place the side transmission cover in position without an O-ring and pull downwards with screws. Do not use force. Tightening torque: 19 ftlb. (26 Nm) 12. Press taper roller bearing with the centering screw over the spindle into the bearing shells. It should just be possible to turn the measuring mandrel by hand. Drivetrain Repair Sports Cars 6-Speed Page 3.7

34 Final Drive Setup Determining Shim Thickness S5 The thickness of the adjusting shim S5 is calculated from the thickness of the bearing bore T1, the thickness of adjusting shim S3, the bearing height h1 and the specified distance between the transmission front face and the front face of the hub of fixed gear wheel for 4th gear (2 mm) S5 = T S3 - h1 Example: h1 = mm S3 = 0.90 mm T1 = mm 3. Take a measurement at each cut-out of the measuring device 9694/8 and find the mean value. Measurement 1: mm Measurement 2: mm Measurement 3: mm Bearing height h2 = mm mm mm = mm/ 3 = mm 4. Use a digital depth gauge to measure the depth of the bearing bore. To do this, measure the depth at three different positions and work out the mean value. S5 = mm + 2 mm mm mm = 1.12 mm Determining Shim Thickness S6 Note! The transmission The bearing pretension v2 for this bearing is always 0.10 mm 1. Insert angular-contact ball bearing into the measuring device 9694/8 (sides A facing the bearing) and tighten the screw. Example: Measurement 1: mm Measurement 2: mm Measurement 3: mm Depth of bore T2 = mm mm mm = mm/ 3 = mm The adjusting shim thickness S6 is determined as follows: Tightening torque: 7.5 ftlb. (10 Nm) 2. Measure dimension h2 between the outer bearing rings using a micrometer. S6 = T2 - h2 + v2 Example: h2 = mm v2 = 0.10 mm T2 = mm S6 = mm mm mm = 0.45 mm Page 3.8 Drivetrain Repair Sports Cars 6-Speed

35 Final Drive Setup Dividing The Total Shim Thickness S1 + S2 into S1 and S2 3. Insert adjusting shim S4 into the tensioning plate and secure tensioning plate screws in the correct sequence. Note! In order to gain as precise a setting of the backlash as possible at this point, the total adjusting shim thickness S1 + S2 must be divided equally. Example: Shim thickness S1 = 4.20 mm/2 = 2.1 mm Example: Shim thickness S2 = 4.20 mm/2 = 2.1 mm Note! As the adjusting shims are available in thicknesses from 1.5 to 2.8 mm in increments of 0.05 mm, the calculated result may have to be rounded off. However, the total of the shim thicknesses S1 + S2 must not be changed. To determine the thickness, measure the adjusting shims at several positions using a micrometer. Also check the shims for burrs and signs of damage. 1. Remove the differential and pull off both taper roller bearings. 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 Tightening sequence for tensioning plate bolts. Tightening torque: 24 ftlb. (32 Nm) 4. Assemble differential and insert it into the transmission housing. See Workshop Manual > Disassembling and assembling differential 5. Place the side transmission cover in position without an O-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 present when tightening the bolts. The drive pinion must not jam under any circumstances. Notes: 2. Insert output shaft with angular-contact ball bearing with adjusting shim S3 into the transmission housing. See Workshop Manual > Disassembling and assembling transmission Drivetrain Repair Sports Cars 6-Speed Page 3.9

36 Final Drive Setup 6. Screw in special tool gauge plunger VW 388 with special tool adjustment device VW 521/4 and set the lever length to 68 mm -a-. Notes: 7. Insert special tool adjustment device VW 521/4 into the differential with special tool bushing 9145 and clamp tight. 8. Turn the differential several times in both directions so that the taper roller bearings can settle. 9. Fit special tool dial gauge holder VW 387 with dial gauge in such a way that a right angle is formed between the dial gauge axis and the special tool gauge plunger VW 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 circumferential backlash. 12. This measurement should be performed a further three times. The ring gear must be turned 90 before every measurement. The difference between the four measurements must not exceed 0.03 mm. Furthermore, none of the measurements may deviate by more than 0.04 mm from the circumferential backlash noted on the ring gear. If any one of the specified dimensions is not correct, the adjusting shims S1 and S2 must be replaced again. Note! The total shim thickness S1 + S2 must not be changed. Page 3.10 Drivetrain Repair Sports Cars 6-Speed

37 Conversion Charts Temperature Conversion Metric Conversion Formulas INCH X 25.4 = MM MM X.0394 = INCH MILE X = KILOMETER(KM) KM(KILOMETER) X.621 = MILE OUNCE X = GRAM GRAM X.0352 = OUNCE POUND(lb) X.454 = KILOGRAM(kg) kg(kilogram) X = lb(pound) CUBIC INCH X = CUBIC CENTIMETER(cc) cc(cubic CENTIMETER)..... X.061 = CUBIC INCH FOOTPOUND(ft lb)..... X = 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 = 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 = BAR GALLON X = LITER LITER X.2642 = GALLON FAHRENHEIT = CELSIUS CELSIUS X = FAHRENHEIT Drivetrain Repair Sports Cars 6-Speed Page 4.1

38 Conversion Charts Notes: Page 4.2 Drivetrain Repair Sports Cars 6-Speed

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40 Part Number - PNA P30 G01