What the rebuild covers
A rebuild here is not a cleaning job with new gaskets. The gearbox is fully disassembled; every part is cleaned, inspected and measured. On that basis you receive a binding quote – and you decide how far the restoration should go. What to budget for is set out in our guide What does a Porsche gearbox rebuild cost?.
The scope includes:
Housing restoration
water blasting in our own workshop – residue-free cleaning without grit in oil galleries or bearing seats. As our speciality, magnesium pickling returns old magnesium housings to their original, slightly mottled factory finish. Plating, powder coating and painting are organised with proven partners.Bearing seats
inspection and measurement of every seat, machining of the housing, coated oversize bearings or shrink-fitting completely new bearing sleeves.Gear wheels and synchromesh
pressing in new dog-teeth engagement rings or replacing individual gear pairs. The factory only ever supplied these engagement rings together with a complete gear pair; we replace them individually with our own tooling – keeping your original gear pair.Ring and pinion
setting up the hypoid drive with original factory tooling – backlash, pinion depth and a final contact-pattern check.Shift mechanism and bearings
inspection and reconditioning of all needle, taper-roller, four-point and cylindrical-roller bearings, plus every shift sleeve, fork, rod and guide sleeve.
How to tell a rebuild is due
The typical signs — broken down by gearbox type — are covered in our guides: a howling final drive, hard shifting or crunching gears and an oil leak from the gearbox.
Which gearboxes we rebuild
From road classic to works racer: 356, 550 Spyder, 901, 902, 904, 906, 907, 908, 908/03, 910, 911, 914, 915, 916, 917, 930, 935, 956, 962, 964 and G50 – and beyond that, in principle every gearbox of an air-cooled engine. The conversion to RSR spray-oil cooling is part of the programme too. If your type is not listed, simply ask – each type has its own detail page – see the tiles below.
Motorsport-derived upgrades
Many of the improvements we offer come straight from racing – and can be carried out during the rebuild:
Limited-slip retrofit
clutch-type differential with fixed locking value on the ZF principle, including a fresh ring-and-pinion setup.Speedometer drive
conversion from mechanical to electronic – or back.Oil cooling and filtration
gearbox oil cooling and filtering, mechanical or electric.Spray-oil lubrication
as fitted at the factory to the 911 RSR, ST and 914/6 GT.Rotation-direction change
on 901 and 915 gearboxes for mid- or rear-engine conversions, with fresh setting of the ring and pinion.Uprated drive shafts
conversion to larger drive-shaft joints and strengthened shafts from our own production.
Ready-to-install gearboxes from stock
Alongside rebuilding your own unit, we keep rebuilt gearboxes in stock – ready to install and already run on the test bench. Your defective gearbox is welcome in part exchange. Finding out whether your type is currently in stock takes one phone call.
Also in stock for immediate delivery: complete top-quality final drives – ground teeth, numbered, with measurement report – for the 356, 901, 904, 906, 908, 908/03, 915, 916 and 917. The 356 final drive comes with a 12-hole mounting.
Also from stock: homologated gear pairs for the 901, 904, 906 and 908 including the Nürburgring ratio, ready-to-install complete gearboxes for the 904 and 906 – every fitted part available individually as a spare. In addition, we put together the 356 complete package for engine outputs of 110 to 150 hp.
Why here
The difference is manufacturing depth. We are not a gearbox service that orders parts and assembles them – we are a gear-cutting workshop with our own turning, gear-cutting and grinding machinery. When a bearing seat is worn or a gear wheel is no longer available, the rebuild does not stop here. It moves into production.