LSA Supercharged 86 Porsche 944

The 968 uses a O1E Getrag 6 speed trans. It is a G44/00...I wonder what the difference is?

cool

ryan08 wrote:The 968 uses a O1E Getrag 6 speed trans. It is a G44/00...I wonder what the difference is?

Internally they are virtually identical. Main difference internally is the Audi 01E has higher gear ratios. Externally the 968 trans is a direct bolt up to the 944, where as the Audi version has to be adapted.
I'm having a 968 trans built now with the Audi internals. Will still accelerate hard in the lower gears and will cruise at about 2200 rpm at 80 mph.

What is the max hp that something like that could handle?

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Anyone know size comparison wise how much larger a graziano is than the factory units? Recently saw one swapped into a cayman so was curious.

What year and model Audi?

mvallee wrote:What year and model Audi?

This is the place that does the Audi gear swaps. [You must be registered and logged in to see this link.]

I think it's on his website as to what model Audi it is.

Sorry, been busy at work and focusing on bodywork for the past month or so to get the Porsche prepped for final paint. After finishing up the engine tune, I decided to put the 01E to the test and it handles the LSA's power output without a hitch. When the performance clutch and engine are nice a warm, I can actually start in 2nd gear and skip shift into 5th or even 6th. 1st gear is essentially only good for getting the car rolling. I don't think the 01E I purchased was actually from an Audi S4 as the gear ratios don't seem to match up to what I have researched. I think the S4s came with a taller gear as opposed to similar gearboxes that went into other Audi and VW platforms. I could be wrong though. For those of you looking to do the swap, pay close attention to the number tag on the transmission to see what the gears are. I bought mine based off the eBay description and the price. I will upload a video to show the RPMs vs Speed and post a link on here for those interested. All in all, I couldn't be more pleased with how it all turned out.

Can you share any more side profile shots of how high above the hood the supercharger sits?

Here are some side pics. When I first planned this build out, I really didn't think it would be so tall...but it is. That's one reason I went with a shaker style hood, plus at speed my full boost IAT is around 100 deg. with the outside air helping to keep the lid cool. [You must be registered and logged in to see this image.]

Thanks for posting those!  Looks like you tied it in pretty well.  Could you toss up a whole side view of the car?  Just trying to get a feel for how it looks with the body lines.  Debating about going with an LT4 which is why I ask.  This is the only other similar example I've been able to find.

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There are the pics. I still haven't put the new bridge spoiler or rear valance on yet but atleast you get an idea of how tall the blower sits. On another note, I need to pull the 01E due to a drive line vibration between 2300-2900 RPMs. I think it is due to the coupler I made to match the torque shaft to the trans input shaft. I thought it was a little bit of square but when we put it on the balance machine and spun it, it seemed ok at the time. Upon further inspection, I noticed a few bolts that were meant to screw into the machined slot on the torque shaft to keep everything from sliding forward/back had begun to back out. The coupler may be thrown out of balance the further out those bolts slip out. So, I'm rethinking a new design and will post pics on here upon completion. I could still probly use the first design after Loctite'ing the bolts in place but I think I can do it better. Plus, with the trans out, I'm going to change out the 3 torque tube bearings and install 4 new ones for added stability. Give me a week or two to machine the new piece and check here for pics if any of you are interested.

4lo wrote:Thanks for posting those!  Looks like you tied it in pretty well.  Could you toss up a whole side view of the car?  Just trying to get a feel for how it looks with the body lines.  Debating about going with an LT4 which is why I ask.  This is the only other similar example I've been able to find.

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LT4 blower is not nearly as tall as the LSA blower I believe, would still require the hood to be modified, but not as much. LT5 is more on the scale of the LSA.

I've seen a lot of talk about the 01E fitting the 944, but I don't think I've seen someone do it. How did the shifter linkage work out for you? How did you make the coupling for the torque tube to input shaft?

I wonder if the shorter 968 CV axle would work as well as the custom one?

superman22x wrote:
LT4 blower is not nearly as tall as the LSA blower I believe, would still require the hood to be modified, but not as much.  LT5 is more on the scale of the LSA.  

That's the reasoning I was leaning towards the LT4. Was curious how proud the LSA sat from the hood though as reference.

superman22x wrote:I've seen a lot of talk about the 01E fitting the 944, but I don't think I've seen someone do it.  How did the shifter linkage work out for you?  How did you make the coupling for the torque tube to input shaft?  

I wonder if the shorter 968 CV axle would work as well as the custom one?  

I know the 01E fits because I've been driving my 944 with 01E 6-speeds for a few months now. I have access to a machine shop so that is how I made the coupler. Ordered some DOM steel tube and turned it on a lathe to allow for half of the 944 coupler to press fit in one end and welded; and the center spline of a 01E clutch disc to press fit and bolt to the new coupler on the other end. I welded both ends on my 1st coupler design but decided to bolt the clutch spline to the new coupler I'm making next week. This is because there is more spline on the 944 end than the 01E end so it makes it seem the weak point would be the actual splines on the 01E end. By bolting it instead of welding it leaves me with an option of repairing it in the event I strip the 01E splines. As with my first design, both couplers are balanced to about 8000 RPMs. As for the shift linkage? Shift cables from a custom/fab gear shift/box to a custom fab mechanism attached to the 01E. I can post designs of how I did it but I'm sure there are many ways to get it to work. I used the 944 axle flange shafts instead of the 01E. You have several option here;1) make an adapter for the 944 axles to mount to the 01E flange; 2) take about 1/4 in. off the shaft end of the 944 flanges so they are fully seated into the trans; 3) add a new flange shaft seal to allow for better seal of the shaft into the trans to prevent leaking. I opted for option 3 and it works great thus far. This allowed me to re-use the passenger axle and only have to order a new custom driver side axle due to the difference in with between the 01E and 944 trans. As a said in a previous post, I'll post a pic of the 2nd coupler design after I machine it to give you all an idea. I attempted for several months to simply have someone cut the matching splines directly into a steel tube but no machine could cut the metric threads for me. I heading to Italy for a few years in the next month or so and will search in Europe for a machinist that could get it done for me. I'll post the info on here if I can get it done for others who want to simplify to 01E transplant.

4lo wrote:

superman22x wrote:
LT4 blower is not nearly as tall as the LSA blower I believe, would still require the hood to be modified, but not as much.  LT5 is more on the scale of the LSA.  

That's the reasoning I was leaning towards the LT4.  Was curious how proud the LSA sat from the hood though as reference.

One thing you need to take into account (that I failed to do initially) is the extra space needed for the TB, intake pipe routing, intercoolers, intercooler water routing/fill points. The fill point of your liquid cooled blower is supposed to be the highest point of the system. I the blower is the highest point it may lead to inadequate cooling due to air pockets. Additionally, I needed to take such a radical approach to my hood fitment due to where my TB and air inlet pipe sit in the engine bay, not so much due to the blower height. A simple cowl hood would have sufficed to cover the blower but the TB and air intake sit right behind the hood latch which forced me to design that extreme angle at the front of the hood. My initial thoughts were similar to those pics you posted with the cowl, those are nice lines. The LT4 blower sits much lower but the TB still sits at about the same position as the LSA. I can send you some pics of what I ended up doing to make it fit. Hopefully you can take my plan and make it better as I was forced to do alot of these fitment modifications after I installed the LSA. Pre-planning on my part would have made things alot easier on me. Good luck on your build.

Thanks for all the great info!

Awesome. That is good info to have! I have made an adapter like that before, seems like it might be the easiest way to do it. On the same project we had a company called Liberty Gears make us a custom adapter as well, they were able to cut metric splines. I thought when it comes to involute splines, English units might still be the standard. At the end of the day, it's still a 30* pressure angle and 23 splines. Liberty did blind hole metric splines for us if I remember right.

superman22x wrote:Awesome. That is good info to have!  I have made an adapter like that before, seems like it might be the easiest way to do it.  On the same project we had a company called Liberty Gears make us a custom adapter as well, they were able to cut metric splines.  I thought when it comes to involute splines, English units might still be the standard.  At the end of the day, it's still a 30* pressure angle and 23 splines.  Liberty did blind hole metric splines for us if I remember right.  

Is that the same Libery's Gears up in Township, MI? I would still be interested in a place that could cut the internal metric splines here in the U.S., whether for future projects or if my DIY adapter fails down the road. Was your adapter made to mate the 944 shaft to the 01E trans?

Yup, liberty gears here in MI. They can harden, shot peen, and cryo treat as well.

I actually had a specialty shaft made to mate an electric motor behind a 5.3 GM engine. Part of a hybrid vehicle project in college.

I have gotten my own 01E as well now, this was the encouragement I needed.  I was working on fitting it, and noticed that the top two bolts on the bell housing of the 944 trans have alignment sleeves.  On the passenger side, the 01e is machined for one of these, but the driver side will need a custom made piece.  I didn't notice you mentioning that, if you don't have it, it could be the source of your vibrations.  

Picture attached for reference:
Link attached as well for full size. It's the one on the right side of this picture.
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I don't recall having any issues with the alignment sleeves as the trans fitted right up to the 944 housing pretty snug. I only remember the one sleeve on the pass side but I could be wrong and there is no way in hell I'm gonna pull that trans out any time soon to check. My vibrations went away. My issue had to do with my trans mount letting the new trans hang too low. When I fabricated my trans mount bracket to attach to the factory frame mount, I don't think I had the torque tube centered and aligned with the engine. I modified the mounting holes of the new trans mount to lift it up a bit and everything is nice a smooth. In hindsight, I should have taken the time to replace my factory trans mount bushing. I'll be away for work for about a month or so but I'll try to check back here in case you have any questions. You'll like your new 6 speed, it handles my 600 hp and 550 ft-lbs like a champ. I just need new rubber now, no grip. Good luck.

Oh, I ordered the custom half-shaft from RCV performance. If you want, I can give you my order number and they can whip it up fairly easily for you. Just let me know. I think they charged $325 for the driver's side. The stock one still fit for the pass. side.

Here is a pic of the adapter I built to connect the torque shaft to the new trans.
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