The G50 Transaxle was introduced in 1987, offered in the 911 Carrera through 1989. The 1989 911 Turbo was the first Turbo to offer a 5 spd. transaxle, this is the G-50/50 Turbo version. The G-50 series incorporates a Borg Warner type synchronizer that offers the ultimate smooth and exact shifting we all can appreciate !

The G-50's also offer fully synchronized gears, including reverse! We started repairing & building the G-50 transmissions in 1991, 17 years ago. The repairs were mainly the throwout bearing cross shaft damage and updating them to the late style cross shaft & bearing used all the way till 1998. We found the design to be far superior to the earlier 901, 915 & 930 we were accustomed to servicing.

The G-50 trans is very durable & offers the first hypoid ring & pinion configuration from PORSCHE in a 911 series car, this means that the centerline of the pinion gear is not centered to the ring gear. The pinion is offset lower to give a better gear to gear tooth contact patch, this again is what makes the G-50 so durable and adapt for high torque application.

In 1992 we started trying to fit the G-50 5 spd. trans into the 930, 911(turbo) applications. The first attempts were cutting out & replacing the torsion tube section with 911 Carrera '87-'89 tube, including converting the torsion bars, spring plates, and of course the hydraulic pedal assembly, fluid reservoir & G-50 specific shifter assemble system. Wow, this is starting to sound like a bunch of work ! We then fitted early 911 & 930's with coil over shocks, cutting out the center of the torsion center, fabricating a center reinforcement for clearance, etc.. We thought this was less work, wrong. The cutting of the torsion tube is not a great idea, it's almost like the Achilles heal of a 911 & 930. We found this was only optional on track cars that we could tie the weld in cage to the torsion tube area for keeping proper structural integrity. All along this road to G-50 conversion discovery we still were faced with one big issue, a big 25 lbs. G-50 pressure plate "all steel" like a boat anchor. We did have one solution, the $ 1,000 + SACHS Sport "all aluminum" pressure plate that was developed for the 1988 PORSCHE Cup race cars, this pressure plate weight was only 10+ lbs's.. Oh, by the way no longer available from SACHS, but we do have a G-50 lightweight alternative for 1987, 1988, & 1989 cars. It's manufactured in the US and features a billet aluminum outer cover, high clam load steel diaphragm & steel friction plate with a weight of 12.5 lbs's.. These are always in stock at PATRICK MOTORSPORTS, part # CLUKEPG-50HD.

OK, Enough of that and back to the reason you should be ready this. James Patrick along with his team at PATRICK MOTORSPORTS had seen the performance benefits of the G-50 in older 911's and surly the 930 Turbo cars fitted with the long legged 4spd.. We were looking for an answer to the torque tube modification, and the heavy clutch ? We knew there was more to it and thus the creation and development of the short bellhousing conversion by PATRICK MOTORSPORTS. The Short Bell Housing G-50 transmissions are re-designed & manufactured by PMS for fitment into the PORSCHE 911 '69-'86 and 930 / 911 Turbo '76-'88. We perform all the machine work & blueprint rebuild services in house, and offer many up grades like adding; L.S.D. or QUAIFE differentials, PMS billet side cover for eliminating ring & pinion gear deflection "for high output applications & long life", close ratio gears, etc..

We designed the short bell housing trans to utilize the early 240mm "short lightweight clutch" packages originally found on the 1975 911 Turbo Carrera, 934, 935 and even the 956 & 962 race cars.

We offer all the conversion parts, in stock everyday. Let us know if we can help put a Short Bellhousing G-50 transaxle conversion for you.