Porsche Gearbox Rebuild to Factory Specification

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.

The scope includes:

Housing restoration
glass-bead blasting with chemical after-treatment that brings back the original, slightly mottled appearance of old magnesium housings – or a pickled finish on request.
Bearing seats
inspection and measurement of every seat, machining of the housing, coated oversize bearings or shrink-fitting completely new bearing bores.
Gear wheels and synchromesh
pressing in new dog-teeth engagement rings or replacing individual gear pairs. The engagement rings the factory only ever supplied as a complete gear pair, we exchange individually with our own tooling – keeping your original gear pair, which wears far more slowly than the synchromesh.
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.

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. Whether your type is currently available is one phone call away.

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.

Common questions

01 What does a rebuild cost?

A serious fixed price is only possible after disassembly, because the true condition of bearings, gear wheels and ring-and-pinion cannot be judged from outside. After stripping the gearbox you receive a binding quote – work only starts once you approve it.

02 Do I get my replaced parts back?

Yes, always. All work is documented photographically, and you receive the documentation together with the gearbox – along with every part that was replaced.

03 Is the gearbox tested before it ships back?

Yes. Every rebuilt gearbox runs on our test bench before it leaves the workshop, so smooth running and shift quality are verified, not assumed.

04 A part in my gearbox is no longer available. What now?

That is exactly why we run our own machine shop. Dog-teeth rings, shafts, stub axles or complete ring-and-pinion sets are remanufactured in-house – including drawing creation from your sample if needed.

05 Do you sell ready-to-install exchange gearboxes?

We keep rebuilt gearboxes in stock, all ready to install and test-bench run. Ask specifically whether your type is available – we are happy to take your defective unit in part exchange.

06 Do you ship internationally?

Yes. Collectors and race teams outside Germany send us gearboxes on a regular basis. Contact us before shipping and we will advise on crating and the paperwork.