Porsche 914/915 V8 Conversion Kit - for 911 type 915 transaxle - sells for $2595.00 plus shipping and includes the following components:

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Some notes on using the 915

When using the 915 transaxle in the 914, the ring gear must be flipped over to the other side of the differential. This involves disassembly, machining out the case for clearance, and reassembly. Once you disassemble the transaxle, it will be evident where to remove the material so that there is adequate clearance between the case and the ring gear. If you are using one of the later aluminum case 915's with electric speedometer drive, then you will need to plug the existing pickup hole and machine a new hole in the opposite side for the pickup.


Also, be sure to shift the transaxle into all the gears after the ring gear is flipped - you will notice that one of the internal shifter rails will need to be shortened - just enough to clear the ring gear. Unless you have the correct Porsche factory transmission tools, we recommend that you find someone who does and have them reassemble the transaxle. There are some critical settings: pinion depth, backlash, side bearing preload and turning torque to name a few - that need to be set correctly for optimum performance and longevity. If you do not know the condition of the bearings and synchros, this will be a good time to have these inspected and replaced as necessary. The same ring and pinion can be used. If you don't flip the ring gear, you will have 5-reverse gears and 1-forward gear - because the 911 is rear engined and the 914 is mid engined. Some people just turn the whole 915 trans upside down, which effectively flips the ring gear. But then you need special pressure feed for oil to the gears - this is usually only done in race cars.


Unless you are installing an engine with a 400 SBC crankshaft or equivalent - which will normally produce well over 400 ft-lbs of torque, our recommendation is that you stick with the 901 transaxle. It is quite expensive to do the 915, especially if you will be paying someone to do the machine work, assembly, and such. You will also need an electric speedometer if you happen to use the later aluminum case 915. The adapter kit is more expensive, and you will need 915 shift linkage, cv/axle spacers, clutch cable mount, etc. The only reason to use a 915 is if you are using a stroker motor, ie. 377, 383, 406 where the 901 simply will not handle the torque. Even for a 400HP 350, the 901 is fine. In fact, we personally much prefer the 901 to the 915 due to the better stock gear ratios, better shifting, easier clutch pedal, and ease of installation.