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General info: This OEM Genuine car part with part number: 02M301211B is covered by 2 years factory warranty. Part is produced by VAG Volkswagen group ( Audi VW Skoda Seat).

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Need to buy parts for this project? This article was originally published in HPBooks' Porsche 911 Performance: Building the Ultimate 911 for High Performance Street or Road Racing, by Mitchell Sam Rossi. Rossi is a contributor to European Car, Road & Track, Sport Compact Car and the Los Angeles Times. As part of our selection of vintage 911 must-reads, this book provides a comprehensive look into the high-performance modification of 911's for the street and track. Covering topics ranging from engine building to chassis strengthening, this 144-page guide will certainly take your venerable 911 to the next level of performance.

Click to order this book.: The early 901 five-speed transmission. Most 911 enthusiasts love their car's sensuous styling, their wind slipping form, the synthesis of steel and glass. Some enjoy the raw power, the speed, the handling. Others relish the harmony of the exhaust note or bask in the cocktail party value of announcing they drive one of the ultimate touring cars. Personally, when it comes to my 1970 911S, I love the five-speed transmission. Admittedly, saying that you fancy a gearbox is not the most tantalizing of conversation starters, even amongst the purest of Porschephiles. My confession usually garners a smirk or a roll of the eyes.

Only occasionally, maybe once or twice, have I detected a slight nod from a soul mate, someone else who shares my affection for the superb 901 gearbox.: The race-inspired 901 shift pattern. Unlike Porsche's later five-speeds, the 901 transmission of the 1965-1971 911 utilized a race-inspired 'I-H' paradigm for its gear selection. First and reverse gears are located through a spring gate with first gear engaged at the bottom of the 'I' and reverse directly above it.: The 915 five-speed transmission case. To enlist the higher gears, the shifting lever is moved through the gate and into the conventional 'H' pattern.

This places second gear in the upper left corner of the pattern with the remaining gears in their corresponding order. Used in nearly identical form in Porsche's 904 and Carrera 6 race cars, the 901 transmission embodied the perfect configuration for competition.

First gear, after all, is primarily for leading the procession out of pit lane. From that point on, the driver's access to second through fifth gears is forthright and effortless. In 1972, when Porsche increased the 911's displacement from 2.2-liters to 2.4, the 901 gearbox was considered ill-equipped to handle the extra horsepower.

A new gearbox, designated the 915, was derived from its competition sibling, the 916 five-speed trans-axle. This transmission proved itself more than capable, having managed the 350 horses of Stuttgart's incredibly successful 908 racers. In fact, except for the 911 Turbo, the 915 was mated to every 911 motor until 1987.: The commonplace shift pattern of the 915 five-speed transmission. Unfortunately, when the 915 was designed, Porsche concluded that a majority of their clients were sitting in traffic jams more often than on a starting grid and the new 5-speed transmission was given the typical 'H-I' pattern. In this layout, first through fourth gears are in the standard pattern. The spring-loaded gate separates the fifth and reverse plane to the right.: The 8:31 ring and pinon gears.: The eight-toothed pinion shaft modified to drive a mechanical speedometer.