A PS: Like the clutch, I also found a wide range of prices for the crank angle sensors–and I needed two of them.
Update by David S. Wallens to the
Porsche 911 Carrera project car
Feb 27, 2025
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Porsche,
Porsche 911 Carrera
Photography by David S. Wallens
The clutch wasn’t slipping, but it wasn’t happy, either.
It chattered. One could counter that it only chattered when shifting gears but, still, it had gotten annoying.
The time had come to replace the aftermarket clutch that we had installed several years back in our 1984 Porsche 911 Carrera. This time around, however, we’d go back to stock. If we haven’t increased our engine’s performance, do we really need more clamping load?
Sachs offers two different clutches for this car: an OE-style setup plus a Power Clutch that pairs a higher-friction disc along with a lighter, aluminum pressure plate. Perhaps that Power Clutch was the correct answer for us: a little less rotating mass plus, should we ever need it, a little more headroom.
A note about buying your own clutch: Shop around as we found prices for the same part number–3000 961 101–ranging by hundreds of dollars. In the end, we found the best price at Summit Racing; current price is about $620. Figure a few hundred less for the standard clutch setup.
Replacing the clutch on an air-cooled 911, however, requires dropping the engine. So that leads to the usual “while you’re in there” work, meaning clutch return spring, crank angle sensors, clutch cable and assorted seals, including the ones that fit between the bodywork and engine tin. (Thanks to age and improper installation, these old seals didn’t seem to be properly sealing.)
Clockwise from top left: Fitting the new clutch, new clutch return spring, new clutch cable, new crank angle sensor.
The accelerator bell crank bushings were replaced with longer-wearing, smooth-operating bronze ones from Stoddard. The oil was changed, too, so that meant two jugs of Porsche Classic 10W-60. For all of these extras, another $700 or so.
And then the labor. Autobahn Daytona handled the job, reporting that the flywheel looked beat-up. They had 0.012 inch removed, while normally they just need to machine off about half that figure. So, yeah, it was time.
Add the fresh clutch with the shifter bushings replaced not too long ago, and our Porsche now delivers smooth, easy shifting. So, basically, something we had put off for a few years was solved in a day or so.
A PS: Like the clutch, I also found a wide range of prices for the crank angle sensors–and I needed two of them.
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