Crankshaft & Parts

Crankshaft pulley titanium 131mm. 



Fits:
Porsche 911 / 911S / Carrera 3.0ltr - 1974 to 1977

Titanium is an Aerospace Material That Has the Highest Strength to Weight Ratio of any Structural Metal.
It has Been Used by Porsche Racing for Decades in Applications Where High Strength combined with the Lowest Weight is Required.
PMO Parts has Chosen to Produce a Limited Run of Motorsports Inspired Stock Configuration V-belt Crankshaft Pulleys for Your Engine Honoring This Rich Heritage.

Featuring:

• 3D Scanned & CAD Designed Using Genuine Sample Steel Parts
• CNC Machined in Aerospace Grade Titanium Ensuring High Strength and Precision
• Timing Marks @ Z1, 5⁰, 30⁰, 35⁰ BTDC

FE Marking is Suitable for MFI Pump Timing Applications, 120⁰ ( Z2 & Z3 ) Valve Timing Adjustment Marks also Included

• Porsche Motorsports Hole Pattern Mimics Original Racing Parts
• Reduces Rotating Mass and Engine Weight
• Includes Proprietary Titanium Mounting Bolt Featuring Thread Locking Compound
• Torque to 56 ft lbs (dry)

Click 'Zoom in' for large parts diagram.
Diagram ref no 14

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Crankshaft pulley titanium 134mm. 

Fits:
Porsche 911 / 911S / Carrera 3.0ltr - 1974 to 1977

Titanium is an Aerospace Material That Has the Highest Strength to Weight Ratio of any Structural Metal.
It has Been Used by Porsche Racing for Decades in Applications Where High Strength combined with the Lowest Weight is Required.
PMO Parts has Chosen to Produce a Limited Run of Motorsports Inspired Stock Configuration V-belt Crankshaft Pulleys for Your Engine Honoring This Rich Heritage.

Featuring:

• 3D Scanned & CAD Designed Using Genuine Sample Steel Parts
• CNC Machined in Aerospace Grade Titanium Ensuring High Strength and Precision
• Timing Marks @ Z1, 5⁰, 30⁰, 35⁰ BTDC

FE Marking is Suitable for MFI Pump Timing Applications, 120⁰ ( Z2 & Z3 ) Valve Timing Adjustment Marks also Included

• Porsche Motorsports Hole Pattern Mimics Original Racing Parts
• Reduces Rotating Mass and Engine Weight
• Includes Proprietary Titanium Mounting Bolt Featuring Thread Locking Compound
• Torque to 56 ft lbs (dry)

Diagram ref no 14

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93010202808

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Crankshaft pulley. 



Fits:

Porsche 356 - 1950 to 1955
Porsche 356A - 1956 to 1959
Porsche 356B - 1959 to 1963
Porsche 356C / SC - 1963 to 1965
Porsche 912 - 1966 to 1969

Please Note
This crankshaft pulley is not useable on the Carrera versions of the Porsche 356.

This 4-hole crankshaft pulley replaces for the 356 pre-A from 1950 to 1955 the 2-hole pulleys with diameter 161 and 170.5 mm that are no longer available.

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Crankshaft Pulley for cars with Air Con.



Fits:
Porsche 911 (930) Turbo 1984-89

Click 'Zoom in' for large parts diagram.
Diagram ref no 12A

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Crankshaft pulley.

Fits:
For Cars with air conditioner (M599)
Porsche 911 3.2L 1984-89

Click 'Zoom in' for large parts diagram.
Diagram ref no 8.

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Adapt Motorsport 127mm 36-1 Crank Pulley 

Upgrade the crankshaft pulley on a classic air-cooled Porsche 911 with this precision-machined Adapt Motorsport 127mm crank pulley, available in separate A/C and non-A/C configurations.

Fits:

• Porsche 911 / 911S 2.7Ltr - 1974 to 1978
• Porsche 911 Carrera 3.0Ltr - 1976 to 1977
• Porsche 911 SC - 1978 to 1983
• Porsche 911 3.2 - Carrara 1984 to 1989 (without Air Conditioning Version)

Both versions incorporate a 36-1 toothed crank trigger arrangement, providing the accurate crankshaft position reference required when converting an air-cooled Porsche engine to modern programmable electronic fuel injection. Adapt Motorsport designed the trigger pattern primarily for use with a suitable Hall-effect crankshaft sensor.

The non-A/C 127mm pulley is suitable for Porsche 911 2.7, 3.0 and 3.2 Carrera applications, while the A/C version incorporates an additional 90mm air-conditioning drive pulley.

Important: the A/C version is for early cars with the piston-style A/C compressor and is only suitable for cars up to 1983. It does not fit the 1984-onwards Porsche 911 Carrera 3.2 A/C system, which uses a larger-diameter A/C pulley. Adapt Motorsport specifically advises visually checking the pulley arrangement fitted to the engine before ordering. 

What Does the Crank Pulley Do?

The crankshaft pulley is driven directly by the engine crankshaft and provides the belt drive required for associated engine accessories.

On these classic Porsche applications, the main pulley also provides a convenient location for an accurate crankshaft position trigger when converting the engine to modern electronic management.

The A/C version adds the secondary belt groove required to drive the appropriate early air-conditioning compressor.

Integrated 36-1 Crank Trigger

Both pulley versions incorporate a 36-1 trigger pattern.

A 36-1 trigger has 36 possible tooth positions with one tooth deliberately omitted. As the crankshaft rotates, a suitable position sensor reads the passing teeth and identifies the missing-tooth reference.

This provides a compatible programmable ECU with an accurate indication of crankshaft position and engine speed.

The result is a much more suitable crankshaft reference for a modern EFI system than relying solely on the original distributor-based arrangement.

Designed for Hall-Effect Sensors

Adapt Motorsport states that the 36-1 trigger arrangement is best suited to Hall-effect sensors. 

A compatible crank sensor and correctly positioned sensor bracket are required to read the trigger wheel.

Adapt Motorsport offers a matching crank trigger sensor kit for this purpose.

Suitable for Sequential EFI Conversions

A crankshaft trigger provides the ECU with accurate crank position and engine-speed information, but fully sequential engine management also needs to establish which engine cycle each cylinder is on.

Adapt Motorsport therefore recommends combining the crank pulley with its matching distributor-drive reference and crank trigger sensor kit when building a sequential EFI system. 

With the appropriate ECU, sensors and calibration, this can provide the positional information required for modern sequential fuel injection and ignition strategies.

Precision-Machined 7075 Aluminium

The A/C pulley is precision machined from 7075 aluminium and finished in black anodising. 

7075 is a high-strength aluminium alloy commonly selected where a combination of strength and relatively low component weight is required.

Replacing an original steel pulley with a machined aluminium component can also reduce pulley mass, although the primary purpose of these Adapt Motorsport pulleys is to provide a replacement pulley with an integrated 36-1 EFI trigger system.

Campagnolo-Inspired Design

The non-A/C version has been styled after the distinctive appearance of the famous Campagnolo rally wheel. 

This gives the pulley a period motorsport-inspired appearance that complements classic 911 restomod, rally-inspired and competition engine builds while incorporating the modern 36-1 crank trigger.

Why Upgrade to a Trigger Pulley?

A crank trigger pulley becomes particularly useful when the engine is being converted from its original management system to a modern programmable ECU.

Typical reasons for installing one include:

• Programmable EFI conversion
• Sequential fuel injection
• Modern programmable ignition
• Distributor-delete conversion
• Coil-on-plug conversion
• Engine rebuild with modern management
• Restomod engine build
• Motorsport engine preparation
• More accurate crankshaft position sensing
• Replacement of the original steel crank pulley

The pulley itself does not increase engine power. Its main advantage is providing the mechanical drive function together with a precise crankshaft reference for compatible electronic engine management.

Porsche Carrera 3.2 Applications

For a Porsche 911 Carrera 3.2, the distinction is straightforward.

If the engine does not require an A/C pulley, the 127mm non-A/C version is the appropriate version covered by this listing. Adapt Motorsport lists its non-A/C pulley for 2.7, 3.0 and 3.2 engines. 

If the Carrera 3.2 retains its original-style air-conditioning system, do not use the 127/90mm early A/C version. The 1984-onwards 3.2 Carrera requires the later larger-diameter A/C pulley arrangement. 

Checks Before Ordering

Classic Porsche 911 engines frequently undergo modifications, engine swaps and air-conditioning upgrades, so model year alone should not be the only check.

Before ordering, confirm:

• Engine type
• Existing crank pulley diameter
• Whether air conditioning is fitted
• A/C compressor type
• Existing A/C pulley diameter
• Belt arrangement
• Crank sensor configuration
• ECU compatibility with a 36-1 trigger
• Sensor mounting arrangement

For an A/C-equipped car, visually checking the existing pulley and compressor arrangement is particularly important, as recommended by Adapt Motorsport. 

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Crankshaft radial sealing ring, undersize.
64.5 x 85 x 10



Fits:
Porsche 911 F 1965-73
Porsche 911 G 1974-77
Porsche 914/6 1970-72

Click 'Zoom in' for large parts diagram.
Diagram ref no 17

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Crankshaft Sealing Washer.



Fits:
Porsche 356 1950-65
Porsche 912 1965-69

Click 'Zoom in' for large parts diagram.
Diagram ref no 16

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Speedi Sleeve for Crank Pulley Sealing Surface. Solves Sealing Issues from Wear Grooves on Pulley.



Fits: Crankshaft Pulley End

Fits:
Porsche 356 1950-65
Porsche 912 1965-69

Speedi Sleeves to Repair Worn, Grooved Seal Surfaces

Over time, sealing surfaces will become grooved, making a good seal impossible.The most economical and fastest method of shaft repair is to install the CR Speedi Sleeve. Speedi Sleeve is a precision engineered piece of stainless steel. It's ultra-thin wall design allows it to be used without changing the sel size ans its finish is perfect for lip sealing applications. Speedi Sleeve is built with removable installation flange. The installation tool included in every box allows the seal to be put in. This avoids the possibility of distortion from heat or other installation methods.

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Speedi Sleeve for Flywheel End Sealing Surface.



Fits: Crankshaft Flywheel Hub End

Fits:
Porsche 356 1950-65
Porsche 912 1965-69

Speedi Sleeves to Repair Worn, Grooved Seal Surfaces

Over time, sealing surfaces will become grooved, making a good seal impossible.The most economical and fastest method of shaft repair is to install the CR Speedi Sleeve. Speedi Sleeve is a precision engineered piece of stainless steel. It's ultra-thin wall design allows it to be used without changing the sel size ans its finish is perfect for lip sealing applications. Speedi Sleeve is built with removable installation flange. The installation tool included in every box allows the seal to be put in. This avoids the possibility of distortion from heat or other installation methods

Standard Size Crankshaft (STD)
The standard size (STD) engine crankshaft is an essential rotating component for the early air-cooled Porsche models.

Fits:

• Porsche 911 1972-1973 2.4L / 2.7L RS LWB (F)
• Porsche 911 1974-1977 2.7L / 1976-77 3.0 Carrera
• Porsche 911 1975-1977 3.0L Turbo (930)  

Designed to maintain original journal dimensions and deliver long-lasting structural integrity, this crankshaft provides the precision, balance and strength demanded by classic flat-six engines.

Whether performing a true-to-original restoration or a full bottom-end rebuild, this crankshaft ensures proper bearing clearances, smooth rotation and the reliability required to support both naturally aspirated and early turbocharged Porsche engines.

What the Crankshaft Does

This crankshaft plays a central role in engine operation by:

• Transforming piston movement into rotational torque to drive the transmission
  
• Maintaining exact journal sizing for correct oil film and bearing support
  
• Ensuring balanced rotation across the entire RPM range
  
• Supporting reliable lubrication through precision oil galleries
  
• Handling high load and thermal stress typical of air-cooled performance engines
  
• Providing dependable bottom-end stability for both normally aspirated and turbocharged setups

Without a properly sized and balanced crankshaft, the engine cannot run smoothly or reliably.

Why Crankshafts Can Fail

Although Porsche’s air-cooled crankshafts are renowned for durability, age, performance use and lubrication issues can lead to failure. Common causes include:

• Oil starvation causing bearing damage and journal scoring
  
• Contamination in the oil system leading to abrasive wear
  
• High-mileage fatigue resulting in stress cracks or journal out-of-round conditions
  
• Overheating reducing metallurgical strength
  
• Incorrect machining or imbalance from past rebuilds
  
• Detonation or pre-ignition placing excessive load on journals
  
• Corrosion from long storage or moisture intrusion

Symptoms can include low oil pressure, vibration, bearing noise, metal debris in the oil, or excessive crankshaft end-float.

Why You Should Replace a Worn or Damaged Crankshaft

Installing a new or precision-engineered standard size crankshaft—matched to original Porsche tolerances—provides the foundation for a reliable, long-lasting engine rebuild.

Benefits include:

• Restored bearing clearance and proper lubrication
• Smooth rotational balance and reduced engine vibration
• Improved reliability for both standard and turbocharged engines
• Protection against catastrophic bottom-end failures
• Extended lifespan for connecting rods, bearings and pistons
• Consistent performance in high-heat air-cooled environments

For valuable classics like the 1972–77 Porsche 911 and early 930 Turbo, a correct STD crankshaft is essential to preserving performance and longevity.

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Standard Size Crankshaft (STD)
The standard size (STD) engine crankshaft is an essential rotating component for the early air-cooled Porsche models.

Fits:

• Porsche 911 1965-1968 2.0L / 912 SWB (F)
• Porsche 911 1968-1973 2.2L / 2.4L / 2.7L RS LWB (F)
• Porsche 914-6 2.0L (1970-1976)

These first-generation air-cooled flat-six engines rely heavily on the strength, balance and accuracy of the crankshaft to deliver the smooth, free-revving performance that made the classic 911 legendary.

Whether performing a true-to-original restoration or a full bottom-end rebuild, this crankshaft ensures proper bearing clearances, smooth rotation and the reliability required to support both naturally aspirated and early turbocharged Porsche engines.

What the Crankshaft Does

This crankshaft plays a central role in engine operation by:

• Transforming piston movement into rotational torque to drive the transmission
  
• Maintaining exact journal sizing for correct oil film and bearing support
  
• Ensuring balanced rotation across the entire RPM range
  
• Supporting reliable lubrication through precision oil galleries
  
• Handling high load and thermal stress typical of air-cooled performance engines
  
• Providing dependable bottom-end stability for both normally aspirated and turbocharged setups

Without a properly sized and balanced crankshaft, the engine cannot run smoothly or reliably.

Why Crankshafts Can Fail

Although Porsche’s air-cooled crankshafts are renowned for durability, age, performance use and lubrication issues can lead to failure. Common causes include:

• Oil starvation causing bearing damage and journal scoring
  
• Contamination in the oil system leading to abrasive wear
  
• High-mileage fatigue resulting in stress cracks or journal out-of-round conditions
  
• Overheating reducing metallurgical strength
  
• Incorrect machining or imbalance from past rebuilds
  
• Detonation or pre-ignition placing excessive load on journals
  
• Corrosion from long storage or moisture intrusion

Symptoms can include low oil pressure, vibration, bearing noise, metal debris in the oil, or excessive crankshaft end-float.

Why You Should Replace a Worn or Damaged Crankshaft

Installing a new or precision-engineered standard size crankshaft—matched to original Porsche tolerances—provides the foundation for a reliable, long-lasting engine rebuild.

Benefits include:

• Restored bearing clearance and proper lubrication
• Smooth rotational balance and reduced engine vibration
• Improved reliability for both standard and turbocharged engines
• Protection against catastrophic bottom-end failures
• Extended lifespan for connecting rods, bearings and pistons
• Consistent performance in high-heat air-cooled environments

For early air-cooled Porsche models, the crankshaft is one of the most critical components that determines the success and durability of any engine rebuild.

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Crankshaft Standard (STD)
This standard size crankshaft (STD) is a precision-engineered rotating assembly component used in several iconic Porsche air-cooled engines.

Fits:

• Porsche 911 1984-1986 3.2L
• Porsche 911 1987-1989 3.2L G50
• Porsche 911 1984 -1989 3.3L Turbo (930)
• Porsche 964 (911) TURBO 3.3L 1991-93       

Diagram ref no 1

Designed to maintain original journal dimensions and deliver exceptional strength, this crankshaft plays a crucial role in preserving the smoothness, reliability and performance expected from these high-value flat-six engines.

Whether performing a classic restoration, a bottom-end refresh or a full performance rebuild, this crankshaft is essential for ensuring correct bearing clearances, optimal lubrication and long-term engine integrity.

What the Engine Crankshaft Does

This crankshaft is responsible for key engine functions, including:

• Converting piston motion into rotational torque that drives the transmission
  
• Maintaining accurate journal diameters to support proper bearing lubrication
  
• Providing smooth, balanced rotation across the engine’s entire RPM range
  
• Distributing oil internally through precision-machined lubrication galleries
  
• Supporting turbocharged loads with a strong, durable crank web and journal design
  
• Forming the foundation of the bottom-end rotating assembly

A correct standard-size crankshaft is vital to the long-term reliability and performance of any air-cooled Porsche flat-six.

Why Crankshafts Can Fail

Even though Porsche engineered these crankshafts for durability, decades of use and performance driving can lead to wear or damage. Common causes of failure include:

• Oil starvation resulting in journal scoring or bearing failure
  
• Metal fatigue from high RPM use, boost pressure or detonation
  
• Contamination in the oil supply causing abrasive wear
  
• Overheating weakening the crankshaft’s molecular structure
  
• Incorrect machining from past rebuilds creating imbalance or mismatched tolerances
  
• Severe knock events bending or cracking the crankshaft
  
• High-mileage wear reducing journal roundness and bearing clearances

Symptoms of crankshaft-related failure include low oil pressure, metallic knocking, vibration, bearing debris in oil, and uneven rotation during teardown.

Why You Should Replace a Damaged or Worn Crankshaft

Installing a new or precision-built standard size crankshaft—designed to match original Porsche performance tolerances—ensures a strong, balanced and reliable engine rebuild.

Key benefits include:

• Restored bearing clearances and stable oil pressure
• Smooth, balanced engine rotation at all RPM ranges
• Reduced vibration and improved power delivery
• Enhanced reliability under turbocharged loads
• Prevention of severe bottom-end failures
• Increased lifespan of pistons, rods and bearings
• Assurance of correct geometry for high-performance use

For high-value Porsche models like the 911 Carrera 3.2 and Turbo variants, a correct, high-quality STD crankshaft is one of the most critical investments in any rebuild.

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Crankshaft Standard (STD)
The standard size (STD) crankshaft is a key rotating component for the classic Porsche 911 SC (3.0ltr). 

Fits:

• Porsche 911 1978-1983 3.0L / SC         

Diagram ref no 1

Engineered to match original build specifications, this crankshaft ensures proper journal dimensions, smooth rotation and long-term durability within the renowned air-cooled flat-six engine. Whether restoring a classic 911 SC or rebuilding a high-mileage bottom end, this precision-machined crankshaft plays a vital role in maintaining authentic Porsche performance.

Designed to maintain original journal dimensions and deliver exceptional strength, this crankshaft plays a crucial role in preserving the smoothness, reliability and performance expected from these high-value flat-six engines.

Whether performing a classic restoration, a bottom-end refresh or a full performance rebuild, this crankshaft is essential for ensuring correct bearing clearances, optimal lubrication and long-term engine integrity.

What the Engine Crankshaft Does

This crankshaft is responsible for key engine functions, including:

• Converting piston motion into rotational torque that drives the transmission
  
• Maintaining accurate journal diameters to support proper bearing lubrication
  
• Providing smooth, balanced rotation across the engine’s entire RPM range
  
• Distributing oil internally through precision-machined lubrication galleries
  
• Supporting turbocharged loads with a strong, durable crank web and journal design
  
• Forming the foundation of the bottom-end rotating assembly

A correct standard-size crankshaft is vital to the long-term reliability and performance of any air-cooled Porsche flat-six.

Why Crankshafts Can Fail

Even though Porsche engineered these crankshafts for durability, decades of use and performance driving can lead to wear or damage. Common causes of failure include:

• Oil starvation resulting in journal scoring or bearing failure
  
• Metal fatigue from high RPM use, boost pressure or detonation
  
• Contamination in the oil supply causing abrasive wear
  
• Overheating weakening the crankshaft’s molecular structure
  
• Incorrect machining from past rebuilds creating imbalance or mismatched tolerances
  
• Severe knock events bending or cracking the crankshaft
  
• High-mileage wear reducing journal roundness and bearing clearances

Symptoms of crankshaft-related failure include low oil pressure, metallic knocking, vibration, bearing debris in oil, and uneven rotation during teardown.

Why You Should Replace a Damaged or Worn Crankshaft

Installing a new or precision-built standard size crankshaft—designed to match original Porsche performance tolerances—ensures a strong, balanced and reliable engine rebuild.

Key benefits include:

• Restored bearing clearances and stable oil pressure
• Smooth, balanced engine rotation at all RPM ranges
• Reduced vibration and improved power delivery
• Enhanced reliability under turbocharged loads
• Prevention of severe bottom-end failures
• Increased lifespan of pistons, rods and bearings
• Assurance of correct geometry for high-performance use

For a Porsche 911 SC rebuild, choosing the correct STD crankshaft is one of the most important steps in achieving a long-lasting, dependable engine.

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Crankshaft Tension Sleeve

Fits:
Porsche 911 Carrera 3.2L 1984-89
Porsche 924S 1986-88
Porsche 944 1982-91
Porsche 968 1992-95
Porsche 964 1989-94
Porsche 993 1994-98
Porsche 996 Turbo / GT2 / GT3 1999-05
Porsche 997 Carrera 2009-12
Porsche 997 Turbo / GT2 2007-09
Porsche 997 Turbo / GT2 RS 2009-14
Porsche 997 GT3 2007-13
Porsche 981 Boxster 2013>>
Porsche 987 Boxster 2009-12
Porsche 981C Cayman 2014>>
Porsche 987C Cayman 2009-13
Porsche 991 Carrera / 991 Turbo / 991 GT3

Diagram ref no 1A

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Crankshaft timing gear.



Fits:
Porsche 356 1300 / 1300 S / 1500 / 1500 S / 1600 / 1600 S 1950-59
Porsche 356 1600-SC 1960-65
Porsche 912 1965-69

Click 'Zoom in' for large parts diagram.
Diagram ref no 12

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