![]() ![]() On the transaxle side where the other end of that cv axle meets a Porsche 901 transaxle with stock Porsche cv joint configuration of four M8, grade 12.9 screws and two M10 locating pins between the Porsche 901 transaxle output flange to cv joint, 6-8 hours of LeMons racing produces eight loose M8 screws. The prevailing torque on these bolts-nuts are checked every pre-race, none are ever loose. Years and many, many hours of endurance racing with ZERO cv joint bolt problems (over three times the power transmitted compared to a stock exxe,pushed to the limit hour, after hour). ![]() Knowing and understanding this problem well, the Rotary powered exxe LeMons car uses Lancia Scorpion stub axle at the wheel side with MS21205 bolts, MS20002C countersink washers and Kynar prevailing torque nuts. These simply do not have the problem of cv joint screws working loose. This design can be found on the Lancia MonteCarlo-Scorpion, some Ferrari and others (NOT the common Porsche) cv joint to axle attachment. The problem of cv screws working loose has resulted in the majority of modern cv axles using an internal-extrnal splined joint on both ends of the cv axle, this pretty much hammers the problem dead.įor older designs that use screws into a threaded flange, the correct fix is to drill out the internally threaded holes, spot face the bolt contact surface as required (fly cut is simply the WRONG machine tool operation-terminalogy) and install a bolt with the correct grip length, countersink washers if large radii under bolt head bolts are used and prevailing torque nuts. Using Porsche-VW or similar as examples of "Superior German Engineering" is bogus as they made the same engineering error that has resulted in the very same cv screw loosing problem found in the 5 speed cv joints on the exxe. Much has already been written and discussed about this problem (to ad nauseam) to all threaded flange cv joint to axle attachments. and improved combustion chamber efficiency.Do a xweb search on cv bolts. Keeps heat in combustion chamber longer through the power stroke. It creates a hard surface specifically designed for engines running High volumes of fuel and/or high compression ratios. PDM’s Thermal Barrier Coating for piston tops is designed for Performance engines running Nitrous oxide, supercharged or Turbocharged. Cured film thickness of “.001” or less requires no change is piston clearance. Gray in color it acquires a glass like finish in use. When higher temperatures, than most other types of coatings can provide protection at, are experienced, this coating is fully capable of carrying the load. It is used in applications where high temperatures, high loads and high speeds are experienced. ![]() This coating combines the durability of a ceramic resin with the lubricity of the ceramic lubricant. This coating will carry loads in excess of 350,000 PSI as well as lubricate at temperatures in excess of 1600f. ![]() PDM’s Ceramic Piston Skirt Coating, is designed to be used, on any rigid or semi rigid surface experiencing sliding, rotating or oscillating friction. Our performance Cummins pistons are Chamfered (The top is tapered to help avoid swelling and Scuffing the Cylinder Wall.) Thermal Barrier Coating For Piston Tops Availableįlycuting is a machining Process we use to add Piston to valve Clearance, when using High lift camshaft. Complete W/ Rings, Wrist Pins And Clips ![]()
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