Not Aircraft Spruce unless they special order the required item. Loctite, not gonna work here, Pre-applie lock patch screws, more often than not they don't work that well due to the many variables that can affect their bod effectiveness, Nordlocks, might work, no real world experience, not proven record in endurance racing, So, I'm going to stick with what has worked 100% and is theoretically and technically correct.Īt some point, again as time permits, I'll dig up a Lancia MonteCarlo-Scorpion stub axle & cv joint to illustrate how this is put together with the correct aerospace grade hardware.īTW, MS21250 bolts, MS20002C washers and more can be easily purchased from Coast Fab, Torque then to the proper torque specification with the correct thread lubrication. Over torquing these cv joint screws will stretch them running great risk for failure. One of these days, as time permits, I'll completely de-design the Porsche design error and put an end to this risky situation in the LeMons racer. That flying axle inside the engine compartment of the exxe LeMons racer will DESTROY anything in it's path. Why, that cap screw has been stretched and WILL fail, having an axle come un-done in a race car is NOT acceptable in any way. They are re-torqued if they are not too loose, if the M8 screw is really loose (under 15 ft/lb) the M8 cap screw is removed, put in the bin and replaced with a new M8 cap screw the torque to about 30 ft/lb. 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.
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