![]() 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. This is where running a large duration cam with a lot of overlap can get you into P to V problems.Do a xweb search on cv bolts. ![]() You run into P to V issues as your piston approaches TDC and the intake or exhaust valves are still open. Lift of the cam has very little to do with this as the valve is at max lift when the piston is close to BDC. If you mill the heads too much, you may risk piston to valve clearance issues (depending on valve events). 133" of valve free drop on a stock cylinder head compared to more like. You see, our cylinder heads have a 15 degree angle and large valves. You can easily run 11.0-11.5:1 static compression with dynamic compression under 9.0:1 as long as you have adequate piston to valve clearance. Our L76 engines are fairly low compression and respond nicely to bumps in compression. You just need to make sure everything fits. Compression is your friend in a naturally aspirated combo. So you can't really make a blanket statement about milling being good or bad. It's not a big issue with a cam of this size (.024" mill is OK), but that same mill would be dangerous with a 232/238 cam on a 111LSA +4. This is where running a large duration cam with a lot of overlap can get you into P to V problems. ![]() Click to expand.Our L76 engines are fairly low compression and respond nicely to bumps in compression.
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