MilesOrbell

Hi Jim,

Where did you get that reduced spec for the 32v motors from ?

Even in my WSM, I only see 0.4mm given as the max clearance.

SharkSkin

Jim, I'm interested to know where you found those numbers -- the tech spec book numbers, courtesy of Jim M., are as follows:

78-80: 0.110 - 0.312 (Max not shown)
81-82, 80-84"S" - 0.110 - 0.312 (Max not shown)
85-86"S", 87-89 S4 - M28.21/22, 0.110 - 0.312; M28.43/44/45/46/41/42/47, 0.06 - 0.192 (Max .4)
90-93 S4, GT, GTS - M28.42/47/49/50, 0.06 - 0.192 (Max .4)

As you say, different for the 32V but I don't see the 0.1/0.4 & 0.008-0.24 numbers anywhere? [Edit]Correction, you may have been looking at rod bearing axial play[/Edit]

Also, WSM P. 10-02 (1988) says 0.110 - 0.312.

Bill Ball

Ah, that's good news, Dave. But you can see that the other Bill's thrust bearing didn't look to healthy even within the more stringent spec.

FeedNfrenZ

I wouldn't think changing the TB from under the car would be doable or worth attempting? Thoughts?

heinrich

I would say doable .. but may be difficult. NOBODY I now of has ever tried it.

heinrich

Brent ... btw .. Thank God,, you dodged a bullet there. VERY CLOSE ONE

heinrich

I just remembered!! I have some oversized thrust bearings.

FeedNfrenZ

What is it about people from Seattle?............ I haven't met one that I don't like yet! I have serveral friends there............. good people!

heinrich

yeah I ike Southerners ... never met a bad one. Just lucky I know, but true .... Cutest chick I have ever met, ws from West Kentucky ....

Jim bailey - 928 International

Sorry ... Revised numbers on the end play (german tech book translator error)..new 28/21 engine .110-.312 wear limit .40 .... the 28/43-47 engines new .06-.192 wear limit .40 But even those numbers make little sense why the SAME wear limit given the much tighter initial tolerances of the later engines ? Simply stated the only thing which keeps the crankshaft from moving forward or backward in the block are those two shoulders on the ONE main bearing. That type of shoulder surface is very hard to lubricate too much pressure and the oil is forced out the edges . Porsche did revise the size of the thrust shoulders in 1984 making it larger which seems to correspond with the tighter initial new tolerance.

Imo000

Definetly doable. It might be a little pit PIA but it's still much easier than pulling the engine. If there is nothing else you want to change then definetly do it from the bottom with the engine in the car.

Bill Ball

Oh yeah, that bullet passed though his body about a fraction of a MM from his heart.

Bill Ball

You mean for cranks that have been turned?

Bill Ball

Having pulled a 928 motor, if you have a buddy to help, I'm sure it is infinitely easier to do that than to attempt to remove and replace the crank girdle in situ. The motor can be out in a long afternoon, even for a first-timer, but I wouldn't want to do it alone the first time. I wouldn't want to do this job alone the first time regardless of how you do it.

If Brent has the motor supported from above already, with the pan off, he should be able to survey the situation as to access to all the girdle nuts. I think the real problem comes in when trying to get the girdle back up into position without mooching the gasket surfaces. What does that thing weigh? I think anyone who has rebuilt one of these motors is going to say, no way.

Imo000

Bill, that girdle is aluminum, so it weight much less than it looks. My main concer is that wehn you are removing the engine unfosen things can break, snap, crack. Since the cross memeber is already out, half the battle is already over.