Thrust Bearing Failure
09-04-2010, 04:31 PM
#16
Rennlist Member
Don't know if I got you correct, Fred. If you're concerned that I didn't update about my TBF car, I'll have to say sorry, but there are currently no news; The car's been parked dry and from my buddy in England I got a '86 manual with minor TLC for cheap to enjoy yet and restore step by step. In other words: I'll rebuild the S4 engine hopefully at a later point in my life.
My apologies as well for being not always online due to my other hobby - curing an intestinal carcinoma.
Cheers
Marc
My apologies as well for being not always online due to my other hobby - curing an intestinal carcinoma.
Cheers
Marc
I am talking about something that happened about 10 years ago and it was based on the e-mail based version of Rennlist. The gent concerned simply would not respond to e-mails that were sent to him by those who fed him the speciifics. For sure you are not the only 928 owner in Germany with a TBF'd engine. Needless to say, anyone with a health problem like that has our sympathies but I doubt even in such circumstances, nothing would be heard for months on end- I enquired aobut 6 months after the info was passed on and there was still a complete blackout.
Irrespective, most saddened to read of your troubles- best wishes for a successful and speedy recovery.
Fred R
09-04-2010, 04:57 PM
#17
Race Car
Thank you for that answer. You're the first person (of a handful I've actually asked) who's been able to answer that for me.
09-05-2010, 05:33 PM
#18
Instructor
Join Date: Oct 2009
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Marc,
I am talking about something that happened about 10 years ago and it was based on the e-mail based version of Rennlist. The gent concerned simply would not respond to e-mails that were sent to him by those who fed him the speciifics. For sure you are not the only 928 owner in Germany with a TBF'd engine. Needless to say, anyone with a health problem like that has our sympathies but I doubt even in such circumstances, nothing would be heard for months on end- I enquired aobut 6 months after the info was passed on and there was still a complete blackout.
Irrespective, most saddened to read of your troubles- best wishes for a successful and speedy recovery.
Fred R
I am talking about something that happened about 10 years ago and it was based on the e-mail based version of Rennlist. The gent concerned simply would not respond to e-mails that were sent to him by those who fed him the speciifics. For sure you are not the only 928 owner in Germany with a TBF'd engine. Needless to say, anyone with a health problem like that has our sympathies but I doubt even in such circumstances, nothing would be heard for months on end- I enquired aobut 6 months after the info was passed on and there was still a complete blackout.
Irrespective, most saddened to read of your troubles- best wishes for a successful and speedy recovery.
Fred R
warm wishes and some rides in my shark are always the best medicine - I'm looking forward that I passed the most difficult time.
Of course I agree with you - if you get something, you should give something as well.
For sure, there are a lot of TBF (or aspirants) out there. Sadly enough, even the knowledge about the consequences and how to avoid or at least check is awfully low.
I'm afraid, in near future the number of healthy autos will decrease heavily...
Best
Marc
09-05-2010, 06:41 PM
#19
Addict
Rennlist Member
Rennlist Member
Take into consideration that this was designed in the 70's using technology from the 1930's that was mostly abandoned by 1950 (see Tempest below).
Outside of muscle cars, which used a front mounted transmission and more traditional Hotchkiss driveshaft, and the odd Pontiact Tempest, torque tubes rarely carried as much torque as the 928 32 valve engines produced.
Today with computer modeling and all that has been learned, it would be far easier to design a better clamp (see Constantine's clamp).
Also remember these cars were designed for high speed driving on the Autobahns where torque would be lower at high speeds.
There is no question the clamp was under-engineered (rare for Porsche-well usually addressed after a few years) but not for negligence, just lack of real-world experience.
I've pondered if a motor sitting typically an inch lower on crushed motor mounts actually puts more load and stress on the torque tube, flex plate and clamp.'
Food for thought.
Michael
Outside of muscle cars, which used a front mounted transmission and more traditional Hotchkiss driveshaft, and the odd Pontiact Tempest, torque tubes rarely carried as much torque as the 928 32 valve engines produced.
Today with computer modeling and all that has been learned, it would be far easier to design a better clamp (see Constantine's clamp).
Also remember these cars were designed for high speed driving on the Autobahns where torque would be lower at high speeds.
There is no question the clamp was under-engineered (rare for Porsche-well usually addressed after a few years) but not for negligence, just lack of real-world experience.
I've pondered if a motor sitting typically an inch lower on crushed motor mounts actually puts more load and stress on the torque tube, flex plate and clamp.'
Food for thought.
Michael
Re Old and new technology - the Superclamp is the solution Porsche should have implemented. However the principles behind it and the practical application of them are as old as the hills (Think of a drill chuck - I have a 150 year old example here at home) All kudos to Constantine for recognising / lateral thinking to translate the principle into a solution that works here.
