hacker-pschorr

Those are great ideas! I would start a new thread on dust cap removal.

Strosek Ultra

Usually some light tapping with a rubber mallet at both sides of the dust cap will do the job. If it is sitting too hard I go for the lead mallet.
Åke

Erik N

Off Topic, but I had to laugh at that. Come on over to OT P&C sometime, you'll fit right in!

Car looks badass in that newer pic BTW. One mean machine.

Catorce

I've never had an issue getting them off with a hammer with light tapping, but those are some great ideas!!!!!!

Catorce

Thanks! I promised Hacker-Pschorr good behavior, so I think I will stay away for now

Catorce

Got these in the mail today.

Okay first off spending $300 on a set of lug nuts is ridiculous. I can't honestly say I did it for weight savings either, since the difference these would make compared to steel is less than the difference of whether I had a big lunch or not.

But they are cool, and World Motorsports (no affiliation) sends them in a neat presentation box kind of like as if you bought yourself a present or something. I had to laugh.

Really high quality though; Titanium is extra strong as well.

Dave928S

Nice! Good investment considering they'll be on and off so many times.

Michael Benno

I didn't realize Ti would be suitable for lug nuts. My understanding was that Ti expands significantly with heat. Is Ti commonly used in the application for Motorsport?

Catorce

Ti lug nuts are actually really common. Probably no one uses more Ti than Porsche in motorsport except on the 928 boards we are somewhat unused to this since the 928 never benefitted from any real race development other than from privateers. If it did, we might see Ti Con rods and Ti valve seat retainers among other things.

Many critical parts in the 935/917/962 are made from Ti and it is basically the gold standard for strength and light weight, it downside being price.

Here is a good article:

https://www.highpowermedia.com/blog/...ns-of-titanium

Erik N

Well then bring your beast down to a 3rd Coast then. Plenty of bad behavior there. We would LOVE to see it. Oh, and Erik is a pushover.

Mark Anderson

Kibort might disagree

Carl Fausett

Adam,

I have your sleeved block all finish-honed. The next step is final cleaning, then assembly begins.

The cylinder bore has been enlarged to 104.8mm. With our billet stroker crank, the finished engine will be 6.6L (technically 6.57).

Catorce

WOOOOOOW! it's a thing of beauty!!!!! Can't wait thanks Carl!!!

Catorce

This whole stroker thing got me thinking.....I recall when I was in the 928 world previously (sold my 87S4 in 2004 to Mark Anderson), 6.4l Strokers were rare. There were a few, but they were rare.

6.6L strokers have to be even rarer....how many of these things exist out there? 20? 40? Any ideas??

Catorce

While I wait for parts (again), I decided to tear into the engine bay.

First order of business: remove the master cylinder and booster. As a rule, I ALWAYS put a new master cylinder on all my builds. It's just false economy to not do it on a car this old, not to mention a race car.

Findings:

- Booster nuts were so loose they could not be considered even finger tight.
- Clutch slave toast
- Original sound deadener behind the booster = this thing has never been off before. Literally the only piece of sound deadener on the car.

From here:
- New clutch master and slave
- New brake master and booster
- clean up engine bay.


Oh yeah, and unbolting the booster from inside the car was an evil, evil job with a roll cage.....