Quote:
Originally Posted by Cobalt
I see your point on the shuffle bushing although I am curious why Porsche did not do this on their race engines. The factory sealed 996 cup engine we opened had used silicon sealant though-out along with on the webbing. Apparently they didn't see the issue at the time. Anyone have info on their more recent race engines?
Are you leaving the RMS surface as cast?
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Want to hear some heresy? I think Porsche didn't do it because IT DIDN'T NEED IT. And I still don't think it needs it, the cases are plenty strong. You have two sleeves at the #1 bearing and while they are only at one end, those sleeves have an incredibly tight tolerance.
We measured countless of those sleeves and found them to usually be within 3-4 10ths in OD. So they are precise. The bores they fit in are precise. So you aren't going to bet a bunch of movement.
We only shuffle pin like we do because literally two of the best engine builders in the country who bought many of our cases in advance told us to do it that way an I certainly wasn't about to question them.
I've built about 18-20 engines in my life by my count. These two combined do about 18-20 engines per YEAR. So I have nothing to add.
But I do believe the shuffle pinning is not necessary either in a stock case or especially mine.
As to RMS, old picture prior to machining which is done when case halves are mated. It's a machined surface.
They may have started putting sealant on the 996 Mezgers, but I have actually never split open a factory case and seen sealant on the webs of a stock air cooled car, maybe someone can comment here.