Quote:
Originally Posted by detroit
As for 993 head studs, I have to disagree with Henry. I would call a fully threaded head stud an abomination. And I'd bet next month's pay cheque that there was no engineer at Porsche pounding his fist on the table hollering, "We MUST use a fully threaded stud, because it's BETTER!!!"
That conversation much more likely went, "chute
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Actually, we agree almost completely. You use the word "abomination" and I use the word "monstrosity" for exactly the same reason. No engineer would call out an "all thread" design as a performance enhancer. I think before Porsche, the most high tech use of all-thread was the gate hinge on a rodeo bucking chute.
You also postulate that the Dilivar stud had a financial component. I believe that financial component was a warranty issue but there you go.
The all thread design also had a structural component. Not performance but survival. As noted in decades of Dilivar failures, the material is susceptible to environmental influences. Dilivar corrodes and fractures under stress. Instead of using a corrosion resistant material they chose to mitigate the environmental effects with coatings and surface forging created by thread rolling.
As for the testing component: We tested our studs in both racing and high mileage street application for 5-6 years before offering any sales to the general public.
Let's review.
A clean-sheet stud design that makes sense (ease of assembly, more consistent torquing numbers, using the highest quality, fine thread, 12 point nut), using a material that resists environmental influences and offers a clamping force more in line with the engine designers original intent.
Hmmmm, where would you find such a stud?