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What I am saying is that even Porsche engineers can make mistakes and if someone up high in the main office tells them to make it work because they have already spent a fortune on material research, then they will try to make it work.
But rather than deflect, explain to me why no one else needed Dilavar, when the engineering and mechanical guidelines remained the same. And if Porsche engineers always got it right, then why so many different Dilavar stud designs.
And how come the IMS shafts were failing in 996s and 997s when these were designed with finite element analysis computers. No one is infallible.
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