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It could also be the case that the factory had a process of creating these upsets to lock the syncho hubs on after they pressed on the hub, may be special press of some kind that was used to create the upsets after the hub was on thereby locking it in place. The measurements to the start of the nub from the face of the gear suggests this is the case as they start at the same point that the hub spline ends, i.e. with the defined line on nubs essentially measures the same as the hub spline height from the face of the gear.
It seems logical then that I should grind back the nub so the spline is a constant OD and then press the hub on. Am I on the right track here?
cheers.
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1988 930: 3.5L 100mm LN slipins, LN FFA rods, Supertec studs, GT3582R with T4 1.07A/R twin scroll housing, RarlyL8 equal length divided headers, dual Tial MVS 38mm WG's, Carrera 3.2 heads with 993 big valves. 964 Cams, full bay IC, KEP st1 clutch. PE3 sequential ECU with 750cc EV14 injectors, CoP twin plugs, J&S Safegaurd, Aquamist HSF3 water inj. Wavetrac LSD.
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