Quote:
Originally posted by Superman
I don't remember the issue of Volksworld it was as I don't subscribe either but they had an article that recommended this procedure of welding and drilling the spindles along with the added shims. This article, which included the ball joint shim, was denounced in a later issue due to safety issues and a reader that had crashed his car.
I don't feel hat welding, drilling, and adding shims to such a critical suspension piece is safe (to say the least). My plan is to take some 951 (944 Turbo) struts and build a coil-over kit to fit the Super, much like I did with these.
Although this is still not the best, it is the lesser of the two evils because if a spring fails the worst thing is the car will drop and perhaps pull to one side. If a welded/drilled/shimed spindle fails the fate will be much like that of a ball joint failure.
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I love the idea of using the whole steering/suspension
but it would mean too much modding for me. sourcing the right springrate, damping ratio and range. I like your thinking Supe.
With respect to '87 944T stub and Kerscher Golf style strut in my case:
Obviously when undertaking such procedures, a great deal of thought and attention to detail has to be paramount. Being an Engineer myself I know when and where to seek the right experience, facility and quality. MOT Inspector, Coded Welder, Chartered Precision Engineer, that kind of help. I'm satisfied with my ride and so are they
Very important to me.
In this particular component interface, a properly* modified stub-axle is stronger than a modified strut clamp IMO. Again, the lesser of two evils. Also the stub-axle won't have the same garrantee as a new strut, cosidering the whole new assembly comes pre-assembled, best to leave it alone.
I never warmed to the idea of using caliper 'adapters' considering the appearance and the massive grip and braking torque the Porsche Engineers had in mind. I'm going for a drive...