Re: NOS Wheel Cylinders
Posted: Tue Mar 22, 2016 8:29 pm
Cheaters put nylock nuts on there instead of using the cotters & castle nuts.
Tech and Community Help For Air-Cooled VWs
http://itinerant-air-cooled.com/
Apparently nylock is enough on our tie rod ends and drag link ends, but not enough on our steering boxes?kreemoweet wrote:Cheaters put nylock nuts on there instead of using the cotters & castle nuts.
Cotter/castle is definitely the way to go, I was more curious about the dichotomy than anything else.hambone wrote:The nuts were so purty and I just happened to have 4 tiny cotters lying around I decided to re-use them. Nylock is not a bad idea.
Fine, hang out with royalty, I crash out at the dichotomy.asiab3 wrote:Cotter/castle is definitely the way to go, I was more curious about the dichotomy than anything else.hambone wrote:The nuts were so purty and I just happened to have 4 tiny cotters lying around I decided to re-use them. Nylock is not a bad idea.
I was working with Aeromech on TomPowell's engine last month; we had UV dye in the oil and a blacklight showing oil bubbling out of the upper center area of the case. (Imagine where the oil cooler would be if the whole engine was mirrored.) After pulling the fan shroud, I spun the upper middle main bearing nut with my fingers it was so loose. Sure enough, the locking/sealing surface was towards the case and dripping.Amskeptic wrote: Side note:
Perhaps nyloc is handy on crankcase bolts for sealing qualities, but note that many say to install them upside down to put the nylon against the washers. Guess what? They lose their locking properties if they are installed upside down. The nylon compresses to lock when reverse torque is applied (as in loosening). If installed upside down, the nylon is stretched if the nut backs off, no resistance. I noticed this on Chloe's main bearing nuts that had dropped to 12 ft/lbs.
Then it is time to go forth, Young Robbie, and warn the legions. Perhaps we could warn the eight people here on the Itinerant Air-Cooled site in the Engine Forum, there' some sort of appropriate thread there, "Engine Assembly Notes"?asiab3 wrote:The cheaper thing makes sense with the new tie rods and drag links…
TomPowell's engine showing oil bubbling out of the upper center area of the case, I spun the upper middle main bearing nut with my fingers it was so loose. Sure enough, the locking/sealing surface was towards the case and dripping.
RobbieLeakFreeAt13,452
Yes, I have seen what looks like application-specific sealing nuts, and I have seen red nylocs, like what I have on Chloe.kreemoweet wrote:What mystifies me is why sealing nuts were ever used on cases that had the internal O-rings around the M12 studs. I never used sealing
nuts there because I don't like the reduced torque (18 ft-lbs) specified by VW.
I don't think sealing nuts and Nylocs are the same thing. They seem to be made differently.
Nah, all I have to go by is the Bentley manuals on that subject. I suppose I should know better than to be mystified by anything therein, by now.Amskeptic wrote: ... technical note/bulletin ...
We are at an advanced state of "owner knowledge", more aware of the VW engineer's concerns than ever before. Add to that our daily struggles to keep these cars running well past their designed life spans.kreemoweet wrote:Nah, all I have to go by is the Bentley manuals on that subject. I suppose I should know better than to be mystified by anything therein, by now.Amskeptic wrote: ... technical note/bulletin ...
There seems to be a wrongness in the 70-79 Type I manual, as it clearly states sealing nuts were "standard" on 71-73 Type 1 cases.
Interestingly, the M10 sealing nuts for the Type 4 engines are supposed to be installed plastic outwards, w/normal washers and normal torque,
and with sealing compound applied, in complete opposition to the earlier sealing nut method. A Nyloc by any other name . . .
I often reflect on the age of my VW's with a sense of disbelief. Why? I guess I'm getting older now too, like my VW's. It's sometimes hard to wrap my noggin around the fact that my VW's are all approaching 50 years of age. Like many of the participants on this form, I'm in the over 50 group and grew up as a kid around these ever increasingly popular cars. I often ask myself why I still enjoy working on these cars and being a care taker to them. Then, I jump in one and go for a drive and the "why" is answered rather quickly. These cars are simply a joy to drive. The smiles, thumbs ups, kids punching each other and the folks sharing their VW stories at the gas pumps make it all worth while.Amskeptic wrote: Add to that our daily struggles to keep these cars running well past their designed life spans.
Colin
hee made me laugh thanksWe are at an advanced state of "owner knowledge", more aware of the VW engineer's concerns than ever before. Add to that our daily struggles to keep these cars running well past their designed life spans.
I can tell you from personal experience that the Bentley Manual is but a cash cow. There is little concern for the actual cars, the people who work there do not know the street level concerns, and could give a rat's ass about whether or not you can read the pathetic xeroxed wiring diagrams that seem to shrink each year.