99% sure that this is how the spacer looks. There are two steps in the outside diameter, not one, as suggested in the 16V Grp A manual, and the bolt head is flush with the end face. Makes more sense now!
Something the old design with big nut does not have a problem with. If you are only going to stick splines halfway up the drive flange then that is a great way of starting a problem! Is this method of clamping used because the design of the wheel bearing is different?
Pass Danny. I had a brief convo with Andre Verwey, former Gemini Transmissions boss when I saw him last year. He had a couple there - IIRC he said they get a lot of clamping force, but the internal threads make me cringe. I can't see how you can repllicate the clamping force with a 30-odd mm nut with a fine M10-ish long bolt - but he's the engineer and I'm not!
Chris: The photo., which shows this set up, is on page 38 of the 8V Homologation sheets, 5212. Can't post it for the usual reasons. NWR's spacer: As I see it, this set-up gives a few advantages: A bigger bearing. A bigger spline. A stretch bolt. But, most important, I think: You can remove the drive shaft without having to un-bolt the upright. The bolt on the left is the original design used: 10.9, big thick captive washer, reduced shank. The second left is the latest type supplied: 8.8. There was also a hex. flanged head bolt inbetween: 8.8.
Here some pictures of Mine : i think I understand know, it's for centering the wheel, because the aluminium disc bell are wider then the OEM steel disc, and you cannot use the original wheel centering
Thank you Julien. I can now see the design clearly. The small photo., in the 8V homologation sheets, makes the front face look flat. But, now we can see the tapered end is just as the sketch, in the 16V Manual.
Looking at the 8V Homologation Sheets again, A-5212, I recon. that the spacers are different for the 8V compared with the 16V! I believe that they are flatter on the end? Chris: Have you got a better copy of photo 606 on page 38?
Dave - will dig out p38. Meantime, a CV off a random OEM driveshaft I have kicking about: Boot PN is 441 407 285, but I would guess being just the boot, ETKA will not list. CV PN is "GKN GERMANY 334 00 24 47 Shaft: Edit: more previously here
Dave - checked, that's the best photo I've got & for a homologation doc, it's pretty good. Never buy homologation docs from the MSA if you can get them elsewhere btw. Their printer is rubbish! Those happened to be sourced from abroad.
Thanks Chris. I'm trying everywhere to find a copy of the 8V Gruppe A Workstatthandbuch. VW Archives haven't got one.
all these motorpsort part track down threads and talking about realy VWMS parts sends a shiver of amaziment up my spine , some of the stuff i've seen on here is amazing , alot of you are talking about , " homologation sheets " ? where have you got hold of the use of these ? im guessing its some sort of VW part number/ blown up view of parts? Joe
Glad you've enjoyed reading through. You will not find information and conversations about VW motorsport parts like this anywhere else Homologation papers are the documents in which manufacturers submit the vehicles they wish to race in FIA race/rally categories. If it's not in the document they can't use it, and what's in the document they can't alter without re-lodging revised docs - which they can only do every so often. I got my first set of Group A Mk1 Golf GTI 1800 homologation docs in around 1998/9, and have been gradually collecting docs ever since. In one read, the information is dull, yields little, poor pictures but when nuggets of info are needed on one particular topic, they're a fantastic resource
Just found another advantage for this design! As the threaded hole in the outer cv goes right through the body, you can jack the outer cv off the drive shaft using a suitable fully threaded bolt. Second from left, on the photo. in post #25, does the job nicely.
Porsche use this bolting arrangement on the 917 Racers. The bolt looks very similar to the left most Audi part in the previous photo. It impinges on a relatively thin walled hub section.
