Has anyone tried building up the metal like on the 70 hubs by welding? I hear so many people crying how thin the later hubs are. Any ideas on if this would work or not?

The face of the hub would not be flat after building up the backside.

Why does everyone stress over the OUTER rear hubs. Once you do the conversion, you find what I'm talking about.

ANY early 911 outer hub using the same bearings will fit up into the bearings in the trailing arms. The "trick" is in the INNER stub axles. The splines for the outer hubs are different than the splines for the 4-cyl hubs. I'm surprised nobody came up with axles to use 914 CV joints on the inside (trans) and 911 CV joints for the hubs.

This is kind of what ended up with our race car when we went to a 915 gearbox. We went with new axles to mate up with the output flanges on the trans (911) and the new axles had stub axles built into the outer CV Joint. (perhaps this is how the late model cars are?) My point is, the 911 outer CV Joints appear to fit inside the trailing arms so why not just adapt the axles and use 911 parts? (they may have different splines, but it should be easy for a machine shop to do splines for new axles) I swear this would be MUCH cheaper than the thieves selling original 914-6 stubs and hubs and safer than trying to modify 4-cyl hubs.

For our future track car, we simply bought the outer 911 parts and had the 914-6 stubs from our old race car, but I may try to just do axles on that one just to find out....

I want to add something too....

has ANYONE.. EVER seen a failed late hub?
I know I haven't.

for all these years I've heard that the early hub is stronger/better, yet I've been running a converted late hub on the track for 14years not with no problems... I've changed to longer studs, I've examined it.. I've kept an eye on it.. Yet I've never had a problem.....

I wouldn't trust a screw in stud to early or late, but if you using a correct press in stud I don't see a problem with the late style hub...

am I blind, am I lucky.. what have other people seen?

brant

It's just the safety factor because if you are running wide sticky tires and going fast on the track you sure as shit don't want a rear wheel to fail. Those walls can be effin hard. The late hubs are thinner (I am running them) and never designed to do what we do with them.
I and aiming for more track time so I will install the set of early hubs I have cuz I wanna live.


Geoff

but... has any one ever seen one fail...
I honestly think this is becoming an old wives tale...

I bought my hubs used from a race car and then I've ran them on a race car for 14 years... with sticky tires...

I ripped out TWO non rusty suspension consoles in 2 years due to the sticky tires... I'm telling you.. other things give before the hub does... Even if it cracked, i doubt that the wheel would pull off..... I've seen 911 front spindles fail on a track, I've seen ball joints fail on the track, but I have never even heard of a single rear hub failure...

somebody chime in here...
brad?
anyone ever hear of a late rear hub failure...

I think there are other parts that are much more dangerous.
brant

When drilling the late(thin) hubs for 5 lug, do they mill a flat surface on the backside of the hub first so the head of the stud will seat correctly?? If so, that removes even more material. I ran a set of the late hubs mod'd for 5 lug but only ran 195/60's. My new project will be running 255/45-17s and I'd be worried about the thinner hubs????

Yes they have to be spot faced. But the press in studs have a large flange on the end and I'm confident Mine will not fail. Funnily enough when I took my hubs to me machined I had one late hub and one early hub.....