With much anticipation the bearings finally arrived.
I say arrived but actually mean collected from the sorting office on a Saturday morning, an experience in itself, because I couldn’t be bothered to wait any longer for them to crawl through the postal system.
With a cursory wipe over the bearings were perfect.
I had a measure up compared to the standard sized ones which were now surplus to requirements and they were indeed 0.015” over on the thrust sides.
I dropped the oversized mains in and checked the end float.
0.0015” on a minimum of 0.002” tolerance. 🤦♂️
Actually, I’d anticipated this scenario and was prepared.
It’s a lot easier to remove material than add it.
I setup a piece of glass with some wet and dry liberally applied with WD40 and worked the thrust faces on the non-clutch side in a figure of 8 motion.
It worked surprisingly quickly and I took each half down until I’d lost 0.002” off the original size.
Mocking up again. I finally had a respectable 0.0035” and could now finally move on with my life.
I finished up by re-glueing the seal retainers in and clamping them to down to set.
The rope seals were fitted and trimmed to length and all the piston/rod assemblies dropped into place ready for the crank to go in.
I turn the engine upright as the easiest way to attach each assembly to the crank. This way you’re not trying to fight gravity and have access to both sides without working upside down.
Flywheel and clutch on. I thought I’d better recheck the clutch clearances again for piece of mind as again replacement crank.
It became apparent that this was going to be impossible without the bellhousing attached to the back of the block, it was still attached to the gearbox.
It was still attached to gearbox as this meant I didn’t have to crack the hydraulic line to the clutch slave.
That was out the window now.
I’m glad I did as it was considerably out of spec.
I flew through the rest of assembly and we’re ready for another go at this.
I say arrived but actually mean collected from the sorting office on a Saturday morning, an experience in itself, because I couldn’t be bothered to wait any longer for them to crawl through the postal system.
With a cursory wipe over the bearings were perfect.
I had a measure up compared to the standard sized ones which were now surplus to requirements and they were indeed 0.015” over on the thrust sides.
I dropped the oversized mains in and checked the end float.
0.0015” on a minimum of 0.002” tolerance. 🤦♂️
Actually, I’d anticipated this scenario and was prepared.
It’s a lot easier to remove material than add it.
I setup a piece of glass with some wet and dry liberally applied with WD40 and worked the thrust faces on the non-clutch side in a figure of 8 motion.
It worked surprisingly quickly and I took each half down until I’d lost 0.002” off the original size.
Mocking up again. I finally had a respectable 0.0035” and could now finally move on with my life.
I finished up by re-glueing the seal retainers in and clamping them to down to set.
The rope seals were fitted and trimmed to length and all the piston/rod assemblies dropped into place ready for the crank to go in.
I turn the engine upright as the easiest way to attach each assembly to the crank. This way you’re not trying to fight gravity and have access to both sides without working upside down.
Flywheel and clutch on. I thought I’d better recheck the clutch clearances again for piece of mind as again replacement crank.
It became apparent that this was going to be impossible without the bellhousing attached to the back of the block, it was still attached to the gearbox.
It was still attached to gearbox as this meant I didn’t have to crack the hydraulic line to the clutch slave.
That was out the window now.
I’m glad I did as it was considerably out of spec.
I flew through the rest of assembly and we’re ready for another go at this.