im sure im going to regret saying this, because as soon as i do Murphy's law
will intervene.
i bought the new scroll kit from the roadster factory
i had
the crank ground to the instruction size and had it polished.
drilled the
extra drain holes as instructed.
where i differed from the instructions was as
follows
i made the joint in the seal to the top of the motor
i made sure
every thing was spotlessly clean of oil (modern silicone rtv? sealants are
extremely intolerable of oils)
i then wiped with a barley oily finger the
part of the crank that was to be at the joint in the seal. not even wet.
i
laid a bead of silicone in the seal housing where the joint would be.
i
caulked the ends of the seal with silicone. liberally.
i wrapped the spring
so the spring joint was at the bottom of the motor
i carefully drooped the
crank and seal in place, being careful not to rotate the crank
bolted it down
tight left it alone for about 5 days to let the silicone cure.
so far i have
put 2000 miles on my new motor and i don't have a drop of oil anywhere.
chalk
me up as one for the modern seal and lets see how long it lasts
Frank
________________________________
From: Randall <tr3driver@ca.rr.com>
To:
triumphs@autox.team.net
Sent: Mon, March 29, 2010 6:18:42 PM
Subject: Re: [TR]
Oil Seals
> I may be wrong here, but I recall something about wrong specs for
the
> crank grind for the modern seal.
Yup, been lots of folks burned by that
one. If you search the archives, I
think you'll find several posts on the
subject, including a suggestion to
modify the spring in the new seal. There's
also a tech article on the TRSC
web site giving a half dozen or so other
things to check for.
Oddly enough, the scroll seal was actually intended as
an improvement.
Considering that some of us are still running the original
seal over 50
years later I think testifies that the goal was met! With the
seal
materials and technology available at the time these engines were
designed,
most seals would be leaking significantly by 30,000 miles. The
biggest
problems with it are the later so-called PCV systems that allow
pressure to
build up in the crankcase; and a typographical error in the
workshop manual.
-- Randall
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