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<p>I concur, but have on occasion used sealant. It's a PITA to get
on both sides properly during assembly.. There can be some
dissimilar metal corrosion after all this time passage.</p>
<p>DaveP</p>
<p><br>
</p>
<br>
<div class="moz-cite-prefix">On 11/6/2016 2:22 PM, Michael Salter
wrote:<br>
</div>
<blockquote
cite="mid:CAB3i7L+zYrx+Gzq61=bnqGo738++FQeP4hdHmWo49M8s0c0bRQ@mail.gmail.com"
type="cite">
<div dir="ltr">
<div class="gmail_default" style="font-family:comic sans
ms,sans-serif;font-size:small">Hi Andy,<br>
</div>
<div class="gmail_default" style="font-family:comic sans
ms,sans-serif;font-size:small">The thing is that there is no
mention of the use of any type of sealant on the clutch ring
in any of the literature that I have on the overdrive units...
<br>
Hard to imagine but I have never seen evidence of any on the
virgin units that I have disassembled... I think it was just a
dry joint!!!<br>
</div>
<div class="gmail_default" style="font-family:comic sans
ms,sans-serif;font-size:small">Michael S<br>
</div>
<div class="gmail_default" style="font-family:comic sans
ms,sans-serif;font-size:small">BN1 #174<br>
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<div class="gmail_extra"><br>
<div class="gmail_quote">On Sun, Nov 6, 2016 at 4:06 PM, Austin
Healeys List <span dir="ltr"><<a moz-do-not-send="true"
href="mailto:austinhealeyslist@gmail.com" target="_blank">austinhealeyslist@gmail.com</a>></span>
wrote:<br>
<blockquote class="gmail_quote" style="margin:0 0 0
.8ex;border-left:1px #ccc solid;padding-left:1ex">HI Michael<br>
<br>
It has nothing to do with the studs stretching and
everything to do<br>
with the aluminium housing flexing. It only needs to move a
tiny bit<br>
to unstick the sealant and after that there is no longer
anything<br>
stopping the oil weeping out. I'll run an FEA simulation on
it some<br>
time to show just how flexible the ali case is.<br>
<br>
btw, Yamabond, Kawabond, Hondabond, Suzukibond etc are all
OEM names<br>
for ThreeBond sealant.<br>
<br>
Andy.<br>
<div class="HOEnZb">
<div class="h5"><br>
<br>
On 11/7/16, Michael Salter <<a moz-do-not-send="true"
href="mailto:michaelsalter@gmail.com">michaelsalter@gmail.com</a>>
wrote:<br>
> Out of interest I just did the calculations for the
change in length of the<br>
> studs in this case.<br>
> Assuming:<br>
> 4 x 5/16" dia studs with an effective diameter of
0.25" each (thread root)<br>
> and a length of 3" (in actual fact only the bottom
pair are that long).<br>
> 0.8 G of braking (which is probably way higher than
our tires can generate)<br>
> Young's Modulus of 30,000,000 @ 100 degrees F<br>
> 700 lbs of engine and gearbox (which is probably
very high considering that<br>
> the the mounts are all rubber and the main engine
mounts would absorb a<br>
> fair bit as well)<br>
> Works out to about 0.00028" of stretch.<br>
> That's less than 10% of a human hair and only
during panic braking if the<br>
> tie rod is the only thing resisting the load.<br>
> I think that there must be other contributing
factors...<br>
> Michael S<br>
> BN1 #174<br>
><br>
> On Sun, Nov 6, 2016 at 11:19 AM, Bluehealey <<a
moz-do-not-send="true"
href="mailto:bluehealey@gmail.com">bluehealey@gmail.com</a>>
wrote:<br>
><br>
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<br>
<br clear="all">
<br>
-- <br>
<div class="gmail_signature" data-smartmail="gmail_signature">
<div dir="ltr">
<div>
<div dir="ltr"><i><font size="2"><span style="color:black">If
you can't fix it with a hammer, you've got an
electrical problem.</span></font></i><br>
<br>
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<div class="moz-signature">-- <br>
Dave Porter
Porter Custom Bicycles
2909 Arno St. NE
Albuquerque, NM 87107
505-352-1378
Go HERE: my world <a class="moz-txt-link-abbreviated" href="http://www.porterbikes.com/">www.porterbikes.com/</a>
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