UA-45749527-1

Tuesday, October 29, 2013

T100R reassembly begins

Reassembly begins with the crankshaft.  I have completely stripped the crank, cleaned the sludge-tube (what acts as the oil filtration mechanism in these engines) and cleaned, measured and inspected the rod and main bearing journals and found them to be in excellent condition and standard size.  Having done that, reassembly can now begin.

Here we have the crank and the parts related to the sludge-tube.  They are the tube itself, the flywheel bolt that retains the tube and the  new oil galley plug.  Note the tape protecting the timing-side main bearing journal.


Note the small hole in the middle of the sludge-tube, the small projection on the end of the flywheel bolt engages that hole and retains the tube.  The tube is a pretty snug press-fit into the crank and unless you want to remove it again, you need to make sure that the hole in the tube aligns with the hole in the crank when you insert the tube.  Here's how I do it.
I machined an alignment pin to show when the holes in the crank and tube coincide.

I start the tube into the crank, drop the pin into the flywheel bolt hole and gently tap the tube in until the pin drops, signifying proper alignment.
Started:

Aligned:

The Flywheel bolt is red Loc-Tite coated and installed at 33 foot-pounds torque and the plug is blue Loc-Tite coated, tightened and staked in place.

Now we move on to installing the connecting rods.
Having installed new bearing shells and made sure that everything is scrupulously clean, the rod and cap are assembled to the (lightly oiled) journal and the rod bolts are measured before and after torquing to ascertain the amount of stretch (preload) in the rod bolt.  They should measure .004"-.006" longer after torquing.



With the crank assembled we can move on to assembling the crankcase halves.  First the crank is placed into the primary-drive side bearing.


After dry-fitting the timing-side crankcase sealer is applied to the case halves and the timing-side case is mated to the primary-side case and the crankcase bolts are installed.


Don't forget the screws in the case mouth.  They are installed with blue Loc-Tite.



The timing-side main bearing is oiled to prevent any damage from crank rotation.


Crankshaft end float is verified.  The factory specifies a maximum of .017" but in reality anything below .025" is no cause for concern as the timing gears are straight-cut (instead of helical) and the primary drive is a chain, there really is nothing putting an axial load on the crankshaft.