Jimroid wrote:Bill could easily just grind off the outer cup from the slingers to keep dimensions correct. For me, I chose to not destroy my stock slingers and used an equivalent shim stock.
Jim,
Did Bill do your crank? Did you make up the shims then send them to Jim with the crank? I was under the impression that the shims have to have the inside diameter of the crankshaft and the outside diameter of the inner bearing race is that correct? So it is like a small shim washer.
On a 750 at least, they are stepped and about 22 gauge steel stampings. If you have a spare crank, split it and cut off the outside leaving the inner ring. Or have Bill Bune do it or get them to split your crank, mail the slingers for you to modify and ship back so they can assemble the crank.
I think I will try to pick up some of those oil slingers and modify them so I can send them with the crank when it goes out for rebuild. Hopefully they are a standard thickness. I will try to locate an exploded view of a crank so I can see exactly how it all goes together and where these slingers are located.
For Wossner in USA contact ->
John Noonan
Sales Manager
Wossner Pistons
(714) 369-8879
He helped us get pistons in for R5 and KH400. He work with Germany factory to drive an order for size i wanted ... we just had to wait a bit.
I prefer Wossner over Wiseco, but Wisecos are better than the they were in distant past (IMO). Maybe competition like Wossner helped here. If I do another T500 I would run forged pistons for piece of mind running the tach near red line
I wouldn't max out bore, just what you need.
Curious as to why you say it's ported. Does the intake of your cylinders have the aluminum casting divider?
Vintageman wrote:For Wossner in USA contact ->
John Noonan
Sales Manager
Wossner Pistons
(714) 369-8879
He helped us get pistons in for R5 and KH400. He work with Germany factory to drive an order for size i wanted ... we just had to wait a bit.
I prefer Wossner over Wiseco, but Wisecos are better than the they were in distant past (IMO). Maybe competition like Wossner helped here. If I do another T500 I would run forged pistons for piece of mind running the tach near red line
I wouldn't max out bore, just what you need.
Curious as to why you say it's ported. Does the intake of your cylinders have the aluminum casting divider?
Thanks, found the pistons at Fast from the Past.
Ported; just that the ports have been opened up a bit to boost the performance. Actually the facilitator of this site did the cylinder porting for me Eric Kalamaja.
Thanks Jim I'll try to order some then machine the outside diameter (just need to figure out what that needs to be) down and send them with the crank when it goes out for rebuild
You can avoid modifying the "Plate, oil guide" when going pre-mix by sustituting it for a 2nd regular thrust washer (P/N 08211- 25401 (P/N 08212 - 25401 for M model)).
I did google the P/N and several sites had them listed.
Well I got my engine apart and there is a good amount of gearbox oil in the crankcase. Is the center bearing lubricated from the gearbox via the hole in the crankcase that is directly in line with the center bearing? If so I would suspect that the center seals are no good and that is how oil got in the crankcase.
When I convert to premix do I need to drill holes in the case down through the transfer area right where the casting mark is?
