had a look at that Dave - insufficient clearance between the shaft end and the blanking seal.
I'm going to check the "normal running" oil level and see where it sits relative to the gearshafts - may be able to increase the oil level so that it part-submerges the shafts instead of relying on oil splash?
That would also eliminate the need to have the output shaft machined for an oil seal
Garry
I'm addicted to brake fluid, but I know I can stop anytime.
so - #1 is "normal running" oil level - #2 is level to base of shaft casting and #3 is approx half-way up the shafts.
At the risk of sacrificing some horsepower to drag from the extra oil, if I filled the gearbox to somewhere between levels #2 and #3, the hollowed-out part of the input shaft would receive continous lubrication. And - as an added bonus - I could remove all the "oil-splash" collecting pressings, saving me from having to modify the one in the upper crankcase
On the output shaft side of things, if I replaced this part-sealed bearing
with an open faced bearing, oil would be able to pass through the bearing and enter the hollowed-out part of the shaft.
I can re-locate the oil level screw into the new casing I am having water-jet cut from 4mm aluminium sheet - feasible?
Garry
I'm addicted to brake fluid, but I know I can stop anytime.
That sure looks like a plan those oil seals in the bearing just pop out so that wouldnt be a problem either , i guess they kept the oil level so low on a stock engine so the clutch wouldnt whip up the oil ?
GS and later models have oil pumped from the oil pump through both shafts via the end caps.
I would expect that raising the oil level that high would result in excessive foaming and oil making its way out of the breather. In addition, drag would be excessive.
The real question is how are gears on a TR750 lubricated. The dry clutch precludes the use of a GT750 oiling system, so do they rely entirely on splash feed like many bikes from the era and if so, is the oil level the same or higher and if so by how much?
tz375 wrote:GS and later models have oil pumped from the oil pump through both shafts via the end caps.
I would expect that raising the oil level that high would result in excessive foaming and oil making its way out of the breather. In addition, drag would be excessive.
The real question is how are gears on a TR750 lubricated. The dry clutch precludes the use of a GT750 oiling system, so do they rely entirely on splash feed like many bikes from the era and if so, is the oil level the same or higher and if so by how much?
Hi guys,
simple answer, there was no internal oiling of the wheels in the TR gearbox! They simply have changed wheels and shafts frequently! Merv Whright (Suzuki US Team Manager in the 70's) told me that they have overfilled the engine slightly with ca. 2 liters of Castrols EB80 to protect the waterpump drive gears from running dry! The gearbox was not the problem with running just a few hundred miles a year!
over filling the box is the route I am taking too - but nice to get confirmation that the factory did it too.
Any more pictures of the TR motor (clutch arrangement especially) ?
Garry
I'm addicted to brake fluid, but I know I can stop anytime.
Maybe you know BDK race engineering from Norwich (UK). They make fine copies of the most TR 750 dry clutch parts, you can find a very nice drawing of the clutch Arrangement on their website.
looked at that kit quite a few times Dave - it's the cost of it that has driven me to try and make my own. I don't need a TR750 replica, cast in magnesium, nice as it is.................
Garry
I'm addicted to brake fluid, but I know I can stop anytime.
But the pictures are really perfect to show the real thing! Or do you nead a special detail? I have both types, the earlier one you can see on my picture and the later type as shown on the BDK site.
I am waiting on the 3D printer that makes items out of aluminum , i suppose you could use a 3D printer to make a casting that a mold could be popped off of ?
