Superblend Question

Hi All
Purchased new Superblends from AN these are as per the description & photos on the site NJ306E
Removed my old unit from the cases yesterday to noted the serial numbers as NU306E
Verniered up all the dimensions of the new ones, & there the same as ones removed..
The only difference I can see is that the new ones were make in India & old unit made in Germany..... so I'm I correct in taking this difference as a country code???

https://www.accessnorton.com/NortonCommando/superblend-bearings-fag-nu306e-original.15910/
Cheers,
Thomas

Many thanks Thomas

olympus said:

Hi All
Purchased new Superblends from AN

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0.019" air gap the other side, even air gap on the T/S.
Might be nothing but sure will do some more checks since who knows what is happening down there with the crankshaft in the cases.... done again assembled with 'blue perhaps...... end float 0.029".

If its true the oil pump gears have some form of directional thrust on the crankshaft, which way might that be ? .... to the T/S ?

The silence is deafening.

I will get back to this tomorrow as some shim sheet has arrived so will machine some shims for behind the bearings and look at this bearing thing again.

With rule across the seat of the inner in two planes, the distance is equal rule to cheek face.

Put an outer on the the T/S and the air gap, outer to cheek is the same.

Put any outer either way up on the D/S inner, seated on the shoulder thrust face and the gap is even in one plane but 0" / 0.019" in the other plane, hence the rub mark on the 'blue.

Tomorrow.

I had endfloat of 25 thou which should have been ok but also a witness mark on a crank cheek where it was rubbing against the main bearing or its housing so I added a 10 thou shim to that side under the bearing inner. Checked the endfloat and it was now 15 thou so called it a day. Don't know which way the crank wants to go but doubt its always in one direction so as long as it's not touching and the rods and pistons are in the right position then it will work.

Time Warp said:

If its true the oil pump gears have some form of directional thrust on the crankshaft, which way might that be ? .... to the T/S ?

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Time Warp said:

The silence is deafening. snip

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It should be obvious from observation that the top of the oil pump gear is being PULLED, by the crank gear as it rotates in the normal running rotation, from right to left. Therefore the crank thrust must counter from left to right.

Has the grinding removed the necessary integral little crank spacer where the shaft meets the cheek?
Each crank cheek is 2.65+" wide from integral washer to flat here it meets flywheel.

dynodave said:

Has the grinding removed the necessary integral little crank spacer where the shaft meets the cheek?
Each crank cheek is 2.65+" wide from integral washer to flat here it meets flywheel.

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Dave, I just got back to the crankshaft, this is a stock journal crank to replace the original that had the crack the length of the D/S PTO.
It is as you suggest.

I gave it some thought as to what could cock the bearing outer, any outer of the two bearings and any way up....... There was only one conclusion, it must be the crankshaft and it was.

The D/S inner is OK 12:00 to 6:00.......... 9:00 to 3:00 the inner is closer to the crankshaft one side which explains clearly why the outer was 0" and 0.019" gap side to side at its OD.
There is what looks to be surface finish grinding on the outer of the cheek itself, maybe from the factory.
I now need to find out if the PTO is ground cocked (low) or the cheek face high.

Even as a optimist this wears thin, I really do not want to remove the inner let alone put shim behind it (If it is the cheek surface which it look it is)



Thanks for your and Kommando's replies, I have to admit, I never thought to look at that raised pad for distance to the cheek face, there might be some irony in the ground section is in the first picture where I 'blued the face which I did not notice until checking now.
I will blame it on the lighting.
Other than that things are going well.