My Leaky Tranny. I'm Screwed, Part II - NOW UNSCREWED - YEAH!
12-24-2011, 12:54 AM
#61
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Hi Bill
Sorry about your problems! This is an observational comment, as i know nothing about auto gearboxes, but you said in an earlier post that all parts were either 88/89, in one of the earlier pictures there is a peice that is date stamped 87, did you spot that? dont know if its relevant.
Merry christmas!
Sorry about your problems! This is an observational comment, as i know nothing about auto gearboxes, but you said in an earlier post that all parts were either 88/89, in one of the earlier pictures there is a peice that is date stamped 87, did you spot that? dont know if its relevant.
Merry christmas!
12-24-2011, 12:57 AM
#62
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2.2 becomes a lot more fun if you have 500+HP. Otherwise, I like the 2.54 a lot better as well. Glad it's working for you, but why did it take so long to get home?
12-24-2011, 01:20 AM
#64
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Bill:
Since you have the later bearing and not the "troublesome" bushing, I don't think that was your problem. I guess the bearing could have been completely dry, but I'd think it would have gotten lubrication very quickly.
My cell number is 714 305 0828. My personal email is GregBBRD@aol.com. Lots of people, on Rennlist, have that information, but you might not.
Anybody else that might need help, please try my email first, unless it is an emergency and you are stuck somewhere. Call my cell, if that is the case.
Call me anytime, Bill, if you need some help. I'm around the house all weekend. I'm going to have every single little piece that is inside that transmission, in stock. I got so tired of not being able to get pieces from Mercedes or Porsche that I ordered multiples of replacement parts and adjusting parts just to be able to rebuild these things without waiting for pieces to come from Germany.
The input shaft, when the front pump is installed, will have endplay when you move it back and forth. That is the endplay of the entire completed assembly of gears and pieces inside the cases. If you don't feel that, something is wrong. That shaft also has to turn freely, when the entire transmission is assembled. If the endplay is not present, you can plan on the rear thrust bearing turning to trash almost instantly, if the transmisson is installed and the engine started. That is what concerns me. However, I think those pieces would make it into the oil pan, very quickly and hopefully you should see those pieces.
If you get really concerned that you don't know what has happened, I'd be glad to help you take it apart, look inside, and put it back together. Throw it and the core transmission into the luggage compartment on your Norton and bring them down....
If you decide to take it apart, go for it! I'll "have your bacK" from here and help as much as required. Between me, the workshop manual, and pictures, we can certainly get it apart and back together properly. The only problem will be the spring pressure on the front piston...but we can figure out a way to get it apart and I can send you up the proper tool to re-assemble it.
If required, I could drive up and help put it back together. My son still lives in Berkeley and although he is down for Christmas, I could come up the following weekend to visit him and help put your transmission back together.
Sorry I can't help more, today.
Since you have the later bearing and not the "troublesome" bushing, I don't think that was your problem. I guess the bearing could have been completely dry, but I'd think it would have gotten lubrication very quickly.
My cell number is 714 305 0828. My personal email is GregBBRD@aol.com. Lots of people, on Rennlist, have that information, but you might not.
Anybody else that might need help, please try my email first, unless it is an emergency and you are stuck somewhere. Call my cell, if that is the case.
Call me anytime, Bill, if you need some help. I'm around the house all weekend. I'm going to have every single little piece that is inside that transmission, in stock. I got so tired of not being able to get pieces from Mercedes or Porsche that I ordered multiples of replacement parts and adjusting parts just to be able to rebuild these things without waiting for pieces to come from Germany.
The input shaft, when the front pump is installed, will have endplay when you move it back and forth. That is the endplay of the entire completed assembly of gears and pieces inside the cases. If you don't feel that, something is wrong. That shaft also has to turn freely, when the entire transmission is assembled. If the endplay is not present, you can plan on the rear thrust bearing turning to trash almost instantly, if the transmisson is installed and the engine started. That is what concerns me. However, I think those pieces would make it into the oil pan, very quickly and hopefully you should see those pieces.
If you get really concerned that you don't know what has happened, I'd be glad to help you take it apart, look inside, and put it back together. Throw it and the core transmission into the luggage compartment on your Norton and bring them down....
If you decide to take it apart, go for it! I'll "have your bacK" from here and help as much as required. Between me, the workshop manual, and pictures, we can certainly get it apart and back together properly. The only problem will be the spring pressure on the front piston...but we can figure out a way to get it apart and I can send you up the proper tool to re-assemble it.
If required, I could drive up and help put it back together. My son still lives in Berkeley and although he is down for Christmas, I could come up the following weekend to visit him and help put your transmission back together.
Sorry I can't help more, today.
12-24-2011, 04:21 AM
#65
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A few more pics that might interest the forensic types.
1. The inside of the rear primary pump bushing. Two deep, uneven scores indicating something was off-center. This bush appears to sit close to but not on the input shaft. The shaft looks quite good in that area. I'm not sure how this bushing can seize and gall based on the geometry I see between the pump and the input shaft. The K-1 piston seems to sit against a shelf on the input shaft. The pump floats above it. I found the tiniest shiny metal fleck on the shaft down there.
2. The inside of the K-1 piston. When I looked at the pic I noticed the two little flecks to the right. I missed the other one at the top when I annotated the pic. They were hard to spot with my naked eyes. Notice the two wear grooves. Those are from teflon rings on the pump shaft. You can see them in the 1st pic. The wear is possibly from the metal flanges that surrounds the rings. The wear is even. The clearance is very small. Perhaps this is expected. I can feel the wear grooves.
3. The two flecks moved out up the wall with my trans-trash stained finger tip for perspective. They look brassy but they felt more like brake band material. Hard to tell.
4. Another tiny fleck I saw in the area macro'd as much as I can. Again, I think it's brake band. It's smaller than a grain of sand.
1. The inside of the rear primary pump bushing. Two deep, uneven scores indicating something was off-center. This bush appears to sit close to but not on the input shaft. The shaft looks quite good in that area. I'm not sure how this bushing can seize and gall based on the geometry I see between the pump and the input shaft. The K-1 piston seems to sit against a shelf on the input shaft. The pump floats above it. I found the tiniest shiny metal fleck on the shaft down there.
2. The inside of the K-1 piston. When I looked at the pic I noticed the two little flecks to the right. I missed the other one at the top when I annotated the pic. They were hard to spot with my naked eyes. Notice the two wear grooves. Those are from teflon rings on the pump shaft. You can see them in the 1st pic. The wear is possibly from the metal flanges that surrounds the rings. The wear is even. The clearance is very small. Perhaps this is expected. I can feel the wear grooves.
3. The two flecks moved out up the wall with my trans-trash stained finger tip for perspective. They look brassy but they felt more like brake band material. Hard to tell.
4. Another tiny fleck I saw in the area macro'd as much as I can. Again, I think it's brake band. It's smaller than a grain of sand.
12-24-2011, 08:49 AM
#69
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Bill...........not sure if the 928 Int option remains but I also have access to a '88 parts car that has a good autobox......logistics would be the killer though but it might get you on the road as you and Greg rebuild.
If it were me I would not be going back to the rebuilder for anything than compensation.......IMHO.
On a side note.....have you seen the new Nortons?
If it were me I would not be going back to the rebuilder for anything than compensation.......IMHO.
On a side note.....have you seen the new Nortons?
12-24-2011, 02:43 PM
#70
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Bill...........not sure if the 928 Int option remains but I also have access to a '88 parts car that has a good autobox......logistics would be the killer though but it might get you on the road as you and Greg rebuild.
If it were me I would not be going back to the rebuilder for anything than compensation.......IMHO.
On a side note.....have you seen the new Nortons?
If it were me I would not be going back to the rebuilder for anything than compensation.......IMHO.
On a side note.....have you seen the new Nortons?
Thanks for the parts car offer. Most of the parts I would need were changed between 88 and 89. I have an 90 tranny with a bad diff for a donor. I'm pretty sure I'm not going back to the rebuilder, but I'm not sure what to expect in terms of compensation. He wants to have shot at fixing it, and ethically, I should give him that chance. If I don't give him that opportunity, I don't think that I should expect anything back.
I have not seen the new Norton in the flesh, but what I have seen is pretty sharp. After several failed attempts to revive the marque, this might work, although the bike is pretty expensive.. Triumph came back - I just sold a 2008 Daytona 675 SE that I owned for only a year - a crazy good bike with slot-car handling and the classic British low end torque, but I found I could sell it for a lot more than I paid for it and I needed the money for other things, so it went. Made my wife, who just doesn't understand why I had 6 street bikes, very happy at least until she looked around and asked when I was going to get rid of the other 5.
12-24-2011, 05:40 PM
#71
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CSI 928?
In that first picture of post #65, the inside near the front appears kind of blue. Maybe it's just the picture, but it looks like it got hot at some point. Heat from rubbing maybe? If that's a sleeve, bushing, or bearing seat of some kind, that's a separate piece, maybe heated as part of an installation or removal process at one time?
In that first picture of post #65, the inside near the front appears kind of blue. Maybe it's just the picture, but it looks like it got hot at some point. Heat from rubbing maybe? If that's a sleeve, bushing, or bearing seat of some kind, that's a separate piece, maybe heated as part of an installation or removal process at one time?
12-24-2011, 08:02 PM
#73
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CSI 928?
In that first picture of post #65, the inside near the front appears kind of blue. Maybe it's just the picture, but it looks like it got hot at some point. Heat from rubbing maybe? If that's a sleeve, bushing, or bearing seat of some kind, that's a separate piece, maybe heated as part of an installation or removal process at one time?
In that first picture of post #65, the inside near the front appears kind of blue. Maybe it's just the picture, but it looks like it got hot at some point. Heat from rubbing maybe? If that's a sleeve, bushing, or bearing seat of some kind, that's a separate piece, maybe heated as part of an installation or removal process at one time?
12-24-2011, 08:51 PM
#74
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no worries Bill......let me know if theres anything from the 88 you may need.
As a diversion:
As a diversion:
Last edited by the flyin' scotsman; 12-24-2011 at 09:07 PM.