Slowly working towards a reliable and civilized daily ride Iam now turning my attention to the oil level in the chain case on my Comet. Once set to the correct level – as indicated by the “level” drain screw I find that after a brisk 200 mile run I start to experience mild clutch sticking (a Honda clutch is already installed) and copious oil on the rearwheel. At that point I can then drain almost a full cup of excess oil out of the chain case thru the “level” screw hole on the chain case cover. I figure once the oil level in the chain case rises above the designed level it then gets onto the rear wheel by misting or splashing inside the chain case then exiting around the drive sprocket behind the clutch.
Referring to Richardson @ page 62 I am in mid-stream of installing an Main shaft Oil Seal and have come across a couple of interesting things.
1. The main bearing carrier in E1/4 is carried on a number of fingers or webs. This seems to me that even if the main bearing seal is fitted then oil can still pass without restriction from the crankcase thru the galleys in between those webs. The seal carrier when installed does NOT seal these galleys –So why bother with the oil seal on the bearing?
2. The seal carrier has a shoulder on it that fits into the hole in E1/4 where the bearing is located and that shoulder is 0.143” high. The conundrum is that the bearing itself is retained by a circlip ET125 and that circlip is just 0.093” below the face of E1/4; this means that when I do try to install the seal carrier the shoulder on the back of it strikes the circlip, preventing further insertion, well before the outer body of the seal carrier can bear on E1/4. I did consider what may happen were I to remove the circlip and rely on the seal carrier to retain the bearing but the outer face of the bearing is 0.176” below the face of E1/4 thus this would then create a space between the seal carrier and the bearing, of 0.033”, where now the bearing is snug up against the existing circlip.
3. In passing I should mention that I was supplied with E236, the seal carrier for the twin, not E229 which is for the Comet. I figured the only difference was the location of the holes for the retaining screws, so I simply drilled new retaining screw holes in it. Should I be dumping the now modified E236 and replacing it with E229?
I really would appreciate learning how my fellow Comet custodians have approached this matter.
I have photo’s of the area if anyone is interested.
Martyn
Referring to Richardson @ page 62 I am in mid-stream of installing an Main shaft Oil Seal and have come across a couple of interesting things.
1. The main bearing carrier in E1/4 is carried on a number of fingers or webs. This seems to me that even if the main bearing seal is fitted then oil can still pass without restriction from the crankcase thru the galleys in between those webs. The seal carrier when installed does NOT seal these galleys –So why bother with the oil seal on the bearing?
2. The seal carrier has a shoulder on it that fits into the hole in E1/4 where the bearing is located and that shoulder is 0.143” high. The conundrum is that the bearing itself is retained by a circlip ET125 and that circlip is just 0.093” below the face of E1/4; this means that when I do try to install the seal carrier the shoulder on the back of it strikes the circlip, preventing further insertion, well before the outer body of the seal carrier can bear on E1/4. I did consider what may happen were I to remove the circlip and rely on the seal carrier to retain the bearing but the outer face of the bearing is 0.176” below the face of E1/4 thus this would then create a space between the seal carrier and the bearing, of 0.033”, where now the bearing is snug up against the existing circlip.
3. In passing I should mention that I was supplied with E236, the seal carrier for the twin, not E229 which is for the Comet. I figured the only difference was the location of the holes for the retaining screws, so I simply drilled new retaining screw holes in it. Should I be dumping the now modified E236 and replacing it with E229?
I really would appreciate learning how my fellow Comet custodians have approached this matter.
- Is fitting the seal going to have any impact on the passage of oil from the crank case into the chain case?
- If you have successfully fitted the seal has it reduced – or better, eliminated, engine oil getting into the chain case?
- Were you able to get the seal carrier to fit snug against the face of E1/4? How?
I have photo’s of the area if anyone is interested.
Martyn