As an astronomer and not an engineer I might be missing some important point here but why would you choose to do all this when a simple modification to the rear of the shoe carrier tube can completely cure any oil ingress. It works with either the early or later type of gearbox main shaft etc. If there is a good reason then let us know as I do not want to be advising people to do something which is prejudicial to the longevity of their bikes.
Great C3/PD21 o-ring seal solution, thank you, but I want to know the details of the old/new C20, C3, G3 pieces.
I am looking at the "new" pieces and wondering why? no indexing? loose o-ring?
As an engineer I need to know all the details where possible, then make a decision.
In this clutch shaft case I can see multiple seals applied.
I don't understand why the C20/C3 indexing is lost and C3/2 allowed to wobble on the G3/1.
This is not a issue?, never been an issue? 2 million miles on a D with no clutch leaks?
I understand that C20 nut comes loose as standard fare?
Have I seen instructions to leave C20 nut loose to allow no binding in the clutch action?
Why is the groove to take the new C18/2 o-ring seal deep enough to take two o-rings?
Does the alloy spacer in use with a C18/3 crush down allowing loose C20/C3 interface?
Do you over torque a C20 nut to allow the spring lock, or do you back off the C20 torque?
Is there a torque spec for C20 nut beyond KTB?
Cheers
Craig