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6-Crank Shaft and Gland Assy After S.A.900C Flywheel Assy and 667-Nut, Crankshaft have been removed, it should be possible to remove 663-Crank Shaft by gently tapping on the end of 663-Crank Shaft. If it does not come loose, the whole assembly is heated up to appr. 150C. In order to prevent the crankshaft tip from being damaged, it is recommended to make a firm brass cap on a lathe, that snugly fits over the tip, to catch up the blows from the hammer. Great care should be taken to prevent the shaft from damaging 661-Compression Sleeve. This means that during removal 663-Crank Shaft has to be supported along the centre line. A check to determine if 668-Oil Gland and 661-Compression Sleeve have a sound contact around the whole circumference for good sealing, can be carried out by using Prussian Blue. In my case 661-Compression Sleeve was bent inward on one place, probably during an earlier assembly. I did not manage to put it back in shape, so I left it ‘as is’ because leaking will be prevented by the contact of the outer rings of both parts. The mating faces of 668-Oil Gland and 668-Oil Gland and 661-Compression Sleeve are supposed to create a leak-free crankcase. 668-Oil Gland has to be able to travel in a longitudinal way over the shaft, kept in position by 614-Spring, Oil Gland to compensate for vibration and wear. It seems to me that there is a potential leak path here, between 663-Crank Shaft and 668-Oil Gland, the two circumferential grooves acting as expansion vessels (like a turbine gland). The last photograph shows 662-Crank Case with an inspection/lube hole (?) with cover from engine # 195. This was not seen on later engines, Ben Geutskens
2014-09-13
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