Bob---If you plan on stripping the engine, now would be a good time for
getting it hot tanked. What you found behind door #1 is a good indicator
as to what is in other nooks and crannies.
While most manuals recommend thrust washers to give a crankshaft end
play at .006 to .008 I have found one can set them up with much less
tolerance. I and others have been running for many thousands of miles
with clearances of .004. (I set mine to .003 after lubing) The theory
here is less room for the crank to bang back and forth won't beat them
out so fast. Just enough clearance for the lubrication to get in there.
You can get this clearance by the mix-and-matching of standard and
oversized washers.
Looking at two, used clutch discs showed no wear on the edges on either
side, as you found. Such wear can come about if the flywheel was dished,
and in need of resurfacing. Or possibly if the flywheel and clutch cover
weren't mated flat, when bolted together.
The jury may stil be out on what the best clutch and T/O bearing combo
is. I always like to stay with 'factory' parts in most areas, but am now
experimenting with the KOYO, in a pre-loaded condition, with a B&B that
has flat diaphragm fingers. With only a few thousand miles on this it's
too early to be conclusive, if there ever is such a thing. For a more
complete view on the subject, visit the Buckeye Triumph tech web site
regarding "Clutches".
Dick Taylor
'73
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