Thoughts on Balancing the MG TA Crankshaft assembly
We are all mostly familiar with the XPAG crank/
flywheel and clutch assembly, the usual balancing
operation is straight forward i.e. :-
1 Balance Crank alone,
2 Balance crank plus fan pulley and Timing Gear
assembly
3 Bolt on flywheel and relalance,
4 Bolt on clutch cover and do the final assembly
balance.
The TC clutch is a relatively "solid" component
which simply bolts onto the flywheel.
But with the TA MPJG engine the clutch is quite
a different assembly within the flywheel, involving
cover, driven plate and the 12 rather unprecicely
located pressure springs. Whilst the driven plate is
fairly well located by the three square studs in the
flywheel, when the clutch cover is added, then it is
impossible to accurately position the 12 springs on
the back of the driven plate. There will inevitably
be some movement when the engine is eventually
assembled, started and operated at normal revs.
I suppose the perfect way is to carry out steps 1 to 3
above, assemble the clutch on the balanced crank/
flywheel assembly, then assemble and run the engine
to settle all the pressure plate springs into position,
dismantle and repeat step 4 again to check the final
balance position. A lot of bother!
Two compromised could be used
1 Balance without the springs, then assemble and
hope there will be no unbalancing.
2 Just assemble as step 4 and call it a day on that.
The MPJG crank assembly is net exactly a well
balanced item as it left the factory and benefits from
balancing, but given that the TA's wet clutch is full
of engine oil sloshing about anyway - is it all worth
the bother of too much precision anyway?
Clive
Oxford UK
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