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Ken,
Unless you order from McMaster Carr, size is all you need (yes, size
counts... I just couldn't resist that) I'm pretty sure that you can
order from Creavey by just providing dimensions. I can double-check
that, but you shouldn't have any trouble ordering them using the size
only. Jeff Chrysler at Creavey was very helpful, and a
rotor-head.
Mark
At 10:21 PM 7/19/2004 +0000, you wrote:
Thanks Mark,
I already had the sizes; I was hoping for actual part numbers.
Thanks for going to the trouble to look this up though.
Ken Powell
- -------------- Original message --------------
- Ken,
- Following is part of a message I had saved concerning TES o-rings
that gives the sizes for the Oil o-rings. I'm pretty sure this is the
sizes I used when I ordered the o-rings for my engine, and they fit
perfectly.
- Mark
- --------------------------------------------------------------
- Oil O-rings.
- I checked the installation of the oil O-rings with the new
- sizes I got from Creavey. They worked perfectly and were
- very easy to install. You will need a little O-ring lube
- and a 2 by 8 to install them. They were also easy to remove
- with no signs of distortion.
- One of the secrets is if you reuse the old oil scraper rings
- they must be spotlessly clean inside and out. Soak them
- in carb cleaner for a few days. If you use new scraper rings
- this will not be a problem of course.
- The second thing to watch out for is don't nick the
- rotor wall between the two scraper rings when you remove them.
- Very very important!!
- These can be the same or just a little more than the
- stock oil O-rings from Mazda.
- The proper oil O-ring sizes are:
- 0.093" section 4.68 inch ID
- 0.118" section 4.33 inch ID
- I can vouch for the quality of the Creavey O-rings but some
- of those water TES o-rings from Mcmaster Carr I have seen
- are not as good. This is not to say they won't work. They just
- don't look as good around the joints as Creavey O-rings.
- Viton is good only to 400 degrees F. The center of the rotor runs
- as high as 500 degrees F. I think 400 degrees F leaves's too
- little of a safety margin when 500 degrees F is available
- in TES O-rings at the same price probably.
- Hope this helps.
- ---------------------------------------------------------------------------
- I had saved this At 06:29 PM 7/18/2004 -0500, you
wrote:
- Ken,
- Yes, TES for oil and water. Don't have the p/n's handy. I'll have to
dig them
- out of the arcives, but I'll post them when I have found them.
- Mark
- Quoting kenpowell@comcast.net:
- > Mark,
- > Do you have TES orings on the rotor oil seals? If so, where did
you get them
- > and what were the part numbers?
- > Thanks, Ken Powell
- >
- > -------------- Original message --------------
- >
- > > Dale,
- > > If I can put my 2 cents worth in here. Keep in mind that
we're measuring
- > the
- > > oil temps as it leaves the cooler and is about to re-enter
the engine, so
- > the
- > > oil gets considerably hotter as it goes through the galleys
and is sprayed
- > into
- > > the rotors. So, 210 degrees is the starting point and the
temps go up from
- >
- > > there until the oil finally reaches the cooler again. Is
anyone measuring
- > the
- > > oil temp leaving the engine?
- > >
- > > Mark S.
- > > (20B with TES o-rings)
- > >
- > > Quoting Dale Smith :
- > >
- > > > Ed Anderson wrote:
- > > >
- > > > > Dale , the problem with oil temps in the rotary
is that the oil might
- > > > > be able to stand considerably higher temps
(particularly the synthetic
- >
- > > > > oil as you point out), but the engine suffers.
- > > > >
- > > > > At least with the older and earlier 13B blocks,
overheating could
- > > > > and did cause damage at a temperature range far
below where you would
- > > > > have to worry about the oil decomposing.
Overheating apparently caused
- >
- > > > > the seals to "chatter" against the
housing as well as reportedly
- > > > > "shrinkage" of the aluminum rotor
housings. The guidelines were a
- > > > > maximum of 210F after the oil cooler for the oil
and 180F out of the
- > > > > engine block for the coolant. Now, we have found
that at least with
- > > > > the new blocks the engines will apparently handle
higher temps without
- >
- > > > > adverse effects. Apparently short excursions as
high as 240F on the
- > > > > oil and 220-230F with the coolant can be
tolerated without damage -
- > > > > but, the feeling is that extended operations at
those temps is risking
- >
- > > > > damage.
- > > > >
- > > > > The newer blocks seem to be considerably more
tolerant of somewhat
- > > > > higher temps reportedly due to changes in the
castings, but I and
- > > > > others have found to our dismay that exceeding
that magic number
- > > > > (whatever it may be) you do at risk. So that is
why you will see more
- > > > > concern with oil and coolant temps with the ro
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