X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imo-m18.mx.aol.com ([64.12.138.208] verified) by logan.com (CommuniGate Pro SMTP 4.3c5) with ESMTP id 912728 for flyrotary@lancaironline.net; Sat, 23 Apr 2005 22:35:44 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.138.208; envelope-from=WRJJRS@aol.com Received: from WRJJRS@aol.com by imo-m18.mx.aol.com (mail_out_v38.7.) id q.1c3.273edc40 (2612) for ; Sat, 23 Apr 2005 22:34:51 -0400 (EDT) From: WRJJRS@aol.com Message-ID: <1c3.273edc40.2f9c5fcb@aol.com> Date: Sat, 23 Apr 2005 22:34:51 EDT Subject: Re: [FlyRotary] Re: rotor and seal wear was Re: All Parts have arrived, ... To: flyrotary@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1114310091" X-Mailer: 9.0 for Windows sub 5038 -------------------------------1114310091 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 4/23/2005 5:42:25 PM Pacific Standard Time, canarder@frontiernet.net writes: To add to this SWAGing, I would also like to mention that Ed is not alone with his observation of excessive wear on Hurley seals. My engine probably had 80 total hours on it before the oil cooler incident, and there's a remarkable amount of wear on the sides of my seals. These were in new rotors, and the apex slots are still at new specs, so it wasn't caused by out of spec slots. Leon may have a point about dust in this case, since I didn't run with a filter, and half of my running time was on the ground. At some point, I'm going to measure one of the old Hurley seals to see just how much of a groove was worn in them. Just from looking at them, I can tell that it's much more wear than the Mazda seals in the old (??? miles) engine in the box in the garage. Suffice to say that I'm happy that I have the new seals in my current engine. Cheers, Rusty (firewire hard drives biting the dust left and right...) First and foremost shouldn't everyone be reminded that Tracy's first engine had more that 800 hours before being removed for the Rensis? Everybody needs to take a deep breath and remember that. The racers really pound the seals and almost never have failures, other than obvious turbo-related detonation. The tolerances DO matter. The pounding on the seals from combustion is multiplied by excessive side clearance. There is no reason not to be sure our engines start with in-spec seals. I am against press forming, (which is actually called swaging), which risks crystallizing the metal. You could heat treat the material but that is more money still. Bill Jepson -------------------------------1114310091 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
In a message dated 4/23/2005 5:42:25 PM Pacific Standard Time, canarder= @frontiernet.net writes:
To add to th= is SWAGing, I would also like to mention that Ed is not alone with his=20= observation of excessive wear on Hurley seals.  My engine probably had=20= 80 total hours on it before the oil cooler incident, and there's a remarkabl= e amount of wear on the sides of my seals.  These were in new roto= rs, and the apex slots are still at new specs, so it wasn't caused by o= ut of spec slots.  Leon may have a point about dust in this case,=20= since I didn't run with a filter, and half of my running time was on the gro= und.  
 
At some poin= t, I'm going to measure one of the old Hurley seals to see just how muc= h of a groove was worn in them.  Just from looking at them, I= can tell that it's much more wear than the Mazda seals in the old (???= miles) engine in the box in the garage.  Suffice to say that= I'm happy that I have the new seals in my current engine.  &= nbsp; 
 
Cheers,
Rusty (firew= ire hard drives biting the dust left and right...)
First and foremost shouldn't everyone be reminded that Tracy's first en= gine had more that 800 hours before being removed for the Rensis? Everybody=20= needs to take a deep breath and remember that. The racers really pound the s= eals and almost never have failures, other than obvious turbo-related detona= tion.
 The tolerances DO matter. The pounding on the seals from combusti= on is multiplied by excessive side clearance. There is no reason not to be s= ure our engines start with in-spec seals. I am against press forming, (= which is actually called swaging), which risks crystallizing the metal. You=20= could heat treat the material but that is more money still.
Bill Jepson
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