same amount as mains.125 if i remember right.i also had the slinger cut down a little.

Can you clarify how much was removed from the seal area?

 

My local crankshaft grinders no longer have the narrow wheels in which to grind or clean up the seal surface on the Y cranks so I also remove the oil slingers on the Y cranks when having to perform work on the seal areas.  But I’ve had no problems with the oil slinger removed in regards to leaks.  I’ve also removed up to 0.010” of seal surface for cleanup purposes on the 312 cranks without issue.

 

For what it’s worth, the ’54 and ’55 models did not have the oil slinger on the crankshaft and it wasn’t until during the ’56 model year that the oil slinger was actually added to the crankshafts.

Lorena, Texas (South of Waco)

Can you explain what you mean by "polished way to much frigging around"? I'm sorry if I don't understand what your saying, but I would like to know for future reference.



By the way I have had two 312 cranks ground recently (although not to 292 spec.). One had actually never been turned before, cleaned up a .10/.10.

BOB

Yes there are grinders that can be used and leave the slinger in tact. Ingrams shop in spruce pine n.c. cut my brothers and left his on. 

-Gary Burnette-

no crank grinder has a wheel that will fit behind the slinger.  no that i know off anyway.  i had mine done in a lathe and polished way to much frigging around.  next time im going your way.

Rono:

It would be nice to have the slinger, but I don't think it's a big player in the rear seal saga.  The neoprene seal should be able to handle the splash, and with a good fit on the bearing there shouldn't be a hard spray directly on the seal.

John - "The Hoosier Hurricane"

Thanks John! I didn't really consider the side seals or the cam plug. So you think that the removal of the rear crank oil slinger isn't that big a deal?

Rono

  Ron Lane,  Meridian, ID

The leak could be the side seals on the seal retainer, or even the plug at the back of the cam.

John - "The Hoosier Hurricane"

Is there any way to measure crankcase pressure and if there is, what is excessive? Here's the problem; This motor has just over 1,000 miles on it now. I took it up on the interstate and ran her up to about 75, but with the T-5 and 3:70 gears, it only tachs about 2,000 RPM. I drove her 80 miles round trip and when I got back to the garage, I had a pretty good amount of oil that got pushed out of the rear main seal area, dripped out of the flywheel cover hole and blew back on the tranny mount and beyond. Not enough came out to be measurable on the dip stick, but enough to be annoying.

Now when I had the motor built, the "good old boys" that ground the 312 mains down to fit the 292 C2AE block didn't have a narrow enough stone to grind the journal area between the crank flange and rear oil slinger so they ground off the slinger. I suspect this may be the main cause of my problem, but I'm not sure. I do have a PCV valve, but other than the oil filler, no other breathers in the valve covers and I really don't want to cut holes in those Edlebrock valve covers if I don't have to. The only other question would be with the rear main seal installation. I did use neoprene seals, but if I remember right, I did not stagger the curved seal halves in the retainer and they were installed parallel with the seal retainer top and bottom. I didn't trim them at all and I know they are not installed backwards. It was only recently that I read a thread that indicated you should stagger the curved seal halves in the retainer.

So, I am building another stroker motor now with another 312 crank offset ground, but I know that one is in GOOD Hands because John Mummert is working on it. So what are your thoughts?

Thanks,

Rono

  Ron Lane,  Meridian, ID