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  #41  
Old 16th January 2019
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I wouldn't be so sure.

I don't know Bustert, the FSM says there is no need to orient 1, 3 and 4 cam bushings in any specific position of rotation within the gearcase cover bores.

To install #2 bushing in the cover, align slot in bushing to slot in cover boss.
It also says to drill a 5/32" hole through the bushing using the existing hole as a guide.
This is deceiving since the hole runs along with the outside of the bushing instead of into the bushing.

The most logical scenario is the action of the spinning shafts creates the vacuum to pull the oil thru the slot in the bushings.

The extra hole in #2 bore would be for increased cooling for the hottest gear.
This gives 2 sources for vacuum to pull from on that bushing.

CC splash pressure would be given a channel to circulated with the help from the action of the shafts.
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Last edited by Hippysmack; 16th January 2019 at 04:21..
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  #42  
Old 16th January 2019
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got a few minutes before i have to leave.
notice the diff between the bushings, it will become evident.
also of note, look at gear wash in this area, most pronounced.
also of note is that when hd has something working, they usually do not redesign. that said, look how that area changed over the years, hint, reason why it is drained diff.
there is no vacuum in operation.
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  #43  
Old 16th January 2019
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well got back but now i have to go change a throttle body and injectors.
i will try and draw something.
you are right in that the manual says that. but the ? was does it matter. it does matter or the factory would follow its own advise. i personally try to follow the factory original setup.
we are dealing with up to .003 clearance so why not make the most of it.
oil film thickness is tied in with rotational speed, load and oil quality or properties and the groove helps spread the oil out for better load capabilities.
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  #44  
Old 17th January 2019
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Going off the idea of placing the slot away from the load in the cover.
The link you gave earlier says:

"Straight Axial Groove:
Is used when the bearing length exceeds an L/D ratio of 1.5 but stops short of each end by 1/8” to 1/4”.
The groove must be located in the unloaded area."

The slots in these bushings extends the length of the bushing.
The load is the same on the cover bushings as it is in the case bushings.
The difference is the oiling holes don't exist in the case, only the slots are the same.
The case bushings get oil from the CC behind them.
The cover bushings get oil from the drilled holes beside them, plus the extra hole on #2.

The bushing on #2 has no face but still has a dip cut out at the top to allow oil to escape during a face slap with the cam gear.

IHs had a face on the #2 cam and pinion cover bushing.
Yet the slots are in the same place in the cover.

So why did they nix the face on those bushings?

#1 and #3 also had a slice cut out of the face of the bushing.

Looks like the holes are slightly differently place but basically the same.
Left of center, then right of center, then centered later.
I've read this from Dr Dick on slot placement in the cover.
http://xlforum.net/forums/showpost.p...5&postcount=10
But there is more caution there than data... sorry DD but I didn't get the 'why not' out of that.
He just uses his 2 rules of IH ownership to justify the argument of slot position.

1. Never guess.
2. When in doubt, do as the factory did.

I can't find a slot in #2 bushing in those two pics of a 68 and 78 covers.
I've read there is a oil hole drilled into that bushing.

1968


1978


I also cannot find mention of the slots from 59-85 FSMs even though the slots are present.

Last edited by Hippysmack; 17th January 2019 at 05:52..
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  #45  
Old 17th January 2019
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1. in the first one, oil fills the blind hole. since the groove which acts as a way to wick the oil through the bushing and to drain the oil is at the top, once the blind hole is filled, new oil is restricted and bleeds out the top since that is where the greatest unloaded area is. the oil becomes stagnate and starts to heat.
2. in the second one, oil enters and rotation drags the oil toward the groove. the blind hole becomes a reservoir of sorts. however, since the shaft is nearing the loaded section, clearance goes down, oil film is in the micro-meters. the oil will have a tendency to wick through the groove.
3. in the third one, the groove is in the thrust load area where clearance is at its lowest. once again, the blind hole will have a tendency to fill up, restricting new oil entry.
4. in the forth one, once again the blind hole becomes a reservoir of sorts. the oil that is dragged around mixes with inlet oil and wicks through the groove.

is the groove really needed? hummm?? the oil will wick through the bushing through the running clearance and probably would provide lubrication and since the cam loading really isn't that great, they probably would survive at least for awhile. the groove provides a channel to allow full surface lubrication of the cam journal and to help inlet oil migration.

i know the book says something different and it is a personal choice but i will follow the original position.

Last edited by bustert; 20th January 2019 at 20:09.. Reason: typo
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  #46  
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the link to the nat'l bushing page was only to give an idea of the role the grooving plays. it was an illustration and for what application as each would be diff.
yes, bushings changed over the years but the oiling is the same near about. if you remember, the #2 had an oil seal since it protruded the cover and hence the reason not to flood the area. did hd need to redesign, naw, it is still working.
the loading is not equal on both sides. you would be surprised at how much the cams can move. the crankshaft in a car flexes. i do not remember the year but hd did change the angle of the cam followers and this change actually helped in reducing thrust loading, did they change the bushing arrangement, naw, basically the same. as mentioned before, the #2 rides diff in the bushings as it sees multiple thrust loads and probably rides more central than not.

you are 100% right on the c/c side, flywheel wash and diff'l pressure lubes the he$$ out of the bushings as it did when they had torrington needles.
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  #47  
Old 18th January 2019
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There's no doubt in my mind that the slot in the bushing 'helps' keep oil film along the entire bushing length.
But, as you said, all applications are different and bushings are made for individual equipment needs.

There is something to the slots not being placed at the oil hole locations.
But, for the life of me, I can't see the MoCos science between the case and the cover bushing slot position choice.
In theory, the cover bushings 1, 2, 3 and 4 seem to be in line with what you're saying about load sides.
Except for the hole in the bottom of #4. The load bearing bottom should make that hole useless.

You're right about the load changing on the cams. Backlash can also change the load.
As well as many other conditions.
Maybe the slots were an added security for oil transfer with the ulterior promise of oil transfer through the clearances between the shaft and bushing.

With all the engineering that has been done,
It's just kind of amazing for that be a major issue for them given the lack of mandate for slot placement upon rebush.

But the camshafts also hover in the bushings during operation, right?
So shouldn't load sides of the bushing simply squirt oil through faster?
As long as the oil level isn't low, there should be a steady supply of oil behind what is being manipulated in the bushings.

Last edited by Hippysmack; 18th January 2019 at 04:22..
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  #48  
Old 18th January 2019
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you lost me on the #4 thingy.
the game changes when you start using pressure lube. the thrust area is riding on nano>micro meter film. not metal to metal but close.
as mention before, film thickness varies with rotational speed and other variables. actually, if you look at it, cranking load is greater, nothing new, it has been said that most engine wear is at startup. the energy in the rotating mass helps over come spring pressure as speed draws in more oil i would believe that the loading and unloading of the cam also causes variations in thrust clearance. don't know just thinking out loud.
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  #49  
Old 18th January 2019
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Quote:
Originally Posted by Hippysmack View Post
Except for the hole in the bottom of #4. The load bearing bottom should make that hole useless.
Well, I guess not useless.
Constant pressure toward this hole thru load would make it an outlet, not and inlet.
Maybe to keep pressure from building up against the seal?
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