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Re: [GMCnet] Reviving the Cad 500 [message #165073 is a reply to message #164811] Mon, 02 April 2012 18:28 Go to previous messageGo to previous message
GMC_LES is currently offline  GMC_LES   United States
Messages: 569
Registered: October 2009
Location: Montreal
Karma:
Senior Member
Ken,
Is there any possibility that something running off the front of the crank is pulling it forward with enough force to load the thrust bearing?

Another very long shot might be a defect in the block oiling passages that is causing a restricted oil flow to the main journal with the thrust faces. Increasing oil flow to the thrust face by chamfering the bearing shell might actually have a negative effect if the oil flow was already on the low side. You'll find out for sure on this tear down as the bearing shell surfaces for the main with the thrust faces and the rods fed off that main should show signs of oil starvation if this is the case. I doubt this would be your situation though.

I might be smoking the wrong stuff!!

Les Burt
Montreal



On 2012-03-31, at 7:06 PM, Ken Henderson <hend4800@bellsouth.net> wrote:

> Really great day today -- NOT!!!
>
> Yesterday and this morning I connected pressure gauges at the torque
> converter output, in the return from the ATF filter (which follows the
> in-radiator cooler), and in the diagnostic port.
>
> This afternoon, Stick and I ran all of the pressure tests on page 7-13 of
> the X7525 manual. The results were pretty well centered in the normal
> range except for those in Super and Low range, which were low. Disrupting
> Manny's Saturday rain-watching, I called him for consultation. He says
> those low readings indicate a leaking accumulator, which I can live with --
> it's not relevant to the current problem.
>
> The pressure readings on the cooler circuit were pretty much in the range
> of 20-30 psi, with the return only 3-5 psi lower than the supply. The
> highest converter output pressure recorded was 40 psi, with 30 psi return
> -- probably a reading anomaly. Those are all "open circuit" measurements.
> To test the condition of the TH-425's pressure regulator, and the
> potential damage from a blocked cooler, I blocked flow in the circuit by
> clamping a rubber hose. We than ran with the transmission in Drive and the
> engine at 1000, 1500, and 2000 rpm. The corresponding pressures were 80,
> 100, and 100 psi -- close to Manny's predictions.
>
> The highest reading we recorded anywhere was 160 psi at the diagnostic port
> at 1000 rpm in Reverse. I suspect that was a false reading, because none
> of the other readings, all of which were repeated at least 3 times, was
> above 122 psi.
>
> So, it appears that the transmission is NOT responsible for my thrust
> bearing failures. While we have no way to directly test the pressure in
> the converter, the output pressure should be pretty close. And as shown by
> the blocked cooling circuit measurements, that pressure should never be
> above 100 psi. While having that much pressure continuously could over
> stress the thrust bearing, the un-blocked 20-25 psi would not.
>
> Manny and I discussed a number of different possibilities without forming
> any new hypothesis.
>
> I'm completely baffled and directionless right now.
>
> Ken H.
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Les Burt Montreal 1975 Eleganza 26ft A work in Progress
 
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