The drive pin showing off the lovely finish, the ball it fits and the sleeve in the background. (Albeit upside down). Just a case of removing it from the carrier and pressing it into the crank assembly.
Down to size and a very nice finish to boot. The cylindrical grinder did a good job on the sleeve drive pin, which now fits the ball on the sleeve a treat.Hardened steel grinds better and I will be making more use of this machine in future.
I hadn’t done much grinding before, but this has inspired me to get the 3-phase supply sorted for the Jones & Shipman 540 I have languishing in the garage.
Well not really. Much as this looks like a cool cocktail, it’s the sleeve drive pin being quenched. The whole jar became too hot to handle, so there was plenty of heat in the pin. Rock hard! Now to temper it.
When it had come to a reasonable temperature, we gave it a wipe and warmed it up again – this time to a dull red. From there into the oven at 200°C for an hour, before allowing to cool slowly.
Next up, it grinding to size on the cylindrical grinder.
Phase 1 of hardening the sleeve drive pin is to get it to a bright red heat. The butane blowtorch I tried wasn’t enough for the job, so I I bought a butane/propane mix. That was much better and with a few bricks around to reflect the heat it was soon glowing.
The photo looks like a space raygun about to vaporise something. Maybe I watch too much SciFi?
Next to quench it in oil.
Whilst I’m press hunting attention has turned to completing the sleeve drive. I haven’t bought any sprockets yet, but with an old one laid over the drawing along with some chain it began to get real.
Bob put the sprocket carrier / sleeve drive crank we made at the top and overlaid the oil pump and worm at the bottom. So the sleeve drive assembly looks pretty complete, certainly enough to see how it’s all going to work.
Some thought and effort has gone on in the background, working out how to set the valve timing. Then how to adjust the valve timing after that! Using 22/44 toothed sprockets and 3 fixing bolts, we’ll have a vernier adjustment to fine tune jumping a tooth.
Bob has devised a 9 hole mounting pattern that allows timing adjustment down to 0.9°. That should do it!
High hopes this morning when a friend set me up with access to a 30 Tonne press. There’s a lot of weight in the flywheel assembly now but I duly carried it to the car and set off for Rugby.
Matt and his mate Andy were great, giving me a quick operation lesson and leaving me to it. I prefer that than someone taking over, though they were on hand to help and advise.
One half of the crank pin is now fully home, but the other side still has about 10mm to go. So its off to find an even bigger press to finish the job. Everything appears to be straight and parallel, so fingers crossed that next time it’ll all go in.
Despite getting the timing side flywheel up to 240, and the crank pin down to minus 15, the trusty rusty press just wasn’t enough even at 17 tonnes to push it fully home.
We’re gonna need a bigger press!
A valiant effort and we’re within an 8th of an inch, but the call has gone out to mates with heavier duty kit.
Now everything has cooled down, Bob finished drilling the oilway in the timing shaft. The shaft itself was drilled through in the lathe when it was built, as was the flywheel on the Mill.
With the two now pressed together it’s simply a case of drilling through the pilot hole in the flywheel into the shaft, to pick up the hole along the axis. That completed and checked out with an airline, it’s finished!
Now we just have to complete the assembly and press in the crankpin.
The timing side also went in well, though we ended up not bottoming down to the shoulder by about 5 thou. Not a problem in any way except for puzzling as to why. We did try pressing fully home later when things had cooled down, but at 12.5 tonnes it didn’t shift.
I don’t think I’ll need to weld the shafts, they are very tight! Pressing the crank pin in for the final assembly is going to be a bit of a challenge. Thinking caps are on!
A good start to the day with the drive side shaft pressed in. The oven performed well with the shelf just about taking the weight. Out with the hot wheel and frozen shaft for a one shot action on the press.
Bob was there with his square, giving the final nudge before pressing away. The shaft went in without any trouble, you can just see the last bit of frost melting away as the heat transfers from the wheel.
When it cooled down we checked around with a set of V blocks and it seems to have gone in straight. Just a case now of repeating for the timing side.