Z750 Twin Forum

So - none of the Suzuki experts could tell me the direction of rotation of the pump !!!

After some head scratching, I jury rigged some hose from the intake into a jar of petrol [ don't try this at home kiddies ] and spun the spindle end with my power drill using the chuck tightened on the spindle !

Well, I can confirm that the pump is very efficient ! A litre of petrol was sprayed over the shed - and me, in very short order. However, I did manage to confirm that the pump rotates clockwise from the sprocket end - making my installation that much easier.

"rotates clockwise from the sprocket end - making my installation that much easier. "

...but you are aware that the Z750 twin crankshaft rotates counterclockwise, if you look on the ignition side?

I wonder why it makes installation easier then? Am I wrong? I fear not.

Bye

Carsten

bikeorslk hat geschrieben: "rotates clockwise from the sprocket end - making my installation that much easier. "

...but you are aware that the Z750 twin crankshaft rotates counterclockwise, if you look on the ignition side?

I wonder why it makes installation easier then? Am I wrong? I fear not.

Bye

Carsten

And the newest most stupid thing ............... to ASSUME that the KZ [ like 90% of ICE engines ]runs clockwise viewed from the right. Or like most car engines clockwise viewed from the front !!

Thanx to Carsten  for pointing out the error of my thinking !!

Here is my excuse [ apart from a lifelong experience of clockwise rotating engines ! ] - apart from a 20 minute ride on a pal's bike, I have no experience of a living, breathing engine. 

My engine has been dead on the bench since I bought the project 6 years ago and to date - I have never even looked inside !

Oh yes, my BMW Kay engines ran counterclockwise. 

So far I have concentrated on the rolling chassis - I am quite certain there are no mistakes there !

My mistake would have become obvious when my new OEM workshop manual arrives next week, but Carsten has saved me a whole lot of trouble with my pump - even though it is easily remedied.

In fact, driving from the alternator side makes the packaging / installation a lot more simple. 

So - suitably embarrassed at my own lack of knowledge -      public thanx to Carsten.

I hope this now starts to make sense.  

Drive will be taken from alternator centre screw, but will require an oil seal on the cover plate - maybe a new plate ?

I was going to get a sump made for the turbo oil return [ quote £55 ]-  then came across this on Chinabay - £25 delivered ! Fits in perfectly under swingarm [ behind engine ] and is 2 litres capacity - ideal.

I might move the oil pump forward to just above the oil filter housing - just depends on the hosing routes.

I was looking at modifying the oil cooler I found in my garage.  The Fittings are £15 - a NEW cooler WITH fittings from Chinabay £18 !

Schematic for oiling system now roughly sketched and just waiting for my approval ! 

Hi,

pics are always helpful. Tank looks good and professional. No problems with import from China to UK? We would probably run into trouble with customs...

Well, do I understand right: You plan to have a sprocket outside the alternator housing? You need a bearing AND an oil seal there, don't you?

Which alternator is it? The B1/B2 triple AC or the B3 single AC? I think it is more complicated with the B1/B2, as there is some kind of "dome" in the B3 cover, which could help you to get both parts in:
Radial positioning will become challenging, I suppose...

And - looking at the geometries - the pump will be seriously more "outboard", with its sprocket rather close to your left calf, right? Good containment may be reasonable...

Bye

Carsten

Carsten,

No problem for China imports. Very quick post and so far- NO customs duty! Usually 7-10 days for post.

At the moment  I do not see the need for a  bearing, but I need an oil seal, so maybe a new cover  with bearing and seal. There will be a cover over the chain - the UK mot ( tuv ) will need it.

No problem to centre the pump drive extension on the cover.  I will start stripping my engine next week - it is a 1976 bike.

Hi ??? (I did not yet get your real name, sorry..)

Ok, so it is a B1. From which bike at are the pictures then? Engine is stripped already...

How will the axial forces of the chain be suspended without bearing? The chain will bring two forces on the extension shaft:

The torque to drive the pump and the force which bends the shaft aftwards (thus another torque), right?

Carsten

Hi Carsten,

du kannst "beachcomber" mit TJ anreden

Der Motor, der auf den letzten Bildern zu sehen ist, ist einem anderem Mitglied im englischen Forum zusammen mit einer Twin drumrum unbesehen über ebay verkauft worden.
Lange Standzeit, Batterie tot, Vergaser zugesetzt, also kein Start möglich.
Der neue Besitzer hat soweit alles fertig gemacht, den Motor per Hand durchgedreht und als es soweit für den ersten Start war, kam die große Enttäuschung.
Motor springt an und läuft, aber schlecht und nur auf einem Zylinder.

Nach etwas Fehlersuche wurde klar, der Motor hat einen kapitalen Schaden.
Naja, das linke Pleuel ist am Pleuelfuß abgerissen !
Der Kolben steckte im Zylinder im OT oder etwas darüber.
Verbleibende Reste des mit der KW rotierenden Pleuels haben Stücke aus der ja nach unten überstehenden Laufbuchse sowohl vorn als auch hinten herausgebrochen.
Auf einem oder mehreren Bildern kannst du auch ein eingeschlagenes Loch im Gehäuse des Ölfilters sehen.

Dieses defekte Motorgehäuse wurde TJ kostenlos zur Verfügung gestellt und dient jetzt noch einmal einem guten Zweck

LG, Michael

T J,
i think about that volume...


This Pump is made to deliver OIL fore a whole engine with 10000 lubricpoints. No you install it for only one: the Turbobearing.
Is ther a pressuremaximum at the Turbobearingseals? What if the pumpressure kick the seals out of there seats? Might be usefull to make a cooling only circuit with a small conecting to the Turbobearing and a "choke/Bypass" to controll the flood of it.

If michaels damagereport serios, i open the top of the gearbox, weld a baseplate there, slot it down to the balancechaindrive: voilá...

The camshafttrain might also possible... because i still think you need not the whole charge for only one Turbobearing...

Greetz heri

onkelheri hat geschrieben: T J,  
i think about that volume...


This Pump is made to deliver OIL fore a whole engine with 10000 lubricpoints. No you install it for only one: the Turbobearing.
Is ther a pressuremaximum at the Turbobearingseals? What if the pumpressure kick the seals out of there seats? Might be usefull to make a cooling only circuit with a small conecting to the Turbobearing and a "choke/Bypass" to controll the flood of it.

If michaels damagereport serios, i open the top of the gearbox, weld a baseplate there, slot it down to the balancechaindrive: voilá...

The camshafttrain might also possible... because i still think you need not the whole charge for only one Turbobearing...

Greetz heri

Carsten

The pump will feed
 
1 - the turbo [ high pressure side ]

 and from the high volume side

2 -   a 1 litre capacity oil cooler with -10AN fittings - BIG !

ALSO - the pump has a built in relief valve acting at 55 psi.  [ high pressure side only ]

Yes  - too high for the turbo [ maybe 35 psi ] but there will be a pressure gauge just before the turbo oil feed connection for adjustment. I have the option to fit a lighter bye pass spring.

Of course none of this is written in a workshop manual - I must experiment to get the results I want.  

I also want to look at my first idea - to run the pump internally from the original pump spindle. Like the idea from ChrisLWG

Which way does the wheel rotate in the following view ?

Michael, thank you for your guidance.

Carsten, I thank you for your interest and suggestions