Other Stuff > Tricks & Tips
Love this thead
Trigger:
The magnets is helping collect crap while running in after a re bore ;) As K2-K6 has said, the worst amount of metal in the oil is from the meshing of new gear box cogs. All these new parts have sharp edges which need smoothing and as a result the engine could suffer damage from these new parts.
I have been in so many workshop where the mechanic will remove the oil filter housing to change the filter and not clean the housing before replacing the filter. And as Oddjob stated, ignore the washer, stuck to the filter >:(
K2-K6:
royhall, agree that it's al very competently designed system and seems to serve the purpose well but oddjob's high mileage example just shows the potential and not necessarily the aggregate of what happens to all the examples. Plenty out there that get nowhere near that total without significant wear problems, for whichever reason.
And we don't know what level of wear is in that example to make it definitive.
Reality is that you're going to get something resulting from the initial wear of new components, question is how is that best delt with. I think it's something that's worth debate to see what the combined knowledge and experience on here throws up.
My feeling is that I'd rather not push it through the oil pump if that were possible. It looks like the filter will catch it but we don't know the micron size of the debris and if it has the potential to pass through the filter which appears to be around 10/15 microns.
Also likely that if we stood in Trigger's position then a more concerned view is apparent as most engines going out are rebuilt and fall into this category. I don't know the "warranty" position that's taken but any additional precautions can only enhance that type of work in delivering to clients.
matthewmosse:
I would hazard a guess that running in can mark the difference between an engine getting to 250,000 miles which is roughly where my 500/4 got to with its sidecar, hard to say when the clocks have died twice and its been round the clock as many times, and yet I have bought cb 500 and 550s that show 35k on thr clock and wear on seat, footpegs etc makes this seem genuine and the engines are totally goosed, right through destruction. I would think the odds of many cb500 or 550 bikes going round the clock are fairly low, bikes tend as a rule to not cover massive milages. So basically I think trigger is right, controlling that swarf from running in is likely to be key to long engine life. My high miler bike has less engine wear than bikes on a quarter the mileage and in my ownership it arrived with oil like tar, already with 60k on the clock and a sidecar so constantly worked hard. Seems the only thing to explain the fact it got there is that it was run in hard.
paul G:
found these which covers the flow :D
Raymond_Y:
Magnets in oil systems are common place in aero engines, especially the piston engines of the 40s and 50s and the early gas turbines. Their main purpose was early detection of imminent failures, but they also collected a lot of the fine crap that the filters could not catch, which has to be beneficial to any plain bearings in an engine. It is strange that people think that filters catch everything. If they were designed to do that you would need a massive oil pump to overcome the pressure drop resulting from trying to push oil through such a fine filter.
Modern aero engines still have “chip detectorsâ€, as they were known, but they are now linked to software that can interpret was is on the detector. In some cases they are so sensitive they have to be switched of for the first few hours of running post build.
Raymond
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