22-09-2018, 07:16 AM
Whilst on the topic, I have always been somewhat surprised by this component. On the other side of the flywheel the much more thick crank is prone to fail. Yet this item not much more than 5/8 with no clutch cushioning springs seems fine on the most powerful engines, even with lightened flywheels. And this despite many having been subject to very worn engine bearings. The engine may not produce great torque but most cars have endured many violent clutch engagements. In the folly of youth I had one built up by hard chrome, reckoned to promote failure, but still no problems. I guess it goes to prove the fatigue resistance of case hardened parts.
Rather than worry about machining marks, the splines should be inspected for a good fit, and the rivets for security. It was common to find splines very seriously worn. When either is loose car develops a driveline clatter especially noticeable at low speed. And a serious wear step can cause clutch disengagement problems. I gather some have renovated using carbide drills.
I wonder who designed such components. Edge was young to have attended tertiary classes. He may have covered draughting at secondary school, but unlikley to extend to necessary design level.
Rather than worry about machining marks, the splines should be inspected for a good fit, and the rivets for security. It was common to find splines very seriously worn. When either is loose car develops a driveline clatter especially noticeable at low speed. And a serious wear step can cause clutch disengagement problems. I gather some have renovated using carbide drills.
I wonder who designed such components. Edge was young to have attended tertiary classes. He may have covered draughting at secondary school, but unlikley to extend to necessary design level.