IP shaft seal

[asavage]

Salvy:

Look upthread at this picture. See the seal boxed in? That's the one we are talking about here: the seal where the shaft meets the outside world.

[odie]

got the seals inthe mail! many thanks

strange though, it seems the more I drive the Maxi the less the IP drips

Maybe the blend with a little WVO I've used is helping the seals or "repairing" the effects of ULSD? Or maybe the seals were dried out a litlte from lack of use? I have the feeling the car was very seldom driven the last couple years by the previous owner....

who knows, maybe it's just reverse Murphy's law, now that I have the seal, I will not need it....one can only hope.

[asavage]

Mine seemed to leak more right after the first two tanks of B100. Now, 6k later, it does not drip as much, but is still leaking.

[asavage]

I'm working on a friend's brother's 1986 Toyota diesel PU. Denso (Bosch VE-type) IP bad (faulty feed pump and leaks too). Reading from a 1984 Toyota L/2L/2L-T FSM, part of the IP test procedure (upon rebuild) is to check the housing pressure at various RPMs.



Yup, over 100 PSI peak. Any wonder the seals leak?

[Carimbo]

Yup, over 100 PSI peak. Any wonder the seals leak?

Thanks for clarifying this for me. Previously had erroneously thought the IP shaft seal was sealing a negative pressure environment while running (that section of the IP is its "lift pump").

[asavage]

Oh, it probably is negative pressure at the shaft seal . . . until the engine stops. Then I imagine it becomes pressurized rather quickly.
When I said "seals", I meant all of them (esp. the governor cover and distributor head o-ring).

The internal timing advancer is hydraulic. The faster the feed pump turns, the higher the housing pressure and the more the hydraulic advancer advances. A rather silly way of doing things to my way of thinking. It's even crazier with a accel-linked torque control mechanism that acts against the hydraulic advancer during light loads. I think that's why I haven't been able to measure significant advance on my own IP while just rev'ing it in the driveway: no load, = little advance, despite presumably otherwise OK IP internals. Or maybe I really do have a failed advancer: who can tell, without a test bench and yanking the thing?

If the feed pump fails, no advance = white smoke from delayed ignition at high RPM. Lack of power. General all-around Bad Things.

[diesel-man]

Just wondering what the outcome was on your suppliers and if you still have a good supply of IP seals? I need one, but would like to buy three. Possibly send me an email from my profile list....just updated it

[Dr. Jones]

Yeah, me too. Last I read there was some discussion on who was going to distribute these. I'm in NC so the closer the better, I'm looking for two or three, maybe four. Let me know. Hey does anyone run straight vegetable oil?

[goglio704]

I have seals available at $16 each shipped by US mail. Al should have seals too. If he wants to sell some of his and free up some cash, I won't complain. He graciously bought my excess and kept me from being overrun with IP seals.

[asavage]

Matt has them. Buy from him, he's closer.

[Dr. Jones]

This front seal is the only one that comes in contact with the fuel?

[asavage]

This front seal is the only one that comes in contact with the fuel?

Hell, no. It's merely the only one you can replace with the IP on the engine, and it's relatively easy, as it's only a few minutes more work than changing the IP belt, which is a "regular maintenance" item.

The top cover seal (kind of a molded o-ring), the advancer shaft seal, the accelerator shaft seal & bushing, and the distributor head o-ring are other common leak points on the VE-style IP, but you can't change them without removing the IP from the engine (AFAICT).

[Carimbo]

Emergency situation-- IP belt snapped/stripped/sheared last week, have been working a bit on the repair every day as time permits. Luckily Al was passing near (enough) by and he could supply a nicely rebuilt tensioner, to replace mine which had major wobble. Installed the new belt and tensioner, buttoned it back up and..... it leaks bigtime (about 1.5 liters overnight) out the front shaft seal when off, and will barely run, if at all.

Wanting to get this done before winter sets in, I gave the local injector service co. a call with some numbers off the side of the IP in hopes I might be able to source one locally and, like, immediately. They had the drive shaft seals in stock! Ran down and bought two, in case I misinstall the first one. Probably not viton, but it is in a new Zexel packaging, made in Japan, P/N 146601-0700 1203.

Apparently the seal was marginal in its old age and failed from all the commotion-- cog/pulley removal/install, forward/backward movement trying to align the marks, etc. The two-armed puller removed the cog finally with a bang! Let's hope the bushing is OK; too much runout can cause seal failure also.