4531528 "gray" oil slinger A523/A568 - differences

[BadAssPerformance]

In searching for a new case for the cracked 1991 A568 in the Z I went through two 1990 trans' one A523 (that turned out to be cracked) and one A568. I pulled the pinion bearings out and taking a close look the oil slinger (4531528 "gray") was different between the early and the late model. The early one had a notch that lines up with the oil gallery and also a thinner rear offset. The newer one is notchless, looking to be symmetrical for error-proofing durign assemble plus the back side is deeper. Pictures are set into the 1990 case I'm using and they seem to fit the same. I need to take a better look at the early/late cases to check depth of the recess behind the slinger to see if I need to use the early style with the early case.

[Ondonti]

I don't think I have any idea how the oil slinger really works. I know how the one I chewed up doesn't work...

[Reaper1]

I think it acts sort of as a restrictor. Anybody else? I had a theory, but then got to thinking about it and now I don't think I was right. LOL

[135sohc]

I have an early one and a later one. At the time I noticed the difference with respect to the 'notch' but figured nothing of it and didn't look closely. Thinking it was the plastic deformation from the bearing pressing down on it over the open section underneath and with the heat and oil exposure it remolded itself. Last week I made a new oil slinger at work on the CNC and modeled it after the later style since I have one NOS from an old stock bearing kit I got awhile ago. Both the 525 and earlier type slinger (clearish green one) and the black 520/555 slinger don't have that locating notch. This would look like another one of those 1990 only 523/568 differences that was done away with for streamlining purposes ?

[5DIGITS]

The notch/oil pilot acted in a few ways.
The notch acted as a locking tab, so to speak.
Because the oil is centrifugally fed from the ring gear, the output gear will be swimming in oil that will be slung rotationally.
The thought was that the rotating/slung oil could also carry the slinger along for the ride - the notch prevents it from rotating and wearing the plastic away.
This was later determined as an over-rated concern BUT to be safe the later slinger was made thicker to tighten the fit and inhibit rotation.

Meanwhile, the oil pilot exists to push a portion of the oil down the shaft and lubricate the gears that rotate on the shaft, thus the reason for the oiling holes.

[Ondonti]

The notch/oil pilot acted in a few ways.
The notch acted as a locking tab, so to speak.
Because the oil is centrifugally fed from the ring gear, the output gear will be swimming in oil that will be slung rotationally.
The thought was that the rotating/slung oil could also carry the slinger along for the ride - the notch prevents it from rotating and wearing the plastic away.
This was later determined as an over-rated concern BUT to be safe the later slinger was made thicker to tighten the fit and inhibit rotation.

Meanwhile, the oil pilot exists to push a portion of the oil down the shaft and lubricate the gears that rotate on the shaft, thus the reason for the oiling holes.

So what ends up happening when you have no slinger?

[5DIGITS]

So what ends up happening when you have no slinger?

The oil that would normally end up behind the oil pilot/slinger loses the direct path to the output shaft oil delivery hole, which exists to lubricate the un-engaged gear races as they spin on the output shaft.
This gulls the output shaft race OD's and the rotating gears ID's.
Remember, even though first and second are obviously not engaged in 4th or 5th, they are still spinning at their respective ratios on the output shaft.