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Bob: After reading from the manual, SM2017, I don't see what you call an oil slinger, but points to consider: 1) Make certain the drain hole in the the thrust cover is down. I've seen that be a problem before. 2) Set crankshaft endplay to .005-.010", using a piece of pipe (2 3/4" i.d. by 3 1//4" long to simulate the thickness of the flywheel). Adjust by removing or adding shims behind thrust plate. (I've seen those that just keep cranking the flywheel nut in to set endplay, and then all it does is break the thrust fiber washers). 3) Remove pipe spacer, and center the thrust cover using .003" shimstock. Torque capscrews to 35 ft-lb. Crank end play is set .005"-.010". 4) Install flywheel, and drive it solidly against the spacer, being sure to block the crank to the left (towards the flywheel side), so that you do not dislodge the thrust plate. Torque the flywheel bolts to 208 ft-lbs (though I agree with others that you can't over tighten them ! Also, lots of folks replace the bolts with fine thread, using hardened washers under new tall hardened nuts. Seems to be the way to ensure it staying tight. Even then, you need to check them soon after installation, as well as crankshaft end-ply. As far as the clutch disk creating an out of balance condition, this could have been true in the days of an "A", but the 70 Diesel has a crankshaft mounted counter-weight, so no balancing was required using the clutch components. Frank-in-Tallahassee
70D // 855
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