Engine Shaft Seals
Crankshaft and camshaft seals hold oil inside a running engine. Modern versions use a PTFE lip because nitrile cannot survive the shaft speed, oil temperature and extended drain intervals that current engines demand. SES holds the range as an authorised SKF distributor, covering lip materials PTFE, FKM, ACM, silicone; speed Full engine speed at the crankshaft; temperature Sustained hot oil plus post-shutdown soak; media Engine oil, blow-by gases, fuel dilution. Executions include PTFE crankshaft rear main seals, front crankshaft and timing cover seals, camshaft seals, cover-plate integrated seal assemblies, among others. It is specified most often into truck and tipper diesel engine rebuilds and generator set engine overhauls. Every part is genuine SKF through official channels, with designation, specification and options confirmed against your duty before it ships — supplied from Kolkata and our branch network, with breakdown cover that does not sit in an inbox.
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Position
Crankshaft front and rear, camshaft ends
Lip material
PTFE on modern engines, elastomer on older ones
Running condition
Dry lip on first start, by design
Fitting
Sleeve and depth-setting driver required
Where it runs.
You will find Engine Shaft Seals in the parts of a plant where this particular duty actually occurs. In practice that means truck and tipper diesel engine rebuilds, generator set engine overhauls, loader, dozer and hauler engines in a mine workshop, and equally tractor and irrigation pump-set engines, light vehicle timing cover and rear main replacement, marine auxiliary and harbour craft engines. What links them is the duty rather than the machine name — position: Crankshaft front and rear, camshaft ends. If your installation is not on that list it matters less than you would think: the operating condition decides the specification. Send us the load, the speed, the running temperature and the environment it runs in, and we will match it to the right execution in the SKF range and confirm what is in stock.
Specify it against the duty.
Specification here follows the operating condition, not the catalogue. The original was a PTFE seal — Fit PTFE again. A nitrile replacement will fit the housing, run for a few thousand hours and then leak steadily. The seal must be installed dry with no oil on the lip — Follow that instruction exactly for PTFE. Oil on a PTFE lip stops it bedding to the shaft and it never seals properly afterwards. Engine oil shows fuel dilution from extended idling — Check the seal material against diluted oil. Fuel in the sump softens some compounds far faster than heat alone. Where two of those apply at once, specify for the harsher of the two — under-specifying is what puts the part back on the bench a month later. Send us the duty and we will confirm the execution.
Ordering this from SES.
Never rotate the crankshaft by hand against a freshly fitted PTFE lip before the engine is complete. Turning it backwards even a quarter turn can roll the lip and undo an otherwise perfect rebuild. Send the designation off the failed part and we will confirm the SKF equivalent and stock position.