{"product_id":"carrier-transicold-17-57026-00-shaft-seal-assembly-05g-twin-port-compressor","title":"Carrier Transicold 17-57026-00 Shaft Seal Assembly — 05G Twin Port Compressor","description":"\u003cp dir=\"ltr\"\u003e\u003cstrong\u003eThe reservoir bottle is the tell. Once it's filling, the seal has already lost the oil film.\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp dir=\"ltr\"\u003eThe \u003cstrong\u003e17-57026-00\u003c\/strong\u003e is the current Carrier Transicold shaft seal assembly for the \u003cstrong\u003e05G Twin Port compressor\u003c\/strong\u003e — the six-cylinder open-drive workhorse under Supra, Ultra, Ultima, X2 and X4 trailer units. It is a complete assembly: bellows, carbon rotor, stator, O-ring, lip seal and cover gasket. Everything the crankcase needs to stay sealed where the crankshaft exits into the weather.\u003c\/p\u003e\n\u003cp dir=\"ltr\"\u003eThis is the part number Carrier moved to. Per Carrier Transicold Performance Parts bulletin \u003cstrong\u003ePTS16-002 (20 January 2016)\u003c\/strong\u003e, the 17-57026-00 superseded the older \u003cstrong\u003e17-44770-00\u003c\/strong\u003e after material changes were made specifically to enhance shaft seal reliability. Carrier confirmed the new seals are backwards retrofittable — if your unit ran a 17-44770-00, the 17-57026-00 drops straight in. You are not buying the old part; you are buying the fix.\u003c\/p\u003e\n\u003chr\u003e\n\u003ch2 dir=\"ltr\"\u003eWhy this seal is the hardest-working part on your compressor\u003c\/h2\u003e\n\u003cp dir=\"ltr\"\u003eThe 05G is an \u003cstrong\u003eopen-drive\u003c\/strong\u003e compressor. The crankshaft physically leaves the crankcase to pick up the clutch or belt drive, and a mechanical face seal is the only thing standing between your refrigerant charge and the atmosphere at that exit point.\u003c\/p\u003e\n\u003cp dir=\"ltr\"\u003eIt is not a gasket. It's a precision tribological system running two lapped faces — a soft carbon-graphite rotor against a hard stator seat — separated by a lubricating oil film roughly one micron thick. Carrier feeds it deliberately: oil branches off the pump circuit, passes through a metering orifice into the shaft seal cavity to lubricate \u003cstrong\u003eand cool\u003c\/strong\u003e the faces, then drains back to the crankcase through an overflow passage. The seal reservoir bottle taps the same cavity to catch anything that gets past.\u003c\/p\u003e\n\u003cp dir=\"ltr\"\u003eThat film is the seal. The faces never truly touch. And that's the entire design brief.\u003c\/p\u003e\n\u003ch3 dir=\"ltr\"\u003eWhat it lives through\u003c\/h3\u003e\n\u003cdiv dir=\"ltr\"\u003e\n\u003ctable\u003e\n\u003cthead\u003e\n\u003ctr\u003e\n\u003cth scope=\"col\"\u003eParameter\u003c\/th\u003e\n\u003cth scope=\"col\"\u003e05G \/ 05K spec\u003c\/th\u003e\n\u003c\/tr\u003e\n\u003c\/thead\u003e\n\u003ctbody\u003e\n\u003ctr\u003e\n\u003ctd\u003eContinuous shaft speed\u003c\/td\u003e\n\u003ctd\u003e\u003cstrong\u003e400 – 2,200 rpm\u003c\/strong\u003e\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003eMax working pressure\u003c\/td\u003e\n\u003ctd\u003e\u003cstrong\u003e200 psig low side \/ 450 psig high side\u003c\/strong\u003e\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003eMax discharge gas temp\u003c\/td\u003e\n\u003ctd\u003e\n\u003cstrong\u003e275 °F (135 °C)\u003c\/strong\u003e — 250 °F (121 °C) on HFC\/POE\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003eSump oil temperature\u003c\/td\u003e\n\u003ctd\u003e\u003cstrong\u003e70 – 160 °F (21 – 71 °C)\u003c\/strong\u003e\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003eAmbient operating range\u003c\/td\u003e\n\u003ctd\u003e\u003cstrong\u003e25 – 150 °F (−3.9 – 65.6 °C)\u003c\/strong\u003e\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003eOil pressure at seal circuit\u003c\/td\u003e\n\u003ctd\u003e\n\u003cstrong\u003e15 – 18 psi above suction\u003c\/strong\u003e (25 – 30 psi above 1,900 rpm)\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003eMinimum oil pressure\u003c\/td\u003e\n\u003ctd\u003e\u003cstrong\u003e15 psid\u003c\/strong\u003e\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003eMax belt load\u003c\/td\u003e\n\u003ctd\u003e\u003cstrong\u003e300 lb (136 kg)\u003c\/strong\u003e\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003eMax mounting tilt\u003c\/td\u003e\n\u003ctd\u003e\u003cstrong\u003e30° about shaft centreline\u003c\/strong\u003e\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003c\/tbody\u003e\n\u003c\/table\u003e\n\u003c\/div\u003e\n\u003cp dir=\"ltr\"\u003eAcross that rpm band the sealing interface sweeps roughly \u003cstrong\u003e160 to 865 surface feet per minute\u003c\/strong\u003e — continuously, over the road, through vibration, road salt, thermal cycling and flooded starts. A passenger-car A\/C seal never sees a duty cycle like this.\u003c\/p\u003e\n\u003chr\u003e\n\u003ch2 dir=\"ltr\"\u003eThe tolerance nobody sees\u003c\/h2\u003e\n\u003cp dir=\"ltr\"\u003eSeal faces aren't measured in thousandths. They're measured in \u003cstrong\u003ehelium light bands\u003c\/strong\u003e, using an optical flat under monochromatic light. One helium light band equals \u003cstrong\u003e0.0000116 inches — 0.3 microns.\u003c\/strong\u003e Half the wavelength of helium light.\u003c\/p\u003e\n\u003cp dir=\"ltr\"\u003eIndustry practice for a carbon-graphite face is \u003cstrong\u003e2 to 3 light bands of flatness\u003c\/strong\u003e, with harder counterface materials held to 1 to 2. That's a total geometric deviation on the order of \u003cstrong\u003e23 to 35 millionths of an inch\u003c\/strong\u003e across the entire sealing surface. Typical lapped seal face surface finish runs \u003cstrong\u003e4 to 5 µin\u003c\/strong\u003e, with hard carbon sitting near Ra 0.1 µm.\u003c\/p\u003e\n\u003cp dir=\"ltr\"\u003eTwo facts worth carrying into the bay with you:\u003c\/p\u003e\n\u003col dir=\"ltr\"\u003e\n\u003cli\u003e\n\u003cstrong\u003eFlatness and surface finish are different things.\u003c\/strong\u003e A face can be mirror-smooth and still be warped enough to leak. A face can be flat and still be too rough to build a film. Both have to be right, and they are controlled by different processes.\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eCarbon relaxes after lapping.\u003c\/strong\u003e Manufacturers lap carbon to under one light band, but the material moves. Reading three bands on the bench is normal, not a defect — it pulls back flat once clamped against the hard mating seat. Techs scrap good carbons over this every day.\u003c\/li\u003e\n\u003c\/ol\u003e\n\u003cp dir=\"ltr\"\u003eThat is the precision you are buying. Not a rubber ring — a lapped optical surface with a working clearance thinner than a bacterium.\u003c\/p\u003e\n\u003chr\u003e\n\u003ch2 dir=\"ltr\"\u003eUnderstand who builds parts like this — and to what standard\u003c\/h2\u003e\n\u003cp dir=\"ltr\"\u003eCarrier does not machine every component in a 05G. Seals, elastomers and lapped faces come from specialist sealing manufacturers — the same tier of supplier that serves the wider refrigeration compression industry with carbon-graphite faces, elastomer bellows and precision-lapped mating rings.\u003c\/p\u003e\n\u003cp dir=\"ltr\"\u003eWhat matters isn't the logo on the box. It's the \u003cstrong\u003equality regime the supplier is held to.\u003c\/strong\u003e Carrier publishes its expectations openly in its Supplier Quality Manual (QLY-02). It is a serious document, and it is the benchmark we build against:\u003c\/p\u003e\n\u003cul dir=\"ltr\"\u003e\n\u003cli\u003e\n\u003cstrong\u003eCertified QMS required\u003c\/strong\u003e — ISO 9001, IATF 16949 or AS9100 through an accredited third-party registrar. Suppliers without one face an on-site Carrier audit and must reach Level 2, re-audited at least every three years.\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003ePPAP Level 3 is the default\u003c\/strong\u003e — design records, PFMEA, control plan, measurement system analysis, full dimensional results, material and performance test data, initial process studies, and a signed Part Submission Warrant. No shipping before the warrant is approved.\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eKey Characteristics under statistical control\u003c\/strong\u003e — Carrier's ProCert methodology requires \u003cstrong\u003eCpk ≥ 1.33\u003c\/strong\u003e on variable key characteristics, demonstrated over a minimum of \u003cstrong\u003e25 consecutive observations\u003c\/strong\u003e (or 30 days of output, whichever is greater) with zero non-conformances.\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eGauge R\u0026amp;R capped at 20%\u003c\/strong\u003e, revalidated at least every 24 months. If you can't measure it repeatably, you don't control it.\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eAnnual product revalidation\u003c\/strong\u003e — full dimensional verification, process certification summary, current material certifications.\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eTen-year record retention\u003c\/strong\u003e, six months' written notice before any process or material change, and a stated objective of \u003cstrong\u003ezero defects\u003c\/strong\u003e.\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cblockquote\u003e\n\u003cp dir=\"ltr\"\u003e \u003c\/p\u003e\n\u003c\/blockquote\u003e\n\u003ch2 dir=\"ltr\"\u003eWhat's in the box\u003c\/h2\u003e\n\u003cp dir=\"ltr\"\u003eThe 17-57026-00 is supplied as a complete seal assembly, matched as a set:\u003c\/p\u003e\n\u003cul dir=\"ltr\"\u003e\n\u003cli\u003e\n\u003cstrong\u003eBellows assembly\u003c\/strong\u003e — the flexible, shaft-driven element that carries the rotor and accommodates end play, run-out and wear\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eRotor (carbon-graphite ring)\u003c\/strong\u003e — the lapped soft face\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eStator\u003c\/strong\u003e — the hard mating seat, lapped to match\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eO-ring\u003c\/strong\u003e — seals the stator's outside diameter into the cover or clutch hub\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eLip seal\u003c\/strong\u003e — the secondary barrier that seats in the cover\/hub\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eCover gasket\u003c\/strong\u003e — the crankcase joint\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp dir=\"ltr\"\u003e\u003cstrong\u003eRotors and stators are lapped as matched pairs and must be replaced together.\u003c\/strong\u003e Carrier is explicit on this point: never install a new rotor against a used stator, and never reuse a seal assembly or gasket. Mixing a new face against a worn one guarantees a leak path, and it wastes the new part.\u003c\/p\u003e\n\u003chr\u003e\n\u003ch2 dir=\"ltr\"\u003e⚠️ Order the right one: 17-57026-00 vs 17-57027-00\u003c\/h2\u003e\n\u003cp dir=\"ltr\"\u003eThese two are easy to confuse and constantly get cross-shipped.\u003c\/p\u003e\n\u003cdiv dir=\"ltr\"\u003e\n\u003ctable\u003e\n\u003cthead\u003e\n\u003ctr\u003e\n\u003cth scope=\"col\"\u003ePart\u003c\/th\u003e\n\u003cth scope=\"col\"\u003eWhat it is\u003c\/th\u003e\n\u003cth scope=\"col\"\u003eSupersedes\u003c\/th\u003e\n\u003c\/tr\u003e\n\u003c\/thead\u003e\n\u003ctbody\u003e\n\u003ctr\u003e\n\u003ctd\u003e\n\u003cstrong\u003e17-57026-00\u003c\/strong\u003e \u003cem\u003e(this listing)\u003c\/em\u003e\n\u003c\/td\u003e\n\u003ctd\u003e05G Shaft Seal Assembly — \u003cstrong\u003eseal only\u003c\/strong\u003e\n\u003c\/td\u003e\n\u003ctd\u003e17-44770-00\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003e\u003cstrong\u003e17-57027-00\u003c\/strong\u003e\u003c\/td\u003e\n\u003ctd\u003e05G Shaft Seal Assembly — \u003cstrong\u003ewith cover plate\u003c\/strong\u003e\n\u003c\/td\u003e\n\u003ctd\u003e17-44145-00\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003c\/tbody\u003e\n\u003c\/table\u003e\n\u003c\/div\u003e\n\u003cp dir=\"ltr\"\u003eIf your gland plate or clutch mounting hub is scored, cracked, or the lip seal bore is damaged, you want the \u003cstrong\u003e-27\u003c\/strong\u003e, not the \u003cstrong\u003e-26\u003c\/strong\u003e. If your cover is serviceable and you're just replacing the seal itself, this is your part. Not sure? Send us a photo of the cover face — we'll tell you straight.\u003c\/p\u003e\n\u003chr\u003e\n\u003ch2 dir=\"ltr\"\u003eInstallation notes for the tech doing the job\u003c\/h2\u003e\n\u003cp dir=\"ltr\"\u003eNot a substitute for Carrier workshop manual 62-11052. But these are the details that decide whether the seal lasts a season or five years.\u003c\/p\u003e\n\u003cp dir=\"ltr\"\u003e\u003cstrong\u003eTorque values\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul dir=\"ltr\"\u003e\n\u003cli\u003eShaft seal cover \/ clutch mounting hub capscrews (3\/8-16): \u003cstrong\u003e30 – 50 ft-lb (4.1 – 6.9 mkg)\u003c\/strong\u003e — diagonal pattern\u003c\/li\u003e\n\u003cli\u003eOil reservoir capscrew (3\/8-16): \u003cstrong\u003e8 – 15 ft-lb (1.1 – 2.1 mkg)\u003c\/strong\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp dir=\"ltr\"\u003e\u003cstrong\u003eOrientation is not optional.\u003c\/strong\u003e The cover or clutch hub must go on with the \u003cstrong\u003e\"TOP\" stamp straight up\u003c\/strong\u003e, so the oil communication hole in the cover lines up with the port in the crankcase. Get this wrong and you have starved the seal of the oil film that is the seal. It will run hot, glaze, and fail early — and it will look like a bad part.\u003c\/p\u003e\n\u003cp dir=\"ltr\"\u003e\u003cstrong\u003eUse the right lubricant on assembly.\u003c\/strong\u003e Carrier specifies \u003cstrong\u003ealkylbenzene oil — CTD P\/N 07-00274 (Zerol 150) — even on R-134a and R-404A systems.\u003c\/strong\u003e POE is extremely hygroscopic; it pulls moisture out of the shop air, and that moisture becomes acid inside your system. Do not lube a shaft seal with POE straight from an open jug.\u003c\/p\u003e\n\u003cp dir=\"ltr\"\u003e\u003cstrong\u003eHandle the faces like optics.\u003c\/strong\u003e Don't touch the lapped surfaces with bare fingers. If they get contaminated, clean with isopropyl alcohol and a clean, dry, lint-free cloth — nothing else.\u003c\/p\u003e\n\u003cp dir=\"ltr\"\u003e\u003cstrong\u003eUse the tool.\u003c\/strong\u003e Carrier's 05G Shaft Seal Tool is \u003cstrong\u003e07-00460-00\u003c\/strong\u003e; the lip seal driver for the cover plate is \u003cstrong\u003e07-00471-00\u003c\/strong\u003e. Prying a bellows assembly on with screwdrivers is how carbon rings get chipped.\u003c\/p\u003e\n\u003cp dir=\"ltr\"\u003e\u003cstrong\u003eAlign the rotor.\u003c\/strong\u003e The notches in the rotor must engage the two small knurls inside the seal seat. If it doesn't drop in cleanly, it's not aligned — don't force it.\u003c\/p\u003e\n\u003cp dir=\"ltr\"\u003e\u003cstrong\u003eInspect the lip seal in the cover.\u003c\/strong\u003e Any sign of wear or damage and it gets replaced. Make sure its back side seats on the machined shoulder.\u003c\/p\u003e\n\u003cp dir=\"ltr\"\u003e\u003cstrong\u003eThen service the reservoir.\u003c\/strong\u003e The shaft seal reservoir holds about \u003cstrong\u003e3.5 oz\u003c\/strong\u003e and should be checked and drained at least once a year. That oil is contaminated — dispose of it properly, never return it to the compressor.\u003c\/p\u003e\n\u003ch3 dir=\"ltr\"\u003eBreak-in reality\u003c\/h3\u003e\n\u003cp dir=\"ltr\"\u003eA freshly installed mechanical face seal needs run time to bed the faces and establish its film. A small amount of initial seepage into the reservoir during break-in is normal behaviour for this design — that's precisely why Carrier fitted a reservoir. \u003cstrong\u003eA reservoir that keeps filling is not break-in.\u003c\/strong\u003e That's a seal, a scored shaft, a starved oil feed, or an orientation error.\u003c\/p\u003e\n\u003ch3 dir=\"ltr\"\u003eWhile you're in there — diagnose the cause\u003c\/h3\u003e\n\u003cp dir=\"ltr\"\u003eSeals rarely die of old age alone. Before you close it up, check the things that killed the last one:\u003c\/p\u003e\n\u003cul dir=\"ltr\"\u003e\n\u003cli\u003eOil level between MIN and MAX on the sight glass, read right after shutdown while the compressor is warm\u003c\/li\u003e\n\u003cli\u003eOil pressure holding 15–18 psi above suction\u003c\/li\u003e\n\u003cli\u003eDischarge temperature under 275 °F (250 °F on POE)\u003c\/li\u003e\n\u003cli\u003eBelt tension not exceeding 300 lb of load\u003c\/li\u003e\n\u003cli\u003eMounting angle within 30° of shaft centreline\u003c\/li\u003e\n\u003cli\u003eNo flood-back — liquid in the cylinders can spike pressures toward 1,500 psi and hammer everything downstream of it\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp dir=\"ltr\"\u003eFit a new seal to a compressor that's overheating, running dry, or seeing flood-back and you'll be doing it again before the season's out.\u003c\/p\u003e\n\u003chr\u003e\n\u003ch2 dir=\"ltr\"\u003eFitment\u003c\/h2\u003e\n\u003cp dir=\"ltr\"\u003e\u003cstrong\u003eCarrier Transicold units:\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul dir=\"ltr\"\u003e\n\u003cli\u003e\u003cstrong\u003eOptima\u003c\/strong\u003e\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eSupra\u003c\/strong\u003e — 950, 950MT, 960, 960MT\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eX4\u003c\/strong\u003e — 7300, 7500\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eUltima\u003c\/strong\u003e — 53, XTC\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eUltra\u003c\/strong\u003e — XL, XTC, XT, Ultra\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eExtra\u003c\/strong\u003e — XT\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eX2\u003c\/strong\u003e — 2100A, 2100R, 2500A, 2500R\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp dir=\"ltr\"\u003e\u003cstrong\u003eCompressor applications:\u003c\/strong\u003e 05G Twin Port · 05G · 05G37 · 05G41 · 05G42\u003c\/p\u003e\n\u003cp dir=\"ltr\"\u003eConfirm by compressor model and visual match before ordering. Unsure? Call or text \u003cstrong\u003e403-996-1480\u003c\/strong\u003e with your unit model and serial number — we'll verify before you buy.\u003c\/p\u003e\n\u003chr\u003e\n\u003ch2 dir=\"ltr\"\u003eCross Reference\u003c\/h2\u003e\n\u003cp dir=\"ltr\"\u003eReplaces or is compatible with the following Carrier part numbers, including formatting variants:\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003e17-57026-00\u003c\/strong\u003e · 175702600 · 17-5702600 \u003cstrong\u003e17-44770-00\u003c\/strong\u003e · 174477000 · 17-4477000 \u003cstrong\u003e17-44150-00\u003c\/strong\u003e · 174415000 · 17-4415000 \u003cstrong\u003e17-44140-00\u003c\/strong\u003e · 174414000 · 17-4414000 \u003cstrong\u003e17-44043-01\u003c\/strong\u003e · 174404301 · 17-4404301\u003c\/p\u003e\n\u003cp dir=\"ltr\"\u003e\u003cem\u003eCross-references are provided for identification and interchange only. AVRO Parts is not affiliated with, endorsed by, or sponsored by Carrier Corporation or Carrier Transicold. All OEM part numbers, names and marks are the property of their respective owners.\u003c\/em\u003e\u003c\/p\u003e","brand":"AVRO Parts","offers":[{"title":"Default Title","offer_id":49044690862180,"sku":null,"price":199.99,"currency_code":"CAD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0638\/5303\/5620\/files\/TB-17-44770-00-AM-2.jpg?v=1787276807","url":"https:\/\/www.avroparts.com\/products\/carrier-transicold-17-57026-00-shaft-seal-assembly-05g-twin-port-compressor","provider":"AVRO Parts","version":"1.0","type":"link"}