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Hi Ted,I found that using a small paint brush dipped into a shallow cup of cellulose thinners, then gently brushed over the Hondabond joint face and left for 5 minutes, will soften it dramatically, sufficient to wipe off with a cloth.Do you know what big end shell colour was installed previously ?Dennis
At least you caught it early Ted. If the engine had been fully built up and in the frame that would have been soul destroying.As you say it has only cost a bit of Hondabond (and it goes off in the tube anyway so at least you are getting VFM!) and time. The bright side is you will know your way around the engine and it's all part of the learning process.Good luck finding the problem and I'm enjoying the posts.
Hi Ted,Glad that the Hondabond tip helped you. Thinking about the Conrod bearing issue. Keep a note of what is being changed, but if I had the problem I would swap the shells from one of the unaffected rods and see if this resolves the problem. If so, it could be the problem shells are in some way defective. This is all assuming that there is no contamination behind the shells when you dismantle.To measure your crankshaft journals for ovality or taper, you need an external mic for the crankshaft. Ovality - measure at several places around the centre of the circumference of the journal. Usually most wear will occur at the “top” of the journal due to thrust on the power stroke of the engine, measuring at 90 degrees to this gives the ovality.Taper is measured side to side.Conrod ovality and taper are measured in a similar way but with an internal mic or dial test mic.Hope this helps.Regards Dennis
If it now spins free and the clearance is OK I would say you have sorted it, doesn't take much to loose the clearance, had somebody oil the back of the shells once and that caused problems[/quoteLooking back I just don't know why I didn't clean the bearing faces - I did Evaporust the outside light surface rust from the conrods ages ago - just missed cleaning this bearing surfaces. I also double checked the mains for any high spitting as I had rotated the crank quite a lot. Had I Torqued the crank on the bench I might have found the problem before fastening up.