Honda-SOHC

Hello all, I have recently acquired a CB550/4 K project bike to sort out, I have owned these previously and enjoy them more than the CB400/4.
I have stripped the engine to check it over, the engine was literally seized together, it took a lot of effort to remove the cylinder head, the cylinder barrel had accumulation deposits around the front barrel studs. I ended up with a few chipped fins. On inspection of the cylinder bores, the piston ring end gaps were still in service, but not by a lot, so I have purchased a new set of standard rings. On inspection of one of the bores, I note that a scratch is evident about 1cm long by 1mm deep running horizontal in the cylinder wall. I will be honing the bores to help the new rings to bed in. But I am worried about a ring getting snagged on the scratch as it motions up and down at revs. Is this something to be alarmed about?

I have taken my cb400/4 carburettors off a number of times to fully overhaul them. I have just replaced the main jets,emulsion tubes, throttle needle, set on third groove. Float needle valve and seats. Running a standard airbox, Throttle slides set at 1 mm at wide open throttle, seen from air intake side. The push cable distance set at 56mm, The carb kit I've purchased is from Red brain Honda eBay shop. I haven't got any obvious air leaks, my carb rubber intakes are not split and securely clamped, as well as the air filter ones.I have used the Haynes CB550 400/4 for reference data. To set the carbs. I am starting to suspect the information I am reading. Is there any Honda technical data.

Many thanks to the forum for all the pearls of wisdom, for my ignition dilemma. With what has been aforementioned, taking heed of this, concerning testing for insulation across my open and closed points. I am happy to state, that after taking my points terminations apart, and smearing silicon sealant in and around the hole in the tab that the terminal bolt passes through a couple of days ago. I can now confirm that testing across open and closed points with ignition leads and condensors removed. That the points are reading upon a continuity scale on a test meter. Open at infinity no circuit between the moveble point contact and ground. The moment the F1-4 mark aligned with the index mark. It remained open to the point the F2-3 F mark came around to align with the index mark. The points 1-4 went closed circuit until 180 degrees later when the F1-4 mark came around to align with the index. When they went open circuit.
This is a change from what was happening before which prompted me to sign up to the forum.

Bouyed by this I tested for a spark across  a plug to ground, on both coils. Given the daylight was becoming dusk. I fitted a charged car battery with attached jump leads to my battery HT cables. I turned on the ignition, pressed the starter button, the engine spun over rapidly. Oil light went out and I saw faint sparks going across the electrode on my test spark plug. The fact they are faint is because the condensers are preventing arcing, the speed the engine was being turned over, the gap across the tip of the plug. If it is normal for a weak looking spark. I will put the tank on tomorrow and put fuel in and try to get it to run? One more thing, I am concerned there is too much suppression on the coil HT leads. The fact is the plugs are R type NGK with a 5 kohm resistor built in and the suppressor caps are also 5kohm resistor meaning each coil is subjected to 10kohm additional resistance.is this a cause for concern?