SOHC.co.uk Forums > CB350/400
CB400/4 ENGINE STRIP, ASSESSMENT AND REBUILD BY JULIE - NOW COMPLETE
K2-K6:
MrDavo, I've no problems with opposing views. I feel that anything I write on here should be up for scrutiny, if it won't stand up to your enquiring mind or any others with experience in different areas to me then it can't be seen as truly valid.
Slightly wary about trampling over Julie's thread as it originally started but I guess the subject is relevant as the motor looks such a mess. For anyone coming to this thread later on if they find themselves with something similar, then it's thoroughness will be of interest. It's something that I think is worthwhile in that it should shake out the real problem, threads on other forum when it starts well but never really concludes what went wrong I find frustrating. Especially if I'm looking to gain from that problem and how those poster's split it down to find what failed and how.
Your observations about air leaks are entirely valid as well, guess that's why everyone on here all shouts "airleak" when a new poster comes on with a running inconsistency, they can be so minor and frustrating or really significant.
I'll post on what I understand how detonation happens to see if that adds to the overall view.
Nurse Julie:
--- Quote from: Oddjob on October 10, 2017, 01:21:52 PM ---
--- Quote from: MrDavo on October 10, 2017, 10:57:19 AM ---Were the pipes blued?
--- End quote ---
No they weren't into porn, these were good little pipes as befitting a ladies bike.
--- End quote ---
No blued pipes chaps, double skinned original Honda downpipes fitted.
Nurse Julie:
Positive steps forward today. Split the crank cases and no damage evident at this stage. All cogs have their teeth, the gearbox looks good, measured the dogs and they are well within spec at 5.79-5.91mm with a service limit of 5.5mm.
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The cam chain tensioner horseshoe is in one piece although the pivot pin was a little tight. The cam chain is the original. The primary chain is the original and is knackered.
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Have taken all the bearings out of the cases and off of the con rods. These actually look in really good condition considering the amount of swarf that could have been going around the engine but, won’t know for sure until measured.
I have cleaned all the parts and have been given a corner of a shelf in the Engine building room to start storing everything when it's cleaned until the engine is ready to be rebuilt.
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Graham has another slot booked at the acid dippers in about 3 weeks time, so I have put all the casings etc in a crate and they can go in with his next lot of engines that need the acid treatment.
The measuring of the shells will happen when I get the cases back so they are all nice and clean to work with, but I’m sure there can be some bits I can measure in the meantime, like the camshaft. Also all the machine work will be done after acid stripping. I can also start cleaning the nuts and bolts prior to sending for zinc plating. The outer casings had a lot of Allen bolts fitted but I am going to go back to what was fitted as standard.
What I have learnt today, 1) My cleaning of parts standards fall well short of Triggers exacting requirements. I would wash a load of bits in the parts wash and put them on the drying racks and he would look at them and give them back to me to do again, some parts came back twice !!! >:( >:( But, I suppose that is one of the reasons why his engine building is so excellent. 2) Don't turn gear shafts with cogs, bearings, circlips, spacers etc on their ends in the parts wash, all the cogs etc fall off and I have no idea where they came from or in what order. Trig made me get the workshop manual out and work out where all these bits belong and made me re assemble them ::) ::). 3)Don't get the cleaning solution from the parts wash all over the floor when transferring the parts to the drying racks. It was like an ice rink and I had to scrub that part of the workshop floor :'( :'(
paul G:
What I have learnt today, 1) My cleaning of parts standards fall well short of Triggers exacting requirements. I would wash a load of bits in the parts wash and put them on the drying racks and he would look at them and give them back to me to do again, some parts came back twice !!! >:( >:( But, I suppose that is one of the reasons why his engine building is so excellent. 2) Don't turn gear shafts with cogs, bearings, circlips, spacers etc on their ends in the parts wash, all the cogs etc fall off and I have no idea where they came from or in what order. Trig made me get the workshop manual out and work out where all these bits belong and made me re assemble them ::) ::). 3)Don't get the cleaning solution from the parts wash all over the floor when transferring the parts to the drying racks. It was like an ice rink and I had to scrub that part of the workshop floor :'( :'(
God he sounds worse than my old english teacher ;D ;D ;D ;D ;)
Glad the rest of it looks OK
If you are going to learn then learn from the best ;)
K2-K6:
I think oil filters are about 10 to 15 micron filtration so not much in the way of bits will go through them.
Different for the oil pump though as it's only got a sieve to stop the chunky bits getting in there.
Most of the rings usually go out the exhaust valve and don't generally go down past the piston if it remains intact so the rest of the engine doesn't see much of the broken parts.
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