|
|
|
TID-BITS TECH TIPS |
Useful Tid-Bits (Maybe)
Cylinder head thickness: 2.842
Cylinder thickness: 3.334
At full operating temperature the cylinder & head can grow .015 or
more.
Conventional (paper) head gaskets can compress up to .016 after
running X amount of miles.
Conventional (paper) base gaskets can compress around .004 after X
amount of miles.
Cylinder head nuts can lose 5 to 12 lbs of torque after conventional head
gasket compression.
Like a rear chain, the cam chain can stretch and lose about 3 degrees of
cam timing or so. (Varies)
For every .001 of increased valve lash, 1 1/2 degrees of cam duration
will be lost.
Engine Coatings
To be continued. (Some are better than others.)
Rocker Arms
|
|
Three stories.
Many hot rod car people in the olden days had their hands tied when entering
stock motor classes.
The ambitious and clever people discovered factory rocker arms were
inaccurate and in many cases altered the rocker ratio resulting in higher
cam lift giving them an advantage. So, they measured all the rockers and
installed them accordingly.
Eraldo Ferracci drag raced Honda CB750's back in the days and would order
piles of rocker arms from Honda. When he would show up at the Honda shop he
had a "Go-no-Go" gauge that would determine if the rocker arms were to his
liking. Flunked quite a few of them.
In my youth, I was drag racing a Triumph trident and had a problem with the
camshafts purchased at that time. Due to the fact, changing camshafts in a
Trident was a 20 hour job, I mentioned that we were going to check each
lobe. (Because we were a little pissed.)
After the new camshafts were installed the motor was being turned over to
check this and that. With the naked eye, a couple of valves didn't appear to
be opening as far as the others. With a degree wheel, dial indicator and
graph chart, I simulated the cam lobe on the graph paper. Sure enough, 2 of
the 6 valves were opening up approximately .040 or .050 less than the
others. (Going by memory, long time ago.)
Before calling the cam manufacture and bitching up a storm, I switched
rocker arms. Problem solved.
Bad production rocker arms.
The photo shows our optical comparator where we can make a quick check of
the rocker arms we install on our highest level motors.
Engine Cases
|
|
|
|
Ever notice Honda CB750 main crankshaft bearings have rub
marks here and there in a random manner? Ever wonder why Eraldo Ferracci
suggested to tighten the main bearing bolts in 2 lb increments checking for
a binding crankshaft and recording the torque figure at bind?
We applied blue dye to the engine case main bearing bores to exaggerate our
observations years ago for photo purposes.
After applying the blue dye for photo purposes, we inserted our special
machined alignment tool, torqued the main bearing bolts and rotated the
tool. This procedure exposed tight areas, barely visible nicks in the main
bearing area and possibly slight warpage.
Due to the fact that Honda main bearing clearances are generally in the
.0015 to .002 range and Plastigage gauge measuring is a crude form of
measuring in many circles. This sends up a few red flags about crankshaft
alignments. Line boring the cases is not an option because of oversize
bearing availability.
The above photo (hard to see) shows these random rub marks with .002
Plastiguage clearances. To help with this potential problem is to remove the
high spots, nicks and such ONLY with our special tool and procedure. After
the crankshaft is reinserted in the cases and torqued, the crankshaft spins
noticeably easier. ( Noticeably easier? Yes, with your finger tips)
Happy motor!
A 3.99% customer service charge is applied to all phone orders.
If ordering via phone, please also provide the part # of any products you are interested in for faster and more accurate service.
If you encounter a (rare) broken button as you're trying to add parts to your cart (going to PayPal summary instead of your cart or not opening PayPal at all) or anything else of concern, please call us to report it. We'll try to have it fixed for your convenience within the next 5-10 minutes. Afterwards, refresh the page and try again.
NOTE: As of July 1st, 2018, an extended goods and services tax (GST) has been applied to all Australian consumers buying overseas, charging an extra 10% in taxes to us with each purchase. To ensure that you can continue to purchase from us in Australia and we can provide our parts at our usual lower cost, please contact us at the email below if interested in any particular parts so that we can make a special shipping arrangement for you.
It is the sole and
exclusive responsibility of the purchaser to determine the suitability of any
part, product or work for his or her use.
The purchaser shall assume all legal, personal injury risk and liability and all
other obligations, duties and risks therewith.
There is no warranty on High Performance products.
Click to go back to our home page
Cycle X Global Headquarters
6246 US Hwy 51 South
Hazelhurst, WI 54531
Phone: 715-356-7346
Email: hotrodcyclex@gmail.com
