lan's engine build and engine build how to

[longassname]

I finally got my crank back (yay).
Will be redoing the check of the crank and presumably resuming the engine build very shortly.

[TomsSVX]

check ur pm box.

Tom

[longassname]

Ok, so I had previously caged my bearings in the block and measured their bore in order to determine the size to grind the journals to in order to obtain the desired oil clearnaces.

Now I have the crank back and have put the micrometer to it to determine what the actual journal sizes came out to and thus what the oil clearances will be. Those measurements and calculations are:
journal# bore diameter oil clearance
1: 2.34*** 2.34** .00***
2: 2.34*** 2.34** .00***
3: 2.34*** 2.34** .00***
4: 2.34*** 2.34** .00***
5: 2.34*** 2.34** .00**
6: 2.34*** 2.34** .00**
7: 2.34*** 2.34** .00**

These seem acceptable to me.

[SVXRide]

Michael,
What happened on 5 and 6? I thought you sent the crank out to be worked on so you'd have a closer match across all of the bearings? The other five look great.
-Bill

[longassname]

no i wanted 5 bigger than the rest..that's the thrust bearing. The others came out looser than 6 but they are all acceptable. Ideally the crank would have come back with exactly what I specified but then this shop didn't get it right the first time either....but these specs are all acceptable. I still have to check run out though.

Originally Posted by SVXRide

Michael,
What happened on 5 and 6? I thought you sent the crank out to be worked on so you'd have a closer match across all of the bearings? The other five look great.
-Bill

[SVXRide]

Originally Posted by longassname

no i wanted 5 bigger than the rest..that's the thrust bearing. The others came out looser than 6 but they are all acceptable. Ideally the crank would have come back with exactly what I specified but then this shop didn't get it right the first time either....but these specs are all acceptable. I still have to check run out though.

Gotcha...
-Bill

[longassname]

Bill maybe it will help to put the factory tollerances next to mine then you will see that we are in fact out another digit on all the tolerances. We are just out 2 digits on most of them so now you are expecting that kind of acuracy on everything...which I don't blame you..I wanted that too but it just doesn't look like the shop I used is capable of it. This time around I used what is supposed to be the best machine shop in Florida to do this crank instead of my usual tenessee ship which is in fact capable of those tolerances. I'll check monday and see if I maybe a polish can take a couple tens off of #6--if so then we will in fact have our tolerances out two digits past factory.


my main oil clearances
1: .00***
2: .00***
3: .00***
4: .00***
5: .00**
6: .00**
7: .00***

factory range
1,3,7: .0002-.0014 (.0012 range)
my range
1,3,7: (.00005 range)
=24 times more precise

factory range
2,4,6: .0005-.0015 (.001 range)
my range
2,4,6: (.00035 range)
= 3 times more precise

[SVXRide]

Michael,
Looks good. These are all with your ECUTune bearings, right?
-Bill

[longassname]

oh of course..I'd never use anything but

Originally Posted by SVXRide

Michael,
Looks good. These are all with your ECUTune bearings, right?
-Bill

[superru]

hey LAN i've been trying to keep track on this build of yours.. what's our biggest problem with breaking through the hi HP numbers? Cams? heads? valves? fuel delivery? engine managment? i'd like to put some of my time into getting around the problems, hoping to hit high HP#'s ya baby!

[longassname]

Allright, I just checked the crank for run out and it's good this time around. I'll go get the #6 journal polished and we'll be ready for assembly.

[SVXRide]

Originally Posted by longassname

Allright, I just checked the crank for run out and it's good this time around. I'll go get the #6 journal polished and we'll be ready for assembly.

Michael,
Good news! When do you think you'll have the engine back in the car?
-Bill

[longassname]

A single turn on a belt polisher (about a 5 second pass) on journal #6 brought it down to 2.3438" so now we are looking golden and I can start assembling the short. I stopped by to check on my heads and they will be ready friday. I'll probably get the crank in today and the pistons in tomorrow.

journal# bore diameter oil clearance
1: 2.34*** 2.34** .00***
2: 2.34*** 2.34** .00***
3: 2.34*** 2.34** .00***
4: 2.34*** 2.34** .00***
5: 2.34*** 2.34** .00**
6: 2.34*** 2.34** .00**
7: 2.34*** 2.34** .00**

factory range
1,3,7: .0002-.0014 (.0012 range)
my range
1,3,7: (.00005 range)
=24 times more precise

factory range
2,4,6: .0005-.0015 (.001 range)
my range
2,4,6: (.00005 range)
= 20 times more precise

[longassname]

Allright, so as I just posted yesterday we have our crank in good order now (good order in our case = no out of round, no run out, oil clearances all right above the factory standard range, oil clearances all fall within half a ten thousandth of an inch range, 6a finishes.)

With the crank ready it was time to put it in. The assembly of the rotating assembly deserves the same level of attention as the machining and measurement. The crank was given a thorough cleaning with non-chlorinated brake cleaner so that there was zero lint, film, etc on the crank includining inside of the oil passages.





With the crank clean the rods were installed. The bearings were already installed into the rods as part of the caging process that was performed earlier to determine target crank pin sizes. So now I dissassembled each rod one at a time and coated the bearings with moly-graphite assembly lube. The rod bolts were previously lubed with the arp moly assembly lube but as it was squeezed out of the contact points, particularly the underside of the heads, I coated the threads and heads again. Rod bolts were torqued to 42 ft-lbs.






With the rotating assembly ready to go in the block was given a final prep. It had been prepped before as part of the caging process for the main bearings but it was cleaned up again for good measure and to make sure there was no film, dust, lint etc on the mating surfaces. The bearings were already installed into the block as part of the caging process as well. Now they were evenly coated with moly graphite assembly lube. O-rings were installed into the 1,3,5 block half.





With the block halves cleaned for assembly the crank was dropped in and liquid packing was applied around the bolt holes, top of block, front of block, and back of block.





With the block ready to assemble the 2,4,6 half was dropped onto the 1,3,5 half and assembly was performed according to the factory service manual specifications. With the block assembled break away pressure was measured but the crank turns so smoothly break away pressure was lower than I am able to measure.

[SVXRide]

Michael,
So, ARP bolts on the rods and stock Subie bolts on the block? Are you using Hondabond between the block halves?
-Bill