Jeff, this looks the part.Jeff Bennetts wrote:Heres a shaved, balanced and polished crank I had Falicon do after the number one journal had to be reconditioned from a spun bearing, its called the street comp service. They also checked and reconditioned a set of MTC conrods and sold me all new matching conrod bolts.
Mike you are on the money, 100% my no 1 priority!!!Mike Cecchini wrote:Fingers crossed you find where the media hid while you did your incredible cleaning efforts.
The shaving is knife edging all the leading edges on the crank, this lessons the resistance of the rotating crank, the number one journal was scored so Falicon welded it and reground that journal. Since material was added then removed from the journal and also material was removed in the knife edging process the crank needed balanced again.Kool_Biker wrote:Jeff, this looks the part.Jeff Bennetts wrote:Heres a shaved, balanced and polished crank I had Falicon do after the number one journal had to be reconditioned from a spun bearing, its called the street comp service. They also checked and reconditioned a set of MTC conrods and sold me all new matching conrod bolts.
Can you please elaborate on "shaving".
Also, is there anything to be gained by "balancing" as above, over and above the original Honda balancing?
Unless you imply that the very process of fixing your no 1 journal could unbalance the crank and hence the need for re balance?
Cheers, Aris
Let us know where you find a source for the miniture flexible boroscope for the visual inspection of those passageways. Maybe borrow one from a local doctor that does joint surgery. lol.Kool_Biker wrote: There is no way I will rebuild this engine unless I KNOW there is no more glass in it and IT IS a matter of getting an intimate knowledge of all the nooks and crannies within, all places where oil goes through and in many cases does not
For example, when tooling was used to open the various oil ways during manufacture, they would 'drill across' (not sure how to better describe), creating little pockets/cavities, ideal for crap to hide.
How do you clean these, make sure they are spotless, not sure yet but working on it ... Now if I could get my cases behind a big X-ray machine ...
Aris
After disassembling I found visible damage, done to it over its short, 172 Km life (I looked at the dark speedo of my engine-less Z earlier on today - call it 110 miles from now on).
But all was not bad. Due to the design of this engine, the glass that managed to clear the sump filter and was subsequently munched by the pump, was already ground by other equally expensive parts of the engine 
so the pump was sort of spared extensive damage.
All measurements, carefully taken, were well better than tolerances which led me to believe the damage was superficial.
Yeah, me too. I blasted a GT-750 "Kettle" motor with walnut shells years ago, did what I thought was a really careful and thorough job of sealing all the possible ports and openings (it was assembled), and then polished it. When I removed the plugs and masking, sure enough, there was blasting debris behind it. So the engine then came apart, was thoroughly inspected, detected, rejected (but not neglected), reassembled, and then it was OK. Sure enough though, we did find more debris in both the crankcase and gearbox.ericfreeman wrote:For me, the moral of this story is that the only glass I'll have near my engine is the one holding the ice-cold beer I'm enjoying!!!
Eric
Wonder myself JeffJeff Bennetts wrote:I'm curious what the clutch pressure plate is going to look like?
Aris, are you going to use the old oil cooler or replace it?
. We will know soon enough, after I get more important, long lead items out of the way. 
Dave,daves79x wrote:Aris:
Any clue where the sliver of metal came from?
Dave
) 5 times over.