Today is the big day!
Last night (Friday) I finished putting my motor back together ready for first start up with the new cams.
The re-shimming went well, the first lot of shims I installed from my initial calculations were almost spot on!
I say almost because there were only 3 out of the 16 that were a few thou" out.
The No 4 cyl exhaust valves (both) were .002" excess clearance, and the No 4 inlet (left side) was .003" excess clearance.
So I removed the cams (again!) and fitted the next size shims to reduce clearance, then refitted cams, journals, tensioner etc, torqued all bolts to spec with my 1/4 drive torque wrench (84 in/lbs . . . 10Nm) and remeasured.
Oh, and I must say,
it is absolutely necessary to turn the crankshaft 360 deg twice before remeasuring, any oil between the shim and the faces it contacts (valve stem face and underside of bucket face) needs to be displaced (squeezed out) to get an accurate measurement. This is crucial!
All clearances now at .010" for inlet and .012" for exhaust.
Fitted the upper chain guide, the cam journals oil feed pipe, rechecked the manual APE chain tensioner for correct tension, the tappet cover, the plugs and coils, the throttle bodies/external fuel pump, left the airbox off (for throttle bodies balancing) and put the fuel tank in place on it's prop stand.
Hooked up the fuel hoses (made a mess with fuel but impossible to do without some fuel spillage!) and turned on the ignition . . .
DEAD as a doe doe. And that's pretty dead man!
Checked battery voltage . . . 3.2V.
Yeah, I neglected to hook up my battery tender for the 4 weeks it's been lying idle. Dumb rookie mistake lol.
Put the charger on the battery and went inside for a coffee and a look at the Org.
Turns out that my el-cheapo $60 chinese junk battery, which lasted surprisingly 3 years, has finally died. After an 8 hour charge (more than enough time) it shows only 10.5v.
So I hooked up my portable jump pack, and cranked it over.
It cranked for about 60 seconds (in 5 second bursts) before any signs of life, then little by little it fired, . . . on 1 cyl, . . kept cranking . . . then 2, . . . . then 3 . . . then started on 3 cyls, blew a lot of soot and blue smoke . . . (that would be the upper engine cleaner I soaked into the piston crowns and backs of valves to soften up the carbon) the initial top end chatter quietened down as the oil pressure came up, and yes, I used assembly lube on the cam journals and lobes and poured oil over all the top end.
So I ran it for a few minutes with the idle turned up to around 1400rpm
and it smoothed out with all 4 cylinders running evenly, opened the throttle quickly to 6000rpm and let it idle, quite a bit of dark brown soot/smoke showing unburnt fuel and then it settled with no smoke and no visible emissions.
YES!! Result!
So this morning I'm picking up a new Yuasa YT12A-BS battery from work, and also the Suzuki scanner and also our Teka fuel inj A/F adjustment tool which is really easy to use and adjusts fuelling at various throttle positions.
http://www.factorypro.com/TEKA_SFI_1/TEKA_Suz_SFI_CLASSIC_procedure.html
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So I'll balance the throttle bodies, fit the airbox with my freshly cleaned and re-oiled K&N filter, play with the fueling and come back to you all soon with a report.
Happy days!