EKHKHK56 wrote:Geo, TJ mentioned you are going through whole engine. Good idea. You just don't know who did what when plus wear and tear with out going the whole nine yards. These take a lot of time to set up correctly. Mainly in bushing work. Bushings are great. You probably know all this from Sportster work. After years of running, time to make races round again. Measure x y axis, etc. Top bottom....crank race bushings wear egg shaped in Harleys because of power pulses. They must be lapped round than to next oversize rollers. New bushings are not exempt. Press a new transmission output bushing into a case and it will distort to tighter than 0. Often these become round at 0 oversize when lapped with new shafts and all. Go slow, measure often. No plugs or oil modifications are necessary in crank. Lower end rod side clearance must be DOUBLED FOR COMPETITION or oil will stack, burn and destruction will follow. KRTT KHRTT any serious K road racer or dirt screamer....and what else....Erik K
GuS wrote:Erik.
wz507.
The Enfield pistons are beauties..
I would really appreciate if you took your time to measure the piston hot/cold. Front to rear top and bottom of skirt. Sideways also, but since the sides are shaved off, that would only make sense to measure on just below the oil ring.
GuS
hennesse wrote:wz507 wrote:Might also consider opening the crack slightly, brazing it closed, followed by installation of a new seat. I would not sleeve it unless absolutely necessary.
I'm having a professional machine shop do the work. The crack is about the same length as your photos. They've provided two options (1) install a pin to stop the crack, weld, and install new seat, and (2) sleeve it. Besides cost, what is the downside of sleeving the cylinder?
I can't find any piston fitting specs for the K or KH. For the Sportster, the service manual says .0025 to .003 loose. Should the K/KH be the same?
Interestingly, for Duo-Glide .001 to .002 loose, Servi-Car .0015 to .002, Hummer .0025 to .0035
xlh59 wrote:Hi All,
I am also considering to resleeve on of my cylinders as it would need a 0.06 oversize piston while the other cylinder is fone with 0.02 -- so let me repeat Hennesse´s question: whats the downside of resleeving the calinder?
xlh59 wrote:I also have found a hairline crack between one intake and the cylinder bore -- basically exactly like the described one. I went to my engine expert (who is specialized on flathead engines) and he told me "dont touch it" ? The brazing solutions seems fine to me (from an metallurgical point of view) but then I would need to install a new seat?
Users browsing this forum: No registered users and 20 guests