Today at Atelier Kaz - ex-Honda R&D, F1, Indy/CART engineer

However, the TB tension was way too low.
If I wanted, I could have twisted the existing TB 180deg.
Didn't want to put too much tension so stopped at 90deg in this photo.





Most of the low tension was actually caused by the
rattle at the TB tensioner.

It was also splashing the grease everywhere.
Probably never replaced in the past.






Very impressed with no trace of melting black potting from
the CYL/CRK sensor.

This will help me a lot as it’s time consuming extra task removing all these
melted potting on the cover plate.







Based on recent experience, I have now included the corrosion level of
Oil cooler in my check list.





As seen on many NSX, the liquid gasket was not applied properly and
the mating surface was not cleaned enough that it was causing
oil seepage at the front bank but still, no sign of blowby gas brown marking
at the back of valve cover even at the front bank.




As reported earlier, part of the front gasket was caught and
not installed properly in the past.




Before backing off the valve clearance adjuster,
double checked the existing clearance.

While they were almost within the spec, all of them were not consistent
from cyl to cyl.
One of the exhaust valve clearance at #1 cyl was way too small and
I couldn’t even insert the 0.17mm gauge.
#2 and #3 were fine.

All four cam shaft timing were correct so addition to the wrong clearance
at the #1 cyl, the loose TB tension may played the role in lower compression
at the rear bank especially at #1 cyl.


May carry out leak down check followed by backing off the clearance adjuster
and removal of the camshafts.


Kaz