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Today at Atelier Kaz - Private NSX Enthusiast, ex-Honda R&D engineer with F1, Indy/CART background

Eng Refresh + LMA, etc 14

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Another sign of eng out of operation for quite some time during its life so far.

This is the rust marking.
If the car was used regularly, this area is covered in oil so should not get rust but if parked for many months, this will happen.

The same goes for the cam shaft journal, crank shaft, metal, etc.

As mentioned many times, I saw deeper scratch markings at cam journal and crank metal on low annual mileage engines than the ones used regularly.







On this engine, it’s not too bad but at the rear bank intake side, under the #3 cam holder,
the cam and journal had typical scratch marking very likely to be caused by the moisture.









By the way, before removing the TB, checked the existing valve clearance.

While the exh side was just about OK with all valves at the wider side of the limit, the intake side was way too tight.
I don’t know what kind of tools or method was used in the past but I couldn’t even put 0.10mm gauge on any of them.

They were all around 0.09mm and this was at all of the intake valves…..
The OEM spec is minimum of 0.15mm although I know some of the Japanese specialists use their own setup so this could be the case.









Now I found the reason why I couldn’t loosen the a/c belt tension adjuster nut.

May not be easy to see in this photo but either the nut was cross threaded or the tension shaft was bent.

You can remove the compressor without loosening the belt but there is no way I can re-use these.
Must replace them…..
Another parts order please......









After looking at this, I have no option but to replace the crank seal.










Looks like someone used too much liquid gasket….

The debris was dropped inside and then passed into the oil passage under #1 cam holder partially blocking the free movement of the oil.
Fortunately, didn’t cause too much damages to the cam or journal.
















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