The Turbo TR1 (part 4) - building the mother of all evil

With the stock innards assessed and the XV1100 engine parted out, it was well about time to build the future mother of all evil. An engine capable of handling a bit of boost.

As you've already seen the three-leg-puller the only other special tool you'll really need on the lower engine case is this L-shaped plate used to push out and pull in the crank. The studs are M8 and with a bit of measuring it shouldn't be too hard copy my design.

The two inner bolts push against the face of the crank bearing and thereby sparing you from removing (and ruining) the oilpump sprocket on the crank taper. The cases should be heated properly to facilitate crank removal and prevent the bearing seat from damage.

 XV1100 crank inserted (it will go in a little bit)!

 Securely tighten the crank nut against the L-profile and then pull the crank into the left case. Make sure you go half a turn left and then half a turn right to make sure the crank isn't pulled into the cases at an angle.

One other thing to pay careful attention to are these little red o-rings. They should be replaced with new ones, when the pump is removed as they ensure a pressure-tight seal between the pump and the engine case and any pressure loss would be very hard to notice, yet could quite easily kill the engine in a rather short period of time.

 Right side timed up and the clutch basket installed.

 Timing the left side is a bit tricky as you can't really see the marks on the primary drive as the view is obscured by the rotor. But checkout the hole at the 1 o'clock position, you can *JUST* see the correct teeth meshing, if you blacken the corresponding teeth on the gears.

 That's the engine bolted up to the lower rear subframe.

The head shown is actually one of the stock TR1 heads taken from this engine, but with polished inlet and exhaust valves. Basically showing that it isn't as pointless as a lot of people say to polish valves. The hotter exhaust valve was (as you can see) still quite clean, even though it had done more than 10,000km. The valves on the 1100 heads were finished the same way. 

The cylinders are installed.

 And the heads are back on.

 And that's the heads installed.

Truth be told those pictures were taken almost two years ago and then the engine and rear subframe went into a long hibernation period, where it mostly served as a jig for building TR1-exhausts...