Volume IX, Issue 7, Page 102
Here is the main cap girdle after notching. This is what I use to gap the piston rings precisely to size. Saves time and does a good job.
This is a ring squaring tool that simply allows you to install the rings about 1 inch down and square for checking the gap. Here the rods and pistons are layed out and marked for the correct side of the rod chamfer so it is against the crankshaft.

Next was the final, final cleaning of the block, which was another trip through the jet tank, then a good hand scrubbing with soap and water and various engine cleaning brushes I purchased from Moroso years ago. One thing about the ultra smooth cylinder bore surface finish as it pertains to cleaning the block: have a rag with WD-40 handy at all times. I wipe down the bores before, during, and after washing to keep the bores from rusting. It happens really fast when they are this smooth. Now, finally, time to assemble!

The first thing I always do is install the cam bearings. I am using Durabond Teflon coated cam bearings (DUR FP -18T) for that little extra measure of protection and wear resistance with the high spring pressures of a roller cam application. Next I removed the new Comp Cams solid roller camshaft from its box and gave it a good cleaning in the solvent tank, wiped some oil on the journals, and gave it a test fitting. To my relief it slipped right in. Sometimes after installing new cam bearings and/or getting a new camshaft there will be a certain amount of “fitting” required for everything to be happy. I removed the cam, used a “snap gauge” to find the inside diameter of the front bearing, and, using an outside micrometer, measured the cam journal and the snap gauge then comparing the two readings gave me about .0035” clearance. Good enough. I applied some white lithium assembly grease onto the camshaft journals and slid it home.

ADVERTISEMENT

Next up was the install of the Comp Cams camshaft retaining plate with a Torrington bearing on the camshaft side of the plate (part #3120TB). It is a really trick piece that I have used many times before on my personal and customer engines. There is a modification needed with this piece, however, if you use a timing chain set that also uses a Torrington bearing on the rear of the cam gear. The timing set I used was a Comp Cams Billet 9 keyway (part #7138) and it has a Torrington bearing on the cam gear. In order to make room for the bearing, the two retaining plate bolts are changed to the supplied chamfer style fasteners and you need to chamfer the holes in the plate so that the bolts end up below the surface. It is a simple operation performed on a drill press. I applied a little red Loctite to the threads of the retaining bolts and installed the plate.