Besides the normal good engineering practice of working cleanly, tightening down evenly etc., the following points should be noted.
* The crankshaft / camshaft and cases etc. have been wiped / brush cleaned only. Ensure that oilways are completely free from sludge, swarf etc. before assembling, (Oil bungs, transfer pipes etc must be removed for this purpose) NB: ensure that when cleaning through crank shaft oil ways any burrs produced around the oil holes are carefully removed.
* During assembly, avoid turning shell bearings until their retaining nuts/bolts are fully tight, i.e.: allow them to be “nipped” into their machined running shape first.
* All bearings, shims etc must be fitted exactly in the positions as delivered. If bearings already fitted in caps are to be removed, ensure that they can be easily re-matched to their correct position -YOUR ORIGINAL MARKS MAY HAVE BECOME OBSCURED or METALLED OVER. Paint or Tipex is best for remarking - DO NOT stamp mark or indent any part of the bearing or its cap etc. Do not remove bushes that have been line bored in housings.
* If bearings are to be fitted to a worn crank, and have been machined to a given size ( i.e.: crankshaft not supplied ), any tight spots should be lightly scraped, to ensure free running before final assembly.
* When assembling, make sure that the edges of any shims fitted do not foul the crank.
* Bearings without positive locator (e.g.: dowel or screw) often have a degree of movement in their housings - ensure that all oil holes are aligned before tightening
* Before starting a newly assembled engine prime the oil ways with an oil can, or crank the engine with the ignition off until all air has been bled from the system.
* Do not “run in” the newly assembled engine for long periods on fast idle, or tick over – you will overheat the oil, and may damage the white metal. Instead run in by light driving, with frequent use of the gears.
