Chapter 4 TOP END REBUILDING PROJECTS Projects 6-9 * How to Rebuild a Top End * Installing an Aftermarket High-Compression Piston Kit * How to Install a Black Diamond Valvetrain Kit * Installing a Hot Cam ona CRF450 he top end of a four-stroke CRF engine includes the cylinder, piston, head, cam, and valvetrain parts, The valveirain and piston assembly wear at different rates. Although Honda recommends more frequent service intervals, realistically, the average rider who takes care of the bike will get about 50 hours from the piston assembly on a CRF250 and 100 hours from a 450. Valvetrains are a different story The 250 must be checked for clearance every 4 hours. The estimated life of stock valves is about 40 hours. The 450's titanium intake valves wear quickly, too, and should be replaced with steel parts, The best way to check the condition of the top end is with a leak-down tester, Obvious symptoms of a worn top, end include hard starting, sluggish power, popping at ile, and easy to kickstart ervicing the top end of a CRF offers a myriad of performance opportunities. Products like high compression pistons. camshatis, oversized valves or pistons, porting, and multiangle valve jobs can be performed during top end servicing. Theses are tne maior components ofthe top erd. This grouping of parts shows: some wear, Check the cylinder heads valve seats for pitting or rounding, This cam has flattened and burned poison the lobes. Examine tho valve's sealing curfaco for cupping. This piston has shiny spots where the valves Colided after the chain tensioner taled end allowed cam to jurp, Cylinders oar just Bolow the too surface. Look for dul gray spots that indicate the ricke! composite plating ic worn out u SLOIPOUd ONITTINGSY GNI dOLTOP END REBUILDING PROJECTS PROJECT 6 | Howto Rebuild a Top End Time: 9 hours | ‘Tools: Ratchet and sockets 6, 8, 10, 12, 14 mm, Allon sockets 6, 8, 10 mm, foot pounds torque ‘wrench, ‘eoler gauge set, naedle-nose pliers, smal stragnt-blade screwdriver, number 2 Philips sorewciver Talent: ke ‘Tab: $220 and up Parts: Piston kit $175, gasket kit $45, carnshaft $170, Black Diamond valvetrain kit $400 | jonefits: Provont catastrophic engine failuro, more power, lees vibration and oil consurrption Prepping the Bike for Engine Disassembly Check the Valve Clearance Fi Bees stienet ie ssenbl the engine you Before you diasemble the vata, measure the should remove the seat and fuel tank and pres- valve clearance. The valve clearance becomes tighter sure-wash the engine and upper fame, This will help overtime, not looser. When the valves tighten up, they prevent dirt from falling into the disassembled engine. hang open and the edges burn away, causing a lack of Also drain the crankcase oil and coolant. Loosen the carb clamps front and reas, remove the header pipe, and remove the subframe. On the 450 you'll aso need to remove the ignition coil and the head-stay brackets, Take care not to discard the thin shim plates mounted to the brackets, Dotsand Triangles Start by removing the valve cover and the inspection «ap from the right-side engine cover. It requires I-mm Allen wrench. The cap covers an 8-mm Allen fitting, con the end of the crankshaft bolt. Turn the crankshaft clockwise until the dot on the Allen bolt aligns with the triangle embossed on the side cover. The crank- shaft is at top dead center (TDC). Observe the camshaft: make sure the lobe points away from the buckets and the dot and triangle matks align under the inspection cap. ebulling your bike's top end gives you the opportuniy to replace worn stock parts with new hop-io parts! High-comprassion pistons give broader power, a big bore beefs up the low end, and Hot ‘Cams can tune the power for either top end rev oF low-and torque.Before you disassemble the top end, tum the crankshaft to TDC on n stroke the dot end triangle located under the 10-m serew on the right-side engine cover You can quickly socess the top end ot a CRF by uncamping the carb from the head; removing the heseler pipe, seal, and tank; then unboking the top ofthe ubframe anc cocking it backward. This wil give you ‘oom to extract the 10 en in the trarre, sion. If yout cannot fit a 0.004-inch/0.10-mm auge between the cam and bucket or rocker arm, there could be a problem of cupped valves. You can try to install thinner shims to loosen the valve clearance. The general rule on valve wear is this: if you have to install a shim thatis three or more sizes smaller than the shim you remove, the valves are worn out Disassembling the Top End The procedure for the 250 an 430 ig similar. There are slight differences in the 250 and 450 camshaft sprocket and retainer caps, ‘a Motion Pro leck-cown pressure tester ato to the spark plug hole. Compressed air of 100 ps routed through the fester marwold, and a gauge reads 1990 of pressure loss, Lé bo tracod hy the intake and exhaust ports for the valve-to-seat problems. Excess pressure escaping though the crankcase vert is a sure eign of a worn-out piston, the per 33 SLOIFOYd ONIGTINGIY GNI dOL‘A magnifying glass wil help you see the wear pattern ‘on tho haadls valve seat and valves sading surta Cupping or deep pitting means that the valve wil have to be replaced and the seat resurfaced at a M Leak-Down Testing pressure leak-cown testis an accurate method of monitoring the concttion of the piston and rings, and the valve to seat seaing. ‘The test can be performed quckly if you have the right tocle, Motion Pro makee a leak-down testing kit that includes an arr pressure regulator and manifold with threaded hoses to fit three cifferent-eized epark plug holes. ‘A leak-covin pressure tast beans by cranking the piston up to TDC en the ‘compression stroke. Thresd the hose into the ‘spark plug hole and connect it to the pressure manifold. Connect an air pressure source ine to the maniold and read the leakage on the ‘gauge in percent: Normal eakage on naw enginesis 5 to 7 percent. Leakage in the 20, percent and greater range could be worn rings or a'bad vaNe and seat. Pressure Jeakage can be isolated to its source by lctening for leakage 1 the exhaust pipe or Intake ar boot that would indicate @ bad valve and seat. Worn rings will enable pressure to build up in the crankcase and leak out of the vent tube attached to the 109 of the vave ‘cover: Once you determine where a leak i, you can do the project that fies the Isak. ‘Serub the head and valve seats clean with bom cleaner anc) a soft brass wie brush magnifying giass.Use an 8-mm Allen socket and 3/8 raichets to rotate the cranicchat into postion during dsasaambly or assembly. The crank should always be set to TDC. 8-mm Allen socket in the right side of the crankshaft and turn the crankshaft clock Wise to the TDC position, or when the dot on the crank gear aligns with the triangle on the side cover. 2) Remove the cam chain tensioner cap bolt and, insert a thin straight-blade screwdriver in the hole, Turn it clockwise until you feel it click and bottom-out. The tension is now backed off the cam chain, making it easier to disassemble the top end. 3) (450) Loosen and remove the two 6-mm Allen bolts oon the sprocket, Use @ ratchet, not a hand-impact driver. Don’t hold the camshaft using the de-compressor bolt, because you could strip it removing the sprocket bolts. Separate the sprocket Use a thin, straight-biade screwdrver to tum the plunger screw clockwise unt! locks in the retracted position, Remove the two mounting bolts and the cam ‘chain tensioner. from the chain and let the chain fall into the ccrankease where it can easily be retrieved. 4) (250/450) Remove the four 10-mm bolts that retain the camshafi 5) (250) Take care when removing the camshaft caps, because there are two C-rings and four alignment pins that can fall out and drop into the crankcase, Have a telescopic magnet ready just in case. Side the left-side cam bearing to the left and pivot the cam downward, so you can separate the chain from the sprocket and remove the cam, 6) (450) Rock the cam cartridge back and forth until the alignment pins break loose from the head. Rock the cartridge up from the intake side and insert two fingers up into the underside of the buckets to prevent them from falling out and dropping the tiny shim pads in the crankeases, 35 SLOIFOUd ONIGTINGIY ON3 dOL(nee! TOP END REBUILDING PROJECTS Removing the Head and Cylinder 7) Remove the four head nuts using a 14-mm, six point sockes. Usea long ratce to get enough swing on the ratchet. A tele scopic magnet is handy for retrieving the nuts and washers. 8) Remove the three 8:mm hex bolts that hold the head to the cylinder to the crankcases and remove the water spigot in the front ofthe cylinder. 9) ‘The head and cylinder are fitted with alignment pins soit may be difficult to remove these parts. Never use a screwdriver or chisel 10 split the head and cylinder apart, because that will damage the gasket surfaces. Instead, use a dead-shot plastic mallet to split the engine components apart. Remove the head, eylinder, and front chain guide together. This will eliminate the chance of the alignment pins falling inio the erankease and some extensions. ‘Cleaning Methods and Supplies Degrease the eylinder and head with a mineral spirits solvent like PB Blaster or an aqueous solvent. (The ultimate cleaning method that is quickly becoming the standard is soda blaster) Use a Scotch-Brite pad to scrub the burnt oil off the eylinder wall in an X pattern. That will serve to remove the glazing from the erosshatch marks, A stiff nyton brush can be used to safely scrub the combustion chamber and valves. Rinse the parts off and allow them to drip dry. 10) Hot water and strong detergent combined with scrub pads and soft brushes are ideal for gently cleaning top end parts, Take care to dry and lubsi cate steel parts prone to rusting ud specialty shops is a baking Inspecting Six main areas of the head need to be inspected. The valves, seats, springs, camshaft, rocker arm, and gasket surface display distinctive wear patterns that help you determine which parts and labor tasks will be needed to recondition the head. The cylinder head wears most at the seat (guides. Look for pitting and pounding marks on the valve seat with the help of a magnifying glass. Check the guides and trying to wiggle the valve head. If you feel any movernent, the guides are worn, The best thing about Honda is that the major ‘engine components like cylinders and heads are rea sonable to replace. For example, the average alter market price for guide and seat replacement with a valve job is double the average mail-order price for anew head. 1 extending the valve out about a half-inch 36 Unb the CRF250 cam cape and take care whan removing them: there is a C-clip and algament pins that can easly fall into the open crankcase. ‘The Unicam cartridge is susceptible to failure from a lack of oll from loss of oil pressure or volume: This sample cartridge has burnt-on oil from running too hat. Both of the ball bearings are shot and the cam lobes are worn down flatter, which could hurt per: formance, The rocker arm's roller wears inside and outside. The exhaust lobe contacts the outside and a pin and needle bearing are used inside the roller. I thete areany groove lines on the roller face, replace the whole rocker arm assembly ‘The titanium intake valves wear in a cup pattern because the valve springs suffer metal rust be replaced as a set Fest the cam chain tensioner by trying to depress the plunger. This is especially important on 2002-2003, re and‘Top: Unhook the cam chain and drop It into the cnain case. Bottom: Liothread the four to the cases, mm ruts that hold the heads 8:1nm bots that Nolo the head ana cykndee CRF430s, Honda improved the tensioner on 2004 and later models and that part will fit the older models too, Examine the piston for wear on the coating on the intake and exhaust skirts, overall color for jetting eval uation, and obvious half-moon spots om the crown’s valve pockets that could indicate the revved, damaging the valves and piston in the colli sion. This situation might happen several times before the valve and piston collide with enough energy to snap the valve, causing a catastrophic failure. The valves, springs, tensioner, and piston wear at about the terval and should be replaced together. ‘The cylinder wears a quarter inch from the top where the ring changes direction at TDC. Try using, your fingernail to feel for a groove that means the cylinder needs replacing, ‘Start by disassembling the valvetra There are two popular tools f same time disa nbling and assembling the valvetrain. The Kowa G-clamp is the traditional tool, and the Motion Pro hammer driver isthe newest tool designed for small-bore, mul tivalve cylinder heads. We will demonstrate using the itis the more difficult tool to use, G-clamp, becau: 1) Position the G align the sliding ball with the cupped relief in the valve face. Tighten the clamp screw slowly, taking care not t0 scratch the bucket packet with the tool (250 only). Depress the top retainer about 1/4 inch or enough to expose the two clips so you can remove them with a magnet. Unthread the clamp. screw and remove the parts in order, The parts include the clips, top retainer, spring, and valve her Jamp in a bench vise ans Use a tweezers to remove the spring, seat ws aand seal 12) Clean and serub the head, especially the valve seats, Look at the valve seats with @ magnifying glass. If there is corrosion, pitting, burn marks, Fidges, or cupping. you may want to consider rebuilding or replacing the head, Examine the valve's sealing surface for a curved shape; it should be flat and smooth without pitting. Check the springs for breakage. Stock springs have a short service life of about 50 hours, Check the lobes of the cam for burn marks, chipping, and sharp lines. You can’t polish a can to repair it; i must be replaced,$193f0Hd SNIGTUINGIY GN dOL |PROJECT 7 How to Install an Aftermarket High-Compression Piston Kit Timer 2 hours Tools: Ratchet and sockets 6, 8, 10, 12, 14mm, Allen sockets 6, 8, 10mm, toot-pounds torque: ‘wrench, needie-nose pliers, small straight-blade screicriver, number 2 Philips screwdriver Talent: x Tab: 8225 Parts: Wiseco, JE, or GP high-compression piston it, and a top end gasket kit Benefits: More power everywhere! Assembling the Top End 13) Insert the compression ringin the top of the cylin Wisi brok and Vertex ler pinto kit fo the CRF250 and 450 that range from stock to oversize, and at least two choices of compression ratios. Assuming that you cleaned and inspected the cylinder and there are no deep scratches on the thrust surfaces of the bore, you can start by assembling the pision kit, The rings must be checked for end gap, ‘modified if too tight, and installed on the piston and in position, der and use the piston to push it down the cylinder to an equal depth all the way around. Try to put a (.014-inch/0.032-mm feeler gauge in the open ring gap. Ifthe gap is too tight to fit the feeler gauge, use 2 needle file to open the gap. Deburr and clean the ringiif you filed it, and prepare for the piston. 14) Set the piston on a clean bench surface, skirt own. Slip the oil ring into the widest groove with the opening facing the exhaust side. Carefully The piston pin should just slide out using a nut diver ‘ang hang pressure. i ne pin won't budge, then you need 10 us ston pin fable tom Motion Pro. Never try to a hammer to drive cut the piston pin; you val bend the cornecting od 39 SL93rOHd ONIGTINGSY GNA dOLTOP END REBUILDING PROJECTS wind on the oil rails, one above and one below the oil ring to comprise « thick, springy ring that compresses without binding. Tuen the oil rails so the openings are aligned with the wrist pin, Install the compression ring with the marking at the gap ficing up, and the gap aligned in the center of the intake skirt, On a four-stroke piston, the ring end gaps should be spread apart at least 90 degrees, or Blowby through the gaps may aceu 15) Install the citclip in the leit side of the piston, which is on the same side as the etn chain and too difficult to install while on the engine, Insert the ‘wrist pin just below the clip groove. Try to push the clip in with your fingers, and use a small screw= ao Install the compression ing in the cylinder ebout 1 inch fram the top, insert a feeter gauge: he mnmum ing end gop for the CAF250 8 0.012 and the CAF480 is 0.014 inch driver to push the clip into the groove. Push the pin ‘up against the clip to test it, Remove the pin and install the piston onto the connecting rod. 16) Pay attention to the position of the piston when you install it on the connecting rod. The arrow ‘stamped on top of the piston faces toward the front wheel The larger valve relief is the intake side of the P before you try to install the second circlip. 17) Install the base gasket, water pipe, and two align: ‘ment pins dry. Coat the piston rings and botiom cylinder skitt with engine oil 18) Position the cylinder on the studs and lower it down to the piston, Squeeze the sides ofthe ring Yon, Stuff some clean rags in the open crankcase “Take care when insialing the ol ing itis a twee-piace assembly, hstalthe baile ring fire, then wind over the thin top and botiom rings. The whole ‘asseriby should cormpress teely 1 your hands, Ifit bids, shoe ‘isassemble the ring and start over Dont oil the rhgs unil you ave ready to isatall tho ojinderand align the piston and cylinder straight to reduce pinching the ring. Rock the eylinder side to side a bit while applying downward pressure ‘Once the rings clear the cylinder skirts, gently push the cylinder down on to the alignment pins and water pins tight to the erankease. Thread in the ‘6-mm bolt to keep the cylinder seated while you install the cylinder head. 19) Wipe clean both gasket surfaces of the head and cylinder, Install the two alignment pins and the mat cam chain gui down and in the receiving groove in the case. Install the gasket once the guide is seated. 20) Lifl the cam chain and squecee the moving guide ‘over toward the stationary guide so the gap is narrow ‘enough to slide the cylinder head down into place. 21) Thread in, but don't tighten, the two 6-mm bolts that connect the head and cylinder. Next, tighten up, the four head nuts in a crisscross pattern to 25 ft-lbs for the 250 ann 28 ft-lbs for the 450, c, with the longest part facing ‘Timing the Camshaft to the Crankshaft The procedure for the 250 and 450 differs only because of how the camshaft is attached. The SOHC (single overhead cam) design of the CRESis the easiest setup to install and time to the erankshafi, Remember your dots and triangles from disassembling the ‘engine? Start by aligning the crankshaft at TDC by aligning the dot and triangle under the cap nut on the right-side engine cover. Ty toiretal the icp with your lingers. Areede- nose plore right damage the citops and cause thom to break once the engine 'sruming. Procedure CRF450 22) Bolt on the Unicam cartridge without the sprocket attached. Torque the four mounting bolts to 100 in-Ibs, With the crank at TDG, stretch the cam chain without turning the crank 23) Hook the sprocket into the chain in its approxi- mate position. Loop the sprocket onto the cam and observe where the two horizontal slash marks are. They should be parallel to the gasket surface and align with the triangles in the casting behind the sprocket. The triangles are visible by looking through the oval slats in the sprocket between the slash marks. 24) Ifthe marks are not aligned, adjust them by roling one link at a time by holding the chain. and sprocket with both hands. 25) Clean and dry the two cam sprocket bolts and apply a dab of Red Loctite to the threads. Thread the bolts into the camshaft, then hold the cam tightly by the decompressor bolt and torque to 100 in-tbs. Never use a hand-impact cam bolts, asthe impact could break the hub off of the cam, 26) Insert the cam chain tensioner, tighten the two bolts, and release the spring pressure. Turn the engine in the direction of rotation for two full turns, set it back at TDC, and check the alignment marks on the cam, The timing can change after the tensioner is installed and the crank is turned. on the SLO3POUd ONIGTINGIY GNI dOLProcedure CRE250 28) With the crank at TDG, stretch the cam chain without turning the crank.Slide the left cam bearing to the left, angle the eam down into the chain from the right with the two outer lobes, facing backward. 29) Hook the sprocket into the chain in its approximate position. Loop the sprocket onto the cam and observe where the (wo horizontal slash marks ave ‘They should be parallel to the gasket surface, and align with the triangles in the casting behind the sprocket. The triangles ate visible by looking. through the oval slots in the sprocket between the slash marks. 30) Ifthe marks are not aligned, adjust them by rolling, cone link at a time by holding the chain and sprocket with both hands, 31) Drop in the rocker arm and insert the sucker pivot shaft with the holes facing up. 32) Slide the two ball bearings on the cam into place, insert the C-clips on top of the bearings, and install the cam caps. You may have to wiggle the caps to get them seated. Tarque the bolts to 100 in-bs, 33) Insert the cam chain tensioner, tighten the two bolts, and release the spring pressure, 34) Turn the engine in the direction of rotation for back at TDC, and check the alignment marks on the cam. The timing can change alter the tensioner is installed and the crank isturned, tsvo full tars, set a Apply oil to the piston rings and the eyinder. That wil make it easer for the cytnder to sioe ‘onto the piston assemby. Break-in Tips CRF cylinders are plated with a nickel composite ‘material that is as hate 2s tool steel. Compression rings are hard-chrome finished, another very hard material. There are no breek-in considerations for top end parts, only new camphatis. I you are installing a new cam, check out the tips listed in the Hot Cam project. Guide to Top End Mods Performance gains can be divided into more low to midrange or more midrange to top end. Ifyou are an expert motocross race top. If you are a heavyweight trail cider or tend to shoct shift, then a low-to-mid powerband will work best for you. Camshafts may be graded for powerbands. For the CRF4S0, Hot Camsare numbered 1 and 2.4 ber 1 islow to midrange and a number 2is mid to top end cam, A high-compression piston will generally give an increase in low to midrange power, as will adding epoxy to the intake port and boosting the intake velocity. Stainless steel valves are designed to improve longevity, but are intended for low- to midrange powerbs head porting with an elliptic valve job will improve the midrange to top end power and complement 2 umber 2 cam. Titaniui valve seats are ideally suited for mid-to- powerbands, but the service life is shorter, you may want more mid to 1ds, Oversized valves and cylinder il nickel bronze igh-rpmClockwise, from top left: Hol pead gasket surface, instal the tv nstal the front plastic chain guide befeo TOP END REBUILDING PROJECTSTOP END REBUILDING PROJECTS aeTOP END REBUILDING PROJECTS hava to grind.a a/B-inch ‘lie for clearance of the oljet. The 2005 and later cylinders have f oylinder kts for Thoy moke a! 80 and a CRFANO. The cyinoers featureHow to Install a Black PROJECT 8 | Diamond Valvetrain Kit Time: $ nous ‘Tools: Valve spring compressor, G-clamp or Motion Pro hammer type, tube of fine valve-grinding paste, plunger-stick, tweezers, assembly lube, Scotch-Brite cleaning pad, 10-mm socket or wrench, fealer gauges Talent: * Tab: $425 Parts: Kioblewhite Black Damond valves and spring kit, head gasket, stem seas, valve shims or Hot Cams shim kit Benefits: Longor vaivotrain ife, botter sealing, more low-end power, steady power unti the rev limiter kicks on Grete es clndes head omc fom he engine, clean, and on the bench for breakdown, 1) Use the valve-spring compressor to push down the top retainer, and use a magnet to remove the clips. Take care to separate the clips by intake and ‘exhaust, because on the CRF450 the clips are sized differently 2) Remove and discard all of the stock valvetrain parts except the; 3) Clean the head thoroughly with a Scotch-Brite pad in detergent and hot water. Scrub the valve seats for close inspection. 4) Examine the valve seats for cracks and deep ridges. If the seats are in good condition, you can use fine valve-grinding compound paste to hand-lap the new valves to the seat. Use a plunger stick (auto parts stores) cupped to the valve face and roll it between your hands for a few minutes for each valve. The grinding paste works as a polishing media to help mate the two surfaces flat and smooth for 4 good seal. Clean the valve and head with brake cleaner and a towel to prepare for assembly. The Motion Pro valve spring compressor uses a handle with a plunge: and magnet. You press on the end of the tool and it comoresses the spring and installs the clips.TOP END REBUILDING PROJECTS 5) Get P ‘exhaust and intake. Place the valves in the or. lve pocket a rectangular tray to segment out the valvetrain sembly. Separate the parts by 1s in order for ong with the new seals, springs, base washers, op retainers, nd clips, 6) Coat each valve stem with moly paste or assembly lube. Assemble each valve and spring set using the valve-spring compressor. A dab of grease and a set of tweezers make ite to install the clipsin the top retain Test each valve assembly by tapping on it with a P lips aze not seated properly in the top retainer, the assembly could spring apart when you tap it with the malle 8) The valve clearance will need to be readjusted with shims, Hot Cams sells faitly priced kits with a wide selection of shims fora fraction ofthe orig nal Honda price jastic mallet. Ifthe Right Ifthe valve seats are in good cond! you can hand-app fnish the stainless str 10 the Seat using a lapohng plunger and fne val grinding compound. Below: To assemble the val withthe Motion toi, start by inserting the dips in the top retainer to bond them together. Use th retainer and clps to the valve tol to press and lock t 48PROJECT 9 nealing 4 Hot Cam on Time: 2 hours ‘Tools: Sench vise, snap ring pliers internal), pick-point, torque wrench, 6-mm Allen socket, 10-mm, socket or wrench, Red Loctite, assembly lube, feeler gauges Talent: ek Tab: $250 Parts: Hot Cam and Hot Cams shim kit $193P0Ud ONIGTINGIY CNS dOL Benefits: A marked incroase in low- to micrange or midrange to top end power 1) Lightly clamp the sprocket-flange side of the camshaft in a bench vise with protective alu- minum jaws, to loosen the decompressor bolt and remove the assembly. 2) Loosen and reposition the Unicam cartridge so the left side faces up. Use internal snap ring pliers to remove the ring that retains the left bearing, 3) Wiggle the camshaft to the right while pushing the bearing out the left side, Shift the cam out. 4) Wiggle and shift the new camshaft into position and install the snap ring, 5) Loctite and torque the decompressor bolt to 120 in-lbs, with the cam sprocket-flange lightly clamped in the vise, 6) Set the Unicam cartridge on the head and valve~ train, and adjust the shim thickness for a clearance range of 0.004-.006 inch on the intake valves and. 0.009-0.0011 inch on the exhaust valves Apply liberal amounts of moly or assembly lube fon the camsbatt lobes, New Cam Break-in Tips ‘The assembly lube will help burnish the cam lobe to the tappet and rocker arm roller, Run the engine with a high idle for 15 minutes and change the oll. The assembly lube «eventually contaminates the oil and needs to be flushed. ‘Top: Hot Cams comein tree dferent profios, The stago 1 Profle gives your engine more ow end and mid-range. The stage 2 profle adds to your engine's mid-range to top lend output, and stage 3 is designed for kig-bore kts only. Right: You can loosen the cam sprocket bolts and decompressor bolt wth a 6-mm Allen eockot 49fea TOP END REBUILDING PROJECTS