|
At this time, if it hasn't
been done already, the starter is
removed, and put in the round, greasy spare
parts bin. The hole into the engine is filled with
a rubber O-ringed plug, to keep the dirt out.
With the starter gone, of
course, this leaves nothing for the starter cover to sit
on. You can either run without the thing, or else
smear lots of Silicone Seal on the edges, push the thing
down; and be done with it.
Silicone Seal, by the way,
is the second item that Moffet uses a lot of. The
third is Loctite, of course.
With the cases together, the
next stage is assemblage of all those little tiny levers
for the gearshifting assembly. This, again, is
done by the book.
Somewhere around here, a
handful of little parts have gotten thrown away.
These are your old spark advance and points unit. You
will be - should be, at least running a different
ignition system than the stock item. About which, more
later.
Next to go on is the
alternator, Very early on, racers discovered a problem
with the stock crank setup on Hondas. Here is a
rather well set-up crankshaft, with eight and a half
pounds of excess weight, hanging at the very end.
Unsupported weight, except at one side.
When the engine was run at
high rpm, there was a major difficulty with crank
whipping and breaking.
The solution to this on the
Cobra engine is to pull the beast off, and cut it down
to 3 3/4 pounds. The alternator still charges -
more than you need, since the major drain of the
electric start is gone - but you aren't going to destroy
your $95 trick R.C. crank now. When this goes on,
the ends of the crank are very closely inspected for
wear.
Next to go back in place is
the stock oil pump assembly. There aren't any
trick parts that go into the item - Honda has an
excellent pump, that puts out 40-50 pounds pressure.
On this, the delivery pump and scavenge pump are very,
very carefully looked at for wear. The entire oil
pump - and passages, of course - has been spotlessly
cleaned. Moffet reassembles the item by stock
instructions. |
