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Timing issue
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You sure you were on the right stroke when you set the timing got to be top dead on compression stroke (both valves closed)
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Isn't that what LT indicates, or am I missing something?
4 strokes requires 2 crankshaft revolutions and 1 camshaft revolution. So LT shows up with the parts in two different orientations.
Couple words of caution .... with the cam support out do not rotate the engine, hopefully you have pulled the tensioner and backed off the valve adjusters.
In the last photo the cam is in the position where he least pressure is being exerted on the cam and the support can be slide in the easiest which is what you want to do before turning the engine over to the correct position.
At LT the cam pin will be slightly to the left of vertical. Not sure how you are seeing the line on the cam gear.
Couple words of caution .... with the cam support out do not rotate the engine, hopefully you have pulled the tensioner and backed off the valve adjusters.
In the last photo the cam is in the position where he least pressure is being exerted on the cam and the support can be slide in the easiest which is what you want to do before turning the engine over to the correct position.
At LT the cam pin will be slightly to the left of vertical. Not sure how you are seeing the line on the cam gear.
I've done 4 engines.. Screwed up timing on one of them
. If I remember correctly, I removed engine from frame (yep, I know it sucks.) Remove top cover of engine. Take off points cover and breaker point plate and spark advancer. . From there I removed the bolts holding the cam sprocket to camshaft ( don't drop inside engine) You should be able to rotate sprocket while lifting chain to get to correct position on camshaft to correct LT position and reattach bolts to sprocket (do not drop inside of engine). Once you have that, rotate engine slowly and make sure everything lines up at LT. Horizontal mark and pin vertical. I've found that Honda was certain we would rebuild engines on our own and when you line up all parts correctly it's amazing that it goes together pretty smoothly. You might have some oil seepage @ cylinder jugs and base of engine when you take off top. Don't freak out.
P.S. Engine should turn quite easily, if you are cranking hard, you did it wrong.. Watch saturday's wrench and it shows awesome work to putting together top end
Goodluck
. If I remember correctly, I removed engine from frame (yep, I know it sucks.) Remove top cover of engine. Take off points cover and breaker point plate and spark advancer. . From there I removed the bolts holding the cam sprocket to camshaft ( don't drop inside engine) You should be able to rotate sprocket while lifting chain to get to correct position on camshaft to correct LT position and reattach bolts to sprocket (do not drop inside of engine). Once you have that, rotate engine slowly and make sure everything lines up at LT. Horizontal mark and pin vertical. I've found that Honda was certain we would rebuild engines on our own and when you line up all parts correctly it's amazing that it goes together pretty smoothly. You might have some oil seepage @ cylinder jugs and base of engine when you take off top. Don't freak out. P.S. Engine should turn quite easily, if you are cranking hard, you did it wrong.. Watch saturday's wrench and it shows awesome work to putting together top end
Goodluck
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One thing to remember is that when the LT mark on the flywheel aligns with the pointer, it means that the LH piston is at the top of its stroke -- PERIOD!
It is the position of the camshaft that decides whether the piston is at top center of its compression stroke or at top center of its exhaust stroke. It is up to you to insert the camshaft in the proper position to make the piston be on its compression stroke.
The cam should be inserted into the sprocket as shown here, with the line on the sprocket horizontal and the nib that drives the AAU at almost 12:00 o'clock high:
The LT mark (Left Top) should be aligned exactly with the indicator:
Those two special bolts that attach the sprocket to the camshaft are NLA (No Longer Available). They are supposed to be single use bolts, replaced each time after they are removed. They are critical. Since you can't buy them anymore, about all you can do is reuse your old ones or buy some used ones from eBay. IMHO, it is better to use the ones you know. If these bolts let go, it wreaks havoc on the engine -- valves collide with pistons, etc.
When I put my CL350K3 together 8 years ago, I used my original bolts. I have run it thousands of miles since then without problem. At the time, I agonized about those bolts. If you are interested, I wrote up a fairly long post about it HERE.
Note: Once it is all together, as Boomer343 said, the crankshaft will turn twice for a single revolution of the camshaft. That is why the sprocket on the crankshaft is half the diameter of the sprocket on the camshaft, and has half as many teeth. You will need to turn the crankshaft through two complete revolutions from the position described above before it will be back to where it started.
It is the position of the camshaft that decides whether the piston is at top center of its compression stroke or at top center of its exhaust stroke. It is up to you to insert the camshaft in the proper position to make the piston be on its compression stroke.
The cam should be inserted into the sprocket as shown here, with the line on the sprocket horizontal and the nib that drives the AAU at almost 12:00 o'clock high:
The LT mark (Left Top) should be aligned exactly with the indicator:
Those two special bolts that attach the sprocket to the camshaft are NLA (No Longer Available). They are supposed to be single use bolts, replaced each time after they are removed. They are critical. Since you can't buy them anymore, about all you can do is reuse your old ones or buy some used ones from eBay. IMHO, it is better to use the ones you know. If these bolts let go, it wreaks havoc on the engine -- valves collide with pistons, etc.
When I put my CL350K3 together 8 years ago, I used my original bolts. I have run it thousands of miles since then without problem. At the time, I agonized about those bolts. If you are interested, I wrote up a fairly long post about it HERE.
Note: Once it is all together, as Boomer343 said, the crankshaft will turn twice for a single revolution of the camshaft. That is why the sprocket on the crankshaft is half the diameter of the sprocket on the camshaft, and has half as many teeth. You will need to turn the crankshaft through two complete revolutions from the position described above before it will be back to where it started.
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Great post fxray, but you inverted which sprocket has twice as many teeth. The crank shaft has half as many teeth as the cam. Also something to note for first timers is the fact a person can break the mounting tabs on the camshaft if you are struggling to get the cam timed right.....been there done that and thankfully worked at a wrecking yard.
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Yep -- thanks. I fixed it.
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The cam timing marks line up at the top of the exhaust stroke. Turn the crankshaft ahead one full turn and things will line up as they should.
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