Next was pressing the main bearings out. I tried to hammer them out but they didnt move so off to the arbor press.

 

Next was prepping the crank for shipping. So I proceeded to remove the inner races on the crankshaft. Apparently the right side or pinion side inner race is not serviceable. Do not pull it or check with your crank builder before pulling it. I was going to go with R&R to do my crank but they did not have this inner race. Darkhorse did so thats where it went for crank service.



Next was to make a wooden crate for shipping. My local HD dealers did not have a crank box to loan me.

 

So next was getting a used set of SILVER heads which are harder to find than one would think. I got a set with 10k on them. I replaced the seals and lapped the valves. Down the road I will have some head work done but funds got tight.

 

so is all this wear a result of the original issue/crack or do you think the engines just wear themselves out pretty fast. I'm a total newb at deep engine stuff but this seems like a lot of wear and tear and issues for the milage...

 

Next was deciding on my build. I went with the FM 107" cylinders and pistons. I also chose un polished black jugs to be different.













I chose "lefty" bearings for both the left and right bearings as they are the same part number except the right race is different as I stated earlier.

 

I also drilled out the rocker support breather oil return holes to .124 to help with oul that comes out of the breathers.

 

When it came to choosing an oil pump I chose the SE version as even the OEM one is sufficient but for the money the SE is the best value especially compared to a Fueling or a 3 lobe pump.









I also went with the new Zippers tensioner. The black material, 2 piston design and tight tolerance appealed to me.

 

I was impressed with the Darkhorse serviced crank. The H beam rods are beefy and John also noted that my balancer sprocket spun 40 degrees and he re set it and welded it. Installing the ballancer chain I do recommend the proper tensioner retaining tool. I had to think outside the box to get that one installed.

 

Also when splitting the cases I found out the reason my seam behind the rear cylinder was constantly seeping from the first 1k on. Pis poor machining. I block sanded the whole area.

 

The original rods that John sent back with the crank were in worse shape than I thought. Had I been able to service the bushing she might had of locked up down the road!