First task was to measure the endfloat of the camshaft and crankshaft as these values are critical for proper lubrication.
Pressing my new Dial Test Indicator (DTI) into service, I was able to check that these measurements were within specification and so could move onto ‘degreeing’ the camshaft. For those unfamiliar with the job, this means checking the cam timing against the crank angle and involves fitting an angle gauge to the crank (aligned with number 1 piston) and measuring the angle of maximum lift of the corresponding intake and exhaust tappets (lifters). These angles may not be quite as the manufacturer intended due to component tolerances of the specific engine being built and there is an amount of adjustment in the system to allow for compensation.
My cam timing came out to be around 1.5 degrees late, but since the three adjustment positions I had available it 0, +4 degrees or -4 degrees (I have not seen a vernier cam sprocket for these engines that will fit under the stock timing cover), this was a close as I was going to get! Next up was fitting the oil pump which needed modification in order for the mounting bolts to sit flat. Fortunately, the milling machine at work had been available for such a job and made light work of the task.
I am now at the stage where I need to procure the parts I have designed for adding the fuel injection components before I can progress the engine build any further. I suspect it may be a little while before the planets align again, so it is not too much of a rush!