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Because I changed rods, my crank
needed to be re-balanced.  This
required a few weights be added
as shown.  
I also had my block sleeved by
Benson Machine.  I won't even go
into the pros and cons of open vs
closed deck as everyone has their
own preference.  As you can see, I
favor open deck.  
Not all Honda bearings are created
equal.  Honda's tops with quality
control but even they have a few
sneak by.  I found a surprising
variation.  Not a super big deal
unless you're chasing a few tenths
here and there.  
Machined some spacers to
simulate the oil girdle so I could get
some accurate measurements.  
Individual measurements of the
main bearings showed out-of-spec
conditions
To check for other critical dimensions (such as concentricity of
the main bearings) you need a more elaborate setup.  In this
case I used my CNC mill as a type of fixed CMM (coordinate
measurement machine) using dial gages.  Bottom line, my
mains were way out-of-spec and will need a line bore/hone job.  
Probably more due to the machining for the sleeves than
anything else.  The process of machining the block for sleeves
takes quite a bit of material from the block and it tends to
"relieve" itself in any way it can.  The result is a distorted block.   
Ever wonder why the guys who install sleeves but don't line bore
after tell the customer to drive for 500 + miles before they "get on
it"?  He knows the main bearings are probably tight in a few
places and wants them to "wear in" before they see a major
load.  That's not the right way.  
One other interesting find was that
my stock main caps were actually
slightly bent side-to-side.  I'd lay
them on a flat table and they'd rock
about .015.   You can actually see
the gap on the closeup.  They
certainly weren't manufactured like
that so I can only assume it's due to
the extra load of my supercharger.  
I'd need stronger mains
Had to machine the main cap to block interface as
they weren't flat, they were slightly crowned.  
Probably due to main cap bending (see below).