As per the bolts, they were quenched after welding. I did this so they would be cool and easier to handle. That might have prevented annealing. I do not remember very well. That was in Spring 2018.
The crank, rods, and rod shells were sent to Marine Crankshafts in Santa Ana. They work on the cranks for the Triumph flat track team. Three sets of shells were sent. One is the used 2018 set with wear from salt flat runs and dyno tests. An evaluation of these is requested along with recommendations about any work needed on the crank. Another set is four new shells intended for use in 2020. Clearance measurements are requested for these. I am not sure if my plastigage method is accurate. Some professional measuring will be a big help. The last set is two coated top shells. There might be an advantage to using these.
An explanation was provided about how and why I removed 0.0002 inches diameter from the rod journals to get looser racing clearances in 2018. This was done by hand using emery paper. Is this mickey-mouse modification OK, I ask.
The graph shows dyno and computer model horsepower. The rpm limit will be raised from 9,000 to 9,500 or 10,000 if the crank will withstand it. I ask about this. The engine should give more power if this is done.
The rod big end shells are the last reliability issue. Once this is sorted the rev limit will be raised and the engine will be fully done in its naturally aspirated form.