John,the cylinders were bored all the way through,less than a half a thousands variation, at least when I measure it.I have a quality honing tool,I'll run it through to get the proper finish, then have the machinist check it carefully, he owes me a favor,lol.
Ralphy, yes ,you can do that.Back when I raced these things,I had a blown set of cases for bolting the cylinders to for finish honing.Found out the cases distorted to the cylinder when bolted down, at least on the Triumphs I raced.The rings are cast or nodular iron for street use.
The Triumphs I dragged used to spit out the gasket between the cylinders and crankcase, engine stress caused the iron cylinders and aluminum cases to squirm around even when bolted tighly together.These were 1930's engine designs ,reliable when they were 500 cc's and 28 HP at 5500 rpm. By the 60's they were 650's with 52 HP at 7200 rpm, same basic engine design, not as reliable.When racing,the bike made about 60 HP at 7500 rpm in a "legal" state of tune for the class I was in.Then the new at the time, 4 cylinder 750 Honda got in my class at the strip, I pushed the Triumph even more to stay ahead,wilder cams,rpms raised to 8200.Made them Honda guys mad!!!Then in 73 the New 900 Kawasaki pretty much sent me to the vintage racing classes.
