These are pics of my H1's engine. It was pickled so it was not stuck. The Carbs and top end were in good shape for their age. I reused the pistons and rings as they were withing specs. The cylinders were honed, and the ports cleaned up. The engine has the original 1969 cylinders which were the fastest and had the most radical porting. Notice the bridge in the intake port. I did not bore them because I did not want to waste a bore if there was a siezure. This top end has a lot of miles left in it and compresssion is good. The P/O had dinged the transfer ports so they required welding, and the cylinder bases were machined to be flat. The block was decked to clean up some damage too. All of the studs were replaced and coated with antisieze so the cylinders will not get stuck in the future. The crank was done by Damon Kirkland and has all new bearings and seals. The rods are new, as are the piston pins and bearings. Clutch plates and springs have been replaced, disks bead blasted. The carbs have been rebuilt, and a Pingel Petcock with reserve. K&N Pod filters. Oiling system is off a later H1 and appears to be operating properly. All new gaskets and seals mean the bike does not leak oil. The Ignition has a new pickup, contacts cleaned and wire sheathing replaced. The voltage regulator has been replaced with a solid-state unit to protect the B box. The alternator charges @13.4-13.7 and everything is happy.
I have put about 300 miles on the bike and the engine runs well and shifts well. I have it jetted a little rich and the ignition retarded to prevent any overheating and detonation. With the Wirges pipes the bike has a broad powerband, but still a good rush up top. The bike starts easily, idles, does not load up, and pulls well everywhere.