SEALANT:
Curil sealant (German sealant the WBX was made with originally)
http://www.bus-boys.com/bbzvc.htm
K2 and T
www.bus-boys.com
Full rebuild:
Add Counterweights to the crank- adds life to main bearings and reduce=
s vibrations
Demello Machine Shop
15902 Manufacture Lane Hunting Beach, CA 92649
714-898-7405
Contact- Bob
Counterweighted Crank/Engine Balance/Rod rebuild
Balance all the rotating parts: Crank, pulley, flywheel, pressure plate and =
the rods balanced end for end.
Lighten flywheel ONLY IF ADDING COUNTERWEIGHT TO CRANK. This improves =
acceleration off the line.
CAM CHANGE:
WebCam:
Stock Cam
&nbs=
p; Stock With 1.1:1&nb=
sp; 1.25 &n=
bsp; 1.3 1.4
Intake .330 =
; .363 &nbs=
p; .423 &nb=
sp; .429 .462
Exhaust .317 &nbs=
p; .349 &nb=
sp; .396 .412&nb=
sp; .444
Duration* 255° 255=
° =
255° 255° &nb=
sp; 255°
*Approxmite figure
Modified #91 Grind HYD With 1.1:1 =
; 1.25 &nbs=
p; 1.3 &nbs=
p;
Intake &nbs=
p; .363 &nb=
sp; .399 &n=
bsp; .454&=
nbsp; .472
Exhaust .3=
63 &n=
bsp; .399 &=
nbsp; .454 =
.472
Duration 265 =
° &=
nbsp; 265 ° &nb=
sp; 265° =
265°
The number you want is #91 grind.
You might get some resistance from them, but talk about what you plan to cha=
nge.
Adjustable fuel pressure regulator, get an adjustable single diaphragm regul=
ator.
CB Performance, You might have to persuade them, talk to Baya and mention my=
name, she is aware of T1 parts I have used with the WBX engine. This =
would allow you to set the fuel pressure. The vacuum is different from=
stock due to the cam change and a new stock might not read exactly correct.=
I would not use synthetic oil until after around 5000 miles to allow for the=
rings to seat. Then use a quality synthetic. Redline, Mobil, etc.
OTHER:
Throttle body: sand the inside to make it smoother and less restrictive to a=
ir flow (small amount but all changes add to bigger change)?
Match port: air runners to the intake port on the heads?
The air runners have about a @2 mm smaller opening. =
This allows for slightly more air flow to the pistons.
It can be done by using the gasket as a template and matc=
hing to the intake port, then grind the air runners out to match.
Match port the exhaust system:
The elbow on stock systems seem to have a mismatch =
on one of the two pipes coming into it is 4 mm off-center.
I ground one edge of the port at an angle to remove=
the restriction.
Wrap the exhaust pipes with heat wrapping: Gene Berg has this. It keep=
s the heat in the exhaust and reduces heat radiation from the pipes into the=
engine compartment.
This keeps the exhaust gases hotter and helps to maintain=
s a high exhaust gas velocity throughout the pipe.
This allows the exhaust to have better a scavenging effec=
t on the gases.
With the increased duration you can give the intake a bet=
ter head start towards the piston by the exhaust gases exiting pulling the i=
ntake charge in sooner.
The air flow meter measures the amount and the ECU =
knows the amount and provide the correct amount of fuel based on the engines=
sensors.
When you wrap the exhaust (I used ceramic coatings)=
the exhaust gases stay hotter and therefore travel faster, providing a high=
er vacuum pressure (scavenging effect)
as they exit and pulling more fuel into the chamber=
, providing more power at ALL rpms, and when you make more power at all rpms=
you need to use less pedal to make the same speed.
Another benefit is that all the rubber parts in the=
engine compartment will last longer, especially the rubber coolant hoses, <=
BR>
due to the trapped heat the parts face during runni=
ng. I can take a two hour cruise and the engine compartment is warm, I can p=
ut my hand on the alternator and it is warm.
Match port the oil pump to the case. The outlet is smaller then the ca=
se inlet. Improves oil flow and reduces oil cavitation.
Sand the top of the oil pump to .000 clearance between the gears and the top=
WITHOUT THE GASKET (the gasket gives it the needed gap)
Robert