Club 80-90 Forums

Throttle linkage (1:1 ratio) and cable adaptor made, a bit clunky but not easy to make it look pretty. Needs a vertical bracket for the pivot to finish the job.
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I'm not sure if I can live with this, but its a good start and lighter than it looks, clears everything so maybe its all that it needs to be?
I think it needs a little refinement with something to keep the idle air hose off the rocker arm, but that's about all and that detail could also keep the wiring harness out of the works.

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DoubleOSeven wrote:https://www.justkampers.com/marketplace ... /id/10041/

Hope you don’t mind me dropping this into your 3.2 thread.

I heard through the Oettinger grapvine that 6 WBX was sold on Friday 13th and it's gone to Denmark.

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Worth the wait and well timed (oof! pun)
Ground to the same profile as used on my 2.5 cams (8.5mm lift at the lobe and more aggressive ramps, but still within the capabilities of the standard hydraulic followers)
95% finished, I still have to get the oil pump drive slot sparked in by a business contact now that they are nitrided and hard.
Should be good for a conservative 180bhp and 280Nm

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Oil pump drive is now sparked in, next job is to get the new gear wheel pitched out and it's "ET" worked out.

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The wbx6 uses a modified (read as shortened) front cam bearing, because of packaging reasons, so that was the first job to tackle.
I made a false bearing housing which enabled me to "spot face" one flange off and reduce the shell width without risk of the white metal delaminating.
I did a test with a pair of low-mileage shells and the end-float is virtually zero, but the cam still spins freely.
Couldn't have gone better so I committed to machining a fresh pair.
The Type1 30mm oil pump mods look to have worked out nicely too.

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I took the crankcase to our local engine shop yesterday, to get it cleaned in their hot ultrasonic cleaner before starting the build process.
Picked it up just as the cleaning cycle ended so it was still hot (80°c) then wrapped it in clean transport blankets and dashed 15mins back to the works to remove some iffy head studs.
Two were quite easy, two creaked and groaned, last one put up a fight and bent (oh crap!) before releasing like a rifle shot.
Good job that I did, because apart from the two scored ones that I originally wanted to change, the cleaning had revealed "pickling" type corrosion to the other three.

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PS the big worry about this job - which is bad enough on any wbx anyway - is due to the wbx6 having a sand-cast case vs the wbx4 being die-cast.
Basically, its very unwise to locally heat sand-cast alloy too hard because you run the risk of it going BANG and you then have a crack :O

(die cast heats up faster and is a lot more tolerant of moderate thermal abuse)

I've been there before, it gets awkward when you can't just reach for another crankcase...

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Pics

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Big news! Trying to get more details.

https://www.instagram.com/p/B_-AomrJ-zP ... hjl2j5c4k8" onclick="window.open(this.href);return false;

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link not working ?

silverbullet wrote:Big news! Trying to get more details.

https://www.instagram.com/p/B_-AomrJ-zP ... hjl2j5c4k8" onclick="window.open(this.href);return false;

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Can’t imagine they are a stock item at your local motor factors!

As part of the build prep, I spotted an unpleasant mis-match between the replacement Type 1 oil pump inlet port and the crankcase drilling...so I put it right.

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PS the port sizes work out at 1.63cm² (case before machining) vs the pump 1.96cm² which is a considerable choke on the pump suction side, which should remain constant if possible.

A 17% reduction in cross sectional area.

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Grabbed some machine time to turn the mounting counterbore in the new aluminium bronze cam gear.

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