Nothing much to post but lot's happening behind the scenes.
James Calvert has sourced suitable rods from the states and these will be Scat I beams which he will then machine to take the required 24mm pins.
The supplied bolts will be chucked for some genuine arp bolts, so this sorts the weak point that was preventing any possible revs above 6k.
JC suggested a web 86a grind cam for my requirement of street use only, mid range torque for normal driving but a red line around 6500rpm.
The other limit was .500' max valve lift as any modifications required to gain clearances gets expensive fast.
WBX's have a fixed deck height as the water jackets also seal against the head, meaning you cannot use spacers under the barrels like a t1 engine.
In order to gain deck height you would have to shave the piston tops or start looking at alternative conrod/piston combos.
I'm not made of money and the cost of this build is rapidly heading towards 2k anyway
This cam matched with 1.4 rockers lands perfectly just under .500' but their use will depend on spring requirements which I will discuss later.
Lifters remains undecided between T4 solids or gutted and spaced T25 units, the later having both better oiling and less weight, but as I have an almost complete set of new T25 lifters i'll probably go with them.
The modification requires removing the internal piston and replacing with a suitable length tube that fits snugly under the snap rings which is apparently something Jim at TES used to do and may still have parts for.
JC is trying to source some German quality valves as stainless is proving difficult to find due to the 9mm stem.
And now to my mistake and the consequences
During the port work I noticed some small bumps in the inlet chamber which appeared to serve no purpose and where duly smoothed out.
Turns out this area is pretty close to the valve spring seats and by doing this I will no longer be able to machine the seats down for fear of breaking through.
The other unexpected thing is that according to someone who races these engines they actually improve air flow due to the rolling effect created prior to hitting the bottom of the port turn.
Luckily machining should not be required as an option is using Berg retainers which increase the valve gap by sitting further up the stems.
The upshot may mean 1.4 lifters won't have any suitable springs, but I will leave this to the experience of JC.
Push rod's also remains undecided between JC's hd aluminum ones and stock.
The reason aluminum was used in T1 engines over steel was to match expansions as things got hot retaining your valve gap.
On a T25 wbx engine steel was used as it provided the extra required strength for dual valve springs and the raised rev limit.
Expansion is less of a problem on a wbx engine as the temps are so much better regulated, so you would not expect any tapping when using solid lifters on a hot engine.
The down side of the steel push rod's is of course weight but I think cost may be the deciding factor.
In anticipation of setting valve geometry I thought I would make an adjustable push rod out of an old used one.
Just needed to tap the holes and cut down a suitable bolt.
Had the tap in the tool box, so it cost nothing
Build wise i'm looking at receiving parts for the bottom end mid december so until then i'm focusing on the gearbox replacement and replacing all the suspension bushes whilst it's all apart.
The replacement alternator bushes arrived.
Despite being made in Germany they lack the quality of the original and were difficult to fit due to the holes not aligning perfectly