Club 80-90 Forums

RogerT wrote:Nice bit of parquet flooring in your workshop.


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Its lino

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937carrera wrote:
I also need to know what cereal packet he's going to use for the rocker covers too. He'll probably need two with it being a 6 cylinder.

On a more technical note, the single piece thrust bearing does match the early case web at the flywheel end (not wanting to use words like front or rear of the engine)

I have two pairs of the proper self-adhesive cork gaskets for the rocker covers, thanks.

Yes its got an M8 stud at centre top (below the flywheel end lifting eye) which suggests early wbx architecture.

A more pressing matter is that close inspection of the water jacket seals reveals multiple small splits, caused by glycol-induced corrosion. They would only be re-usable in a Desert Rat scenario.

I am now making enquiries via some German T3 contacts...


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I was advised that the later type cams fitted to wbx6 are two piece and secured by a locking screw at the drive gear end.
(The early one-piece cams suffered from torsional vibration problems and could break into three pieces, then wreck the engine!)
I would say thats a grub screw just overlapping the pulley end exhaust lobe in the second pic.

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With the exception of numbers 1 & 6 those barrels look very clean on the coolant side.

This engine has had a recent (in miles at least) rebuild hasn't it ?

Now, let's see her properly naked in two halves

Yes...waiting with anticipation

Here we go...all familiar but different!
It's going to need a line bore: the smallest (front) main bearing has been rattling, the middle two are also pooped.
Cam is worn (not measured it yet) and scored on the gear end journal. Appears to have cut-down shells, both flanges facing the gear to resist thrust when running...
I wasnt expecting a dowelled/shuffle pinned case, the bronze gear or the oil baffles.

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Before someone comments on the seven cam lobes, this is why:

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I didn't spot it at first, but there is an obvious question.

Is the cam wear on 2 & 5 exhaust different or less than the others ?

can you explain what's going on here-


Is that an early type one piece bearing with one thrust flange machined off and was there then a thrust washer+shims on the flywheel end?

I think thats what has been done. Everything about these engines is a bit weird anyway, its been rebuilt before and some mods have been made.
It had a 2-piece thrust washer fitted from a VW inline engine but it was all destroyed in there (scroll back to the flywheel removal pics) so I think it didnt work very well.

PS my cam diagram is wrong!

The third and fifth lobes are each inlet, the central fourth is exhaust...
I only realized when I measured the lift, its easy to get confused!

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Cam still has full lift, barring #1/4 inlet, which has lost about 0.5mm lift thrpuh wear. All others are 8.6 inlet/8.1 exhaust at the cam.
#3/6 exhaust has just started to fail too, and the journals at each end are scored...
So its the DJ profile, making it the S spec cam.
Looks like I'll have to get it reprofiled and tuftrided, best I can do in the circumstances unless some other repair process is available, but I doubt it.

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How about metal spraying ?

I am aware of it, never had one done

silverbullet wrote:I think thats what has been done. Everything about these engines is a bit weird anyway, its been rebuilt before and some mods have been made.
It had a 2-piece thrust washer fitted from a VW inline engine but it was all destroyed in there (scroll back to the flywheel removal pics) so I think it didnt work very well.

Ah! yes, this mess...



Is this just a case of not enough end float/shims too thick?

Hard to tell the what or why

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937carrera wrote:How about metal spraying ?

I am aware of it, never had one done

I have heard of delamination problems. Hard chrome plating & regrinding to size might be possible.

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