[ba] The Die Is Cast ...
Steven.Buchholz at kla-tencor.com
Tue Jan 28 17:24:58 EST 2003
Well, it looks as though the Woodruff key fractured on the P&P'ed 5kT solid
lifter head my ury has been wearing of late. While this is extrememly
frustrating given all the other dead cars I've got, it is probably a good
thing in the long run since I have all those parts ready to go on the car
and should get moving on them. I need to make a few decisions, so I thought
I would make a post to get some recommendations on moving forward. Thanks
to any and all who take the time to help!
Let's see if I can remember all of the parts that are sitting on the shelf
... I have a bare head casting ... and was told it was the last one
available for the WX (not sure I believe it). The interesting thing about
it is that it has a fitting to support the air shrouded injectors. I also
have a 2-piece exhaust manifold and a set of Wiseco pistons from Javad's GP.
I have my old WX head, which should only need to have the #2 exhaust valve
changed ... and a bunch of old valves and springs from when I had the head
redone back in the late '80s. I already have a "tweaked" (extrude honed and
modified) oil-cooled K-26 turbo installed on the car.
My goals: #1 I want the engine to look as close to the original as possible
so as not to arouse a smog pro, and hopefully blow pretty clean. My
secondary motivation for #1 is to have the car remain relatively stock. I
like the dual knock sensor control system of the MC-2 engine ... I actually
have a MAC-14 ECU and am working to get the wiring harness and sensors that
go with it. Since there is a question about mounting the knock sensors, I'm
considering a switch to an MC-2 engine ... but was not originally planning
to increase the compression ratio. As most of you know I'm a bit odd in
that I prefer the solid lifter setup ... mostly due to having to deal with
noisy lifters on my Avant. I think that by sticking with shims and buckets
I'm probably limiting my options regarding cams though ...
I am planning to have the exhaust manifold heat coated ... more to keep the
under-hood temps down ... and will probably opt for a larger downpipe from
the turbo to the cat ... which I would also have coated. Eventually I'd
like to go EFI with the engine ... but I'm so worried about the smog
inspections. I also have read through some of the earlier talk on intake
and exhaust valve sizing ... but haven't come to a conclusion on what I
think is best.
My primary motivation for posting this note here is to solicit information
on local vendors I should consider (or stay away from). I really like Steve
Nechodom ... hopefully I'll have a couple heads for him to look over on the
V8 soon ... and I'll probably talk to him about his interest in building up
and working over the 10v I-5 head for this car now too. If there is someone
who is set up to bore out an I-5 block for the Wisecos that info would be
useful as well. Any local folks do thermal barrier coating? Anybody see
any MC-2's (i.e. '89-'91 200 turbos with 10v engines) sitting in any of the
If any of you have any comments on what I'm considering ... things that
you've tried that didn't work well, or suggestions I did not include ... I'm
open to them and appreciative of the effort.
San Jose, CA (USA)
More information about the Ba-group