head stud pattern

Darthbug · Post by **Darthbug** » Mon Oct 27, 2003 6:01 am

Anyone know what the dimensions of the head studs on the wasserboxer case.

Thanks
Darth

Cam · Post by **Cam** » Mon Oct 27, 2003 6:29 am

I've been wondering the same thing and can we go for BIIIIG aftermarket barrels and pistons (100mm+) or are we bound to the 94's?

marcotheturbosteamengine · Tue Oct 28, 2003 1:37 am

pauter, autocraft, scat copyed the WBX headstud patern for there race motor heads!!!
101.6mm is posable in a oxyboxer!

Cam · Post by **Cam** » Tue Oct 28, 2003 2:34 am

Cool, sounds good. Cheers Marco!
What are options in regards to big cranks? Can the aftermarket Type1 items go in with some form of bearing adaption?

Wally · Post by **Wally** » Tue Oct 28, 2003 1:30 pm

Me want to know too!

I have another 'crazy' idea: I have a set of 964 piston/cylinders. They are Nikasil, 100mm and have a little bigger stud spacing than a type 4, so they may just fit on a wbx !!!
The heads from the above mentioned companies are not really suited for the street unfortunately, probably not even with better cooling Nikasils...
The nice thing is that the 964 also ran with a 76,4 stroke crank!

It just still an idea tho.

Walter

Badbugtwo · Post by **Badbugtwo** » Wed Oct 29, 2003 6:38 am

Darthbug wrote:Anyone know what the dimensions of the head studs on the wasserboxer case.

Thanks
Darth

According to our measurements, if you use the center of the bore as your zero point the x-axis would be 1.742? and the y-axis would be 1.637?. This would give you a distance of 3.484? from the center of a stud to the center of another going left to right and 3.274? up and down.
Hope this makes sense and helps.

Wally · Post by **Wally** » Wed Oct 29, 2003 1:50 pm

Hmm, pity they are not square

The long side (3,484") would fit right away, the short side would require a slight elongation of those two holes, but since its in aluminium, not a major problem. The heads will be...(as always)
Thanks Jeff!
Walter

roo · Post by **roo** » Wed Nov 05, 2003 10:45 am

wally i pm'ed you about those cylinders you could just post the answer here so eveyone knows. i think i basically asked you if the stud pattern will work or if you found out if they can be made to work.

Wally · Post by **Wally** » Thu Nov 06, 2003 1:07 am

Hi Roo,
I PM'ed you back. In short, the 964 stud pattern is square, the type 5's is not, so boring out the stud holes of the 964 cylinders is necessary, but not very difficult.
I'am trying them on a type 4 first. It all really seems possible. When I'am done and it works well, I will inform all by posting on a forum.
Greetings,
Walter

roo · Post by **roo** » Thu Nov 06, 2003 11:12 am

wally
you mentioned when you pm'ed me that the some cylinders were recalled and a square o-ring was used to seal off the head. can this be adapted to the type 4-5 or is it not worth trying or simply won't work. thanks. this sounds really promising so far.

Wally · Post by **Wally** » Fri Nov 07, 2003 12:49 am

Hi,
As far as I know, all the early 964 were informed by the factory to replace the cylinder/pistons because Porsche found out that some engines were leaking from the head sealing surfaces (sound familiar?). From then on, Porsche used the aformentioned groove in the cylinder tops to seal of the heads perfectly. They never had a problem with head sealing, not even with 600 hp race twin turbo 965's...
The groove is only possible IMO because of the 6,5mm thick aluminium walls of the 964 100mm cylinders. It would be very possible to make the counter groove in a type 4 head as well, but you need to know what you are doing (not me thus) because of tolerances of the special rectangular sealing 'O' ring.

Without groove, the 964 cylinders would seal off very well also IMO because of the aluminium, of which the 964 cylinders are made of.

Greetings,
Walter

roo · Post by **roo** » Fri Nov 07, 2003 11:13 am

very interesting stuff indeed. with such thick walls do you think these cylinders can be bored or is it not worth doing. also (i'm assuming you are using used cylinders) do you re-plate (nikisil) the cylinders when you get them used or isn't it necessary. if so how much does this cost. and one more question, what are the additional necessary modifications that must be done to the cylinders to adapt them to type 4 use (how much $, how difficult). sorry for all the questions but this is good stuff so far and very interesting. thanks a bunch

Wally · Post by **Wally** » Sun Nov 09, 2003 11:11 pm

Roo,
The whole point is to be able to use used cylinders. So no, I don't have them bored. I do this because I hope it will be cheaper than a new set of steel cylinders/pistons and have many advantages to boot. The 'discarded' 964 sets have come off typically at 50- 100.000 km driving and are then still very, very good. The cross pattern of the original hone is still there and the pistons don't show even a mark on them! The quality of these sets is amazing.
I will not discuss my modifications untill I'am done and all is working properly to avoid lengthly discussions as to why s/th does or would not work in s/body's opinion. I hope you can understand this. I have had a bad experience the last time I suggested this idea on another forum.
Greetings,
Walter

PEPPE · Post by **PEPPE** » Sun Nov 23, 2003 8:14 am

does someone stole your idea and made a business? eheh

Wally · Post by **Wally** » Sun Nov 23, 2003 11:32 am

No, any one is very welcome to do that. The more experience that is gathered, the better as far as I'am concerned.
It is just that it started with that some people were very sceptical and others were very enthousiastic. In fact, the topic had to be closed by the moderator...
My build-up is progressing slowly but steadily

Walter

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