You can go to different rods with Porsche journals.  Offset grind the crank
to the match journal size, then get some custom pistons made.

The are several companies that make pistons for the WBX.

<A HREF="http://www.jepistons.com">http://www.jepistons.com</A>

Go to
<A HREF="http://www.shoptalkforums.com/">http://www.shoptalkforums.com/</A>

http://www.shoptalkforums.com/bbs/cgi-bin/forumdisplay.cgi?action=topics&
forum=Wasserboxer/Oxyboxer+Type+V+Forum&number=37&DaysPrune=&LastLogin=

Use a cam with a small increase in lift and duration, WebCam built mine.
Took me over two months and many calls to persuade them to give me a cam
other than stock...  The results: runs SMOOTHLY from 1500 RPM to 5800 rpm ...
no hesitations, just smooth.  Pulls up all but steep hills in fifth at 55 mph
turning 2800 rpm, even with a load.

When you have your crank work done get the crank counterweighted!
I would add counter weights to the crank.  There are those that disagree, but
they are wrong (Why do they have to line-bore pounded out case journals?).

When you move the center of rotation of the big end of the rods further out,
the force will increase and cause the crank to flex more.

The benefit of having the weight: Keeping rods in perfect alignment with the
crank, even oil film across the journals, reducing/eliminating crank flexing,
increase power, enables you to lighten the flywheel for faster acceleration,
etc... It is worth the extra $150 or so bucks.  You just have to weight a few
weeks though.

Also get all the rotating parts balanced as one assembly.  If you have the
money, get two clutch pressure plates balanced.  That way when you need to
replace the clutch, you will have one already balanced to your engine.

There are 95 mm BB pistons out there for the WBX.

Ceramic coat the sealing surfaces on the head to eliminate the corrosion
problem.
And all that exhaust heat touches.  The engine compartment temps are also
reduced, increasing life of rubber parts.

Robert