The WBX is made like a flat piston-type aircraft engine - horizontolly
opposed cylinders with a slit crankcase.

In aviation shop practice these bearing would - in all probability - be
replaced. If the case has been split, and bearings not expected to be
replaced, the case would be bolted back together sans crankshaft and
other stuff, and all retaining bolts for the case brought up to full
torque value. Then the bearings would be be measured with a micrometer
for wear AND a dial indicator for out of round. All of the cranks shaft
journals would be measured as well as the rod ends. The rod ends would
be checked the same way - bottom miked and dialed, top end same.
Anything out of spec called for new parts. However, it is a VERY
infrequent occurrence to re-use worn main or rod bearings.

In a WBX, the rods are always suspect. on the 2.1 L - not so much so on
the 1.9L The difference is the rod end bolts. The WBX originally had a
bolt that was a stretch bolt, andover time they would yield some more,
resulting in an our of round rod end condition at the crank, and then
oil pressure would be lost, resulting in a failure by generally throwing
a rod through the case, destroying the engine.

If you have just removed the rods - discard the old bearings, and have
the rods reconditioned and re-sized with new bearings. Don't mess around.

I understand about money constraints, but this is an area that can cause
real grief on an engine if not done right, and a few dollars saved
simply aren't worth the trouble and expense it could cause.

Good luck,

Regards,

John Rodgers
88 GL Driver

B.J.R. wrote:
> I just got into them
> they feel smooth
> the scratches are from my finger nail
> http://i70.photobucket.com/albums/i104/bradleyjr/IMG_1959.jpg
> http://i70.photobucket.com/albums/i104/bradleyjr/IMG_1961.jpg
>
>
>