Douvrin rebuild 2.0/2.2L
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  1. #1
    Fellow Frogger!
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    Default Douvrin rebuild 2.0/2.2L

    Am thinking in the back of my mind that it's time to start rebuilding the engines I have in pieces in the garage for the Fuego.
    Would like to do the obligatory "warming over" for club track-work.
    This project will not be a "unlimited budget", but suggestions will be considered re: "enhancements".

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    Never done a rebuild from the ground up with competition in mind.
    Hence am asking for advice/pointers with it from those who have done similar work.

    Once I get the block up on the stand, will take photos and document the build for reference.

    Am starting the project with a block clean.
    Any feedback from people having done "wet media blasting"?
    Pros and cons?

    Looking forward to input and guidance from people having "been there/done that".

  2. #2
    1000+ Posts jo proffi's Avatar
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    I wouldn't fuss to much with the bottom end.
    Its never going to see useable high RPM with an 8v head, and will be fine in stock form.
    Put your efforts into the head.

    Dont automatically assume the liners are worn out either. You'll probably be able to see the cross hatching from the factory.
    I found the replacement liners and pistons I bought new were of such poor quality (machining/size) I put them back in the box and reused the old ones after a re hone.

    Remember to label everything with a punch before you pull it all down (liner, pistons &rods, caps).

    Good luck finding parts. I had a bit of difficulty finding bearings a few years ago, so start shopping sooner than later.


    jo

  3. #3
    Fellow Frogger!
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    Quote Originally Posted by jo proffi View Post
    I wouldn't fuss to much with the bottom end.
    Its never going to see useable high RPM with an 8v head, and will be fine in stock form.
    Thanks Jo.
    I regularly see 7k rpm before acceleration tapers off whilst tracking (current 2L).
    My memory tells me there was a guy that knife edged a crank.
    Don't remember if he was a fellow frogger or not.
    Would be interesting to see his take on bottom end work.
    Will proceed with a correctly set up std version as a start.

    David

  4. #4
    Fellow Frogger!
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    Only rebuilt engines for 'standard' use, not competition. What I would say, having read up a bit about it, is avoid 'cross-drilling' the crank for 'improved' lubrication. The incidence of failures in those so treated is apparently high. What happens is a greater volume (& thus mass) of oil is held in the oil way & is forced out at high revs by the centrifugal force, negating any benefit from increased 'coverage.'


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  5. #5
    1000+ Posts jo proffi's Avatar
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    Quote Originally Posted by 85Fuego View Post
    Thanks Jo.
    I regularly see 7k rpm before acceleration tapers off whilst tracking (current 2L).

    David
    Do a dyno run and your shift points will become obvious.

    From vauge memory peak torque is 4800 rpm, so unless you are running short on gears, changing at 7000rpm will lose you acceleration.

    Jo

  6. #6
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    Quote Originally Posted by jo proffi View Post
    Do a dyno run and your shift points will become obvious.
    From vauge memory peak torque is 4800 rpm, so unless you are running short on gears, changing at 7000rpm will lose you acceleration.
    Cam is non std, stage 1.
    Have not had it dynoed but max torque is now higher.
    Once new engine built it will be dynoed providing more info.

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