Stock plug cable just a simple carbon and fibre core !!

Look at the NGK plug cable . You will steel wire winding at outside of carbon core . And ngk carbon core not like stock plug cable . It is very thin type .

Afterthat we will see what is so called spiral core . I have stock campro plug cable dismantled and CRV ( ngk plug cable ) .

Engine oil pump

1.6 liter head . You will notice campro got combustion chamber that not really deep . That will allow small bore too be used . Pro is you can build a very high comp campro , con is changed to high lift cam you need to modify piston head . If not valve will hit piston head . That is the reason why matspeed not increase lift but increase duration

1.3 & 1.6 block . Same !!

1.3 liter nothing different with 1.6

campro cam shaft lobe . Measured lift at 5.8 mm . Further increase lift will hit piston head !! . Piston head need to do so mod job to avoid from hit valve .

Rebuild campro engine

Sorry long time no update being busy to rebuild campro engine . something special to share here . First let see what is different between 1.3 and 1.6 campro engine . Basically both engine share same block and head . But 1.6 head slightly different because it is ready cps platform , 1.3 not . Anyway both head still can use .

let see cranksdhaft for 1.3 and 1.6 .

1600cc crankshaft

1300cc crankshaft

Picture below show different of stroke to stroke pitch

Next we will see piston and conrod

1600cc piston and conrod

1300cc piston and conrod

let see different between both piston and conrod height

1300cc taller than 1600cc . Because 1300cc crankshaft stoke to stroke pitch shorter than 1600cc , then it need longer conrod . Basically both piston is same , just different in head top design . sink down and bounce up .

Actually we can use the 1.3 liter piston head to increase compression ratio from 10.0 to 11.0 and above . Some modification need to be done one the 1.3liter piston . Of course conrod still need to use back 1.6liter conrod instead of 1.3liter .

Next will be 1.6 liter high compression modification . Almost done rebuild from 1300 to 1600 .

Coil on plug with built in ignitor that suit for campro

Hi guys ,

Keep you all long wait. Below is the picture of COP that i mentioned . I haven't got the wiring done and the plate to hold the COP in place. Just to show how the placement of the COP .

For campro ecu , you can advance the ingition timing even below 2k rpm . Just you can't over advance and cause knocking . Campro got knock sensor attached at the block . Any knocking occur , ecu will get know knocking level thru knock sensor and retard timing . If over advance timing with piggyback , ecu will retard the ignition until it limit. Up to that , engine will lose power . And that will be just like you all called readapt , retune and overwrite . Ecu not that smart to over write piggyback if no engine faulty cause by the overtune with piggyback . Why campro engine can feel heavy during day time and feel power during nite time ... During day time , air temperature is higher than night time . Air temperature can be measured with campro map sensor . If air temperature in intake manifold rising , ecu will retard timing to prevent knocking . Because hot air will cause the mixture to burn too fast ( explosion ) before piston travel more than 40 degree before TDC . If mixture ignite too early with hot air , mixture will burn very fast and become a huge pressure which also called as explosion . Hence the piston will knock with explosion ... That is so called knocking . If want to have timing advance safe and no knocking happen during day time . A very good cool air intake needed to reduce air temperature . Conseal airbox with open pod if the best ... Not those open pod that expose to open air . This kind of setup sure cause ecu to retard timing during day time driving .

CAMPRO CPS :P

Hi guys , lets have a look . CPS is there , but only at intake . Exhaust just like normal , nothing much different with current . Also take a look on cps cam lobe set . High cam lift just slightly high that normal . Low cam .. of course lower than current . Why no cam switching at exhaust ? :P :P I will make my own later . Both intake and exhaust with CPS !! Dreaming though ....

CAMPRO 1.6 HIGH COMPRESSION ENGINE

Guys , Is time for me to start the 1.6 high compression engine . Brand new crankshaft , crank bearing , con rod and some other acc . Rebore to 77mm . Next week will publish all the parts picture .

Another message for those who want to relocate battery . Make you you got a cable as ground as well . Don't just hook up battery negative terminal to chassis . That will cause your ECU poor in performance due to unbalance current flow and noise .

This the number engrave at the block is number to determine what kind of crankcase bearing to use . Of course just these numbers not enough . Is combination with numbers engrave on crankshaft

see below ... got another set of number on the crankshaft . both must add together
Example : crankcase 11211 and crankshaft 11111
crankcase bearing will be
position 1 : 2
position 2 : 2
position 3 : 3
position 4 : 2
position 5 : 2

you will see crankcase bearing got number on it

con rod bearing also engraved on crankshft . see the picture : 2222



1.3 crankshaft got con rod bearing number near to conrod shaft on crankshaft



1.3 crankcase bearing number


another set of conrod bearing number for 1.3 crankshaft

Campro 1.6 liter piston

Campro crankshaft broken issue

This is very hot issue now . This case has involved 6 cars total . Their campro reported can not start and then change crank sensor , but still fail to start . Once the oil sump removed , metal pieces everywhere inside the oil sump . Look at the crankshaft , found crack mark at the 4th crank weight balancer which near to flywheel . Some of them encounter even serious , whole crankshaft break into 2 pieces . Pls have a look at picture above .

Got a friend of mine who is working as mechanic in northern garage penang . Once he has seen the picture , he says he has handle numerous this type of case . Mostly he got turbo and NA machine that facing this problem . He says the impact of energy shock is the main root cause to twist the crankshaft until break apart . Normally will happen on those drag machine , because initial load is very huge impact for crankshaft take during launching time . Especially launching with maintain certain rpm , This will create very great impact and very high tendency to break the crankshaft . It might hurt the crankshaft and slowly crack day by day .

As i know those reported crankshaft broken campro machines are dragster . Hope that i am wrong about this :P :P . If normal driving , chance to break the crankshaft seem like very minimum . Anyway this case still need to blame proton doesn't use better material for the crankshaft . A 110 whp campro engine is far away to compare with turbo engine can easily to break their crankshaft . Unfortunately a 110 whp campro engine can break the crankshaft . :(
If you want to buy campro or campro cps for drag activity , you better stay away from do that . Use it as normal vehicle from A to B is fine .