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OK for the Honda but on the Mazda engine, the cam gear is located on a Woodruff key. Offset keys might be available though.
These engines are known for wear on the chain adjuster and loose timing chain tension so look for those with the head off.
10:1 may not be achievable with head machining. The limit is 0.2mm off the standard 109mm height. If it were a 1.8 or 2.0l, substituting a head from one of the smaller capacity engines might work to increase CR. Valve sizes are the same for all three. (Engine swap?)
The 1.8 and 2.0l have an 80mm bore vs 78mm for the 1.6l, so an over bore and swapping pistons might be possible if a rebuild was an option. That will also increase CR. I don't know if there is a difference in the block castings that would preclude that.
1.8 and 2.0l distributors have 2 stage centrifugal advance vs 1 stage for the 1.6l, and different vacuum and centrifugal advance curves. Auto. trans. have different vacuum advance curves to manual trans. distributors. It will be possible to play mix and match if the parts are still available. Filling and filing the slots, swapping the springs and altering the weights in the advance mechanism are also possible.
The carb tune can be played with - swapping or filling (solder) and drilling air bleed tubes etc. Concentrate on the primary venturi as that will what you operate with under light loads. You can make global changes by dropping the float level some (6mm between top of float and float bowl is standard). The idle fuel mixture position will affect light load FC a lot.
EGR was fitted to these engines in some markets.
There is (should be) a hot air intake flap in the air cleaner intake. Easy to play with that.
The same engine family was used in 'B' and 'E' series commercial vehicles (for parts).
The 2.0l 626 has taller man. trans. ratios than 1.6 and 1.8l.
The same trans. family was used in SI-III and SIV-V NA RX-7, early MX-5/Miata, and the 'B' and 'E' commercial vehicles ^.
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