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Old 07-23-2007, 01:25 PM   #101
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on the discussion of heads...what putty/epoxy are people using?
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Old 07-23-2007, 05:49 PM   #102
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Here's the WRX heads I'm working on.
started on one side


95% done, later when putting on the valvetrain stuff I'll port it the rest of the way, right now I'll just do the splitter and move it down.
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Old 07-25-2007, 12:56 AM   #103
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Default putty-epoxy

Homemade Wrx what are you going to epoxy? mistakes or changes on the flow bench? If its just for flow purposes why not use a bondo type filler its very easy to work with.

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Old 07-28-2007, 11:22 AM   #104
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Here's the finished intake port. More porting will be done later to the valve throat, but now it's just working on the FLOOR and the splitter.

Ported USDM WRX head (replicating the JDM BIG PORTS)
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Old 08-15-2007, 02:37 AM   #105
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okies... the finished ported WRX heads. It appears that the USDM small ports are only messed with on the intake side for emmisions. The exhaust ports seems to be fairly big as they are, which are bigger than the 2.5L DOHC ex-ports. I'm just leaving the exhaust side and just porting the intake side.

So here are the PORTED WRX heads w/ the 2.5L DOHC heads.
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Old 08-26-2007, 10:07 AM   #106
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Quote:
Originally Posted by FuJi K View Post
Here's the finished intake port. More porting will be done later to the valve throat, but now it's just working on the FLOOR and the splitter.

Ported USDM WRX head (replicating the JDM BIG PORTS)
Nice work done there
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Old 09-01-2007, 01:02 AM   #107
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looking good fooj
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Old 09-01-2007, 11:47 PM   #108
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I've been looking for a good head comparison thread for a while...can't believe I missed this one.... subscribed

will finish reading L8A ...
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Old 09-04-2007, 01:18 AM   #109
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UNPORTED and PORTED


ported WRX head on EJ22T shortblock


JDM BIG PORT (you can see it gets rounder at the corners of the D-part on the top/bottem of the splitter. I kepted mine deeper/less round to gain a little more cfm)


VID
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Old 09-04-2007, 01:45 AM   #110
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fuji...more cfm on the flowbench doesn't always mean more power...think of the turn you just made for your air/FUEL mixture to have to make...centrifugal forces and mechanical air fuel seperation do happen...also tight radius can cause for turbulence and more restricted air flow...hence why I'm taking baby steps on mine.
http://forums.nasioc.com/forums/show....php?t=1335604
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Old 09-04-2007, 02:49 AM   #111
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wow. this was a good thread!

I only wish we had dial calipers to show the true measurements of a JDM 'big port' head. I'd sure like to have my heads ported to match the jdm heads.

Anyone have JDM heads they can take some measurements of?
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Old 09-04-2007, 10:16 AM   #112
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well, I know I've taken about an eyeballed 1.75-2mm in diameter from my heads and still have large general radius' to help keep attached flow and keep the air/fuel mixture together. Need to get out the small bore dial gauge and the cc kit.
Really anxious to get them on the flowbench to compare to factory.
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Old 09-04-2007, 10:04 PM   #113
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Quote:
Originally Posted by Homemade WRX View Post
fuji...more cfm on the flowbench doesn't always mean more power...think of the turn you just made for your air/FUEL mixture to have to make...centrifugal forces and mechanical air fuel seperation do happen...also tight radius can cause for turbulence and more restricted air flow...hence why I'm taking baby steps on mine.
http://forums.nasioc.com/forums/show....php?t=1335604
The turn isn't to where it's going to cause bad mixture. You'd have to feel the ports and look at my heads in person to determine that. This is why I took vids so you can see at different angles. The JDM heads are still a tiny bit bigger than my ports on the sides of the port runners. Even the 2.5L DOHC NA head has wider ports than my finished ports, just that mine are taller so it makes up for the width.

Here's a 1st gen 4G63 head. Notice the angle at which that air has to turn. You can CLEARLY see it in this pic. But I bet that head still make AWESOME POWER up top!
http://stoidracing.com/db4/00382/sto...s/P6290011.jpg

Also you can see it coming in at an aggressive angle, which is worse than our USDM head, but like said, it must make more power up top.
http://www.xs-engineering.com/xsstor...199_detail.jpg

You would only worry about good mixture at LOWER revs. When you're sucking in air FAST at high revs, the air/fuel is well mixed from all that sucsion of the cylinder.
I noticed that on the 2.5L DOHC NA head, the intake port is CLOSER to the mating surface of the head/block. On the WRX, I noticed that the port is FURTHER away from the mating surface of the head/block. This is possibly the way it is so it's a straighter shot from port entry to valve.

But I only ported mine to breath better up top (up tp 8000rpms). Not that I'm making them SUPER HUGE, but I will only make them wider when I build my BIG SETUP. The BIG BUILD I only want some 400whp w/ a GT3076R turbo.

G-luck on your build!

Last edited by FuJi K; 09-04-2007 at 10:19 PM.
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Old 09-04-2007, 10:42 PM   #114
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ok...from the picture angles, it looked like you had tightened the bend a lot...
one thing you'll notice if you look at a new 4g63 head is they have a bump to increase the radius on the outside wall, just before and just after the valve seat. It does however still maintain a sharper turn than our ports...
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Old 09-04-2007, 11:27 PM   #115
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Ya, that's what I noticed about the $G63's head....but then they seem to flow very well... I wonder if it's the BIG PORT entry??? They seem to flow better than our WRX heads...

I've always wondered if I MOVED the splitter DOWN some....what effect would it have? I know that there's LESS sucsion because air molecues can contract and it pulls LESS from the intake manifold if the splitter was moved down more. BUT if it WAS moved down more, there's MORE available air to be drawn in at higher revs. I guess the only way to test it out is to port it, then after a dyno, port the splitters down and dyno again to see what results.
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Old 09-04-2007, 11:46 PM   #116
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and if you move it down further and increase the cross sectional area higher up, think of the downsides you are creating for port velocity when not WOT up in the powerband
trade offs everywhere. I would be quite interested to see though...time to find a scrap head, although I'm sure I'll produce at least 1 set in the next year
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Old 09-10-2007, 10:51 PM   #117
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You don't need a scrap head... All you need is a head that is already stripped down and a other few things...
I have done this with tons of cylinder heads, and it saves a lot of time in the long run...
The first thing you need to do is make a casting of the ports and chamber with something that is flexible enough to get it out after it sets up...

The easiest way to do it is like this...

Plug the guides with something so nothing can run into them... I use rubber check balls from a valve body...
Coat the ports and the chamber with a cheap cooking spray so nothing will stick to it...
Tape off the intake and exhaust ports...
Fill the ports on one side of the head with latex up to and level with the valve seats... You will have to tip the head to get it to stay level with the seat... Let it set up, then do the same thing with the other side of the head, then let it set up as well...
After Both ports are molded, plug the spark plug hole up, then put more cooking spray on the latex you can see, where the valve head would be...
Level the head out and fill the chamber with latex and let it set up...
Now carefully trim the chamber casting flush with the head, then take it out, then work the port castings back out the port exits... I you get them out without destroying them, you are ready to make a plaster head...
Make a cardboard box (Make it very stiff, its a mold) that is the same width as the heads, then put the molds you just made into the box... Put the chamber mold on the bottom of the box, then use toothpicks to get the ports to stay in place... Make sure the toothpicks are inside of the port molds so you can get them out later without destroying them... Get them as close as possible, this is a critical step...
Mix up some plaster and carefully pour it into the box...
When it dries, take it out of the box, then take the latex molds out...
Carefully drill guides into the casting so you can support the valves in the plaster...
Now you can experiment with the ports, and clay up errors to your hearts content...
You don't have to use plaster and latex to do this, there are other things that work much better, but cost more as well...
I have gone as far as making plastic molds that actually had guides and seats in them to tinker with on the flow bench... Changes can be made very quickly this way, and if you totally screw up, you haven't hurt the real heads ...
Once you are done with the porting of the mold you made... Make molds of the ports so you have a reference to do the actual porting... If make very accurate molds, you can have them 3d mapped and the heads cnc ported...
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Old 09-10-2007, 11:09 PM   #118
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well, that is what i had planned was have them 3d mapped...digitized...once all is said and done...also the reason I was taking baby steps was to not ruin the heads I have now...making a mold would be much less costly and I will be doing that with the next set of heads I get. I do like your method as well!! My next heads will also have more time to be "perfected" and will also be for the 1000whp re-build. The heads I have now will be just for the 35r/track set up...hence the not insane port job

I'm actually quite anxious to see how your 4094 setup will turn out.
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Old 11-03-2007, 09:52 PM   #119
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here's a pic of my ported head again. Just mimicing the JDM ports

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Old 11-06-2007, 10:32 PM   #120
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interesting thread, learning a lot about heads.
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Old 12-07-2007, 06:57 PM   #121
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digging this thread up!

i didnt see a lot of info on the EJ257 heads both the older style and the newer style with the air pump (MY07) also i dont see any info on the US WRX heads both with and without the air pump.

im curious how these heads compare to the JDM big port heads.

Where would V8 Spec-C RA heads fall in this catagory? Big port?

thanks for the help guys!
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Old 12-07-2007, 07:16 PM   #122
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spec c's are big ports but I think the ver8 were revised even further. The newer 07+ heads are a bit too new for most grassroots guys...I'm hoping to have a set in hand in the next two months for measuring and starting port design on (I imagine the ports will be the same). I'll also be getting another set of 04-06 heads for further port work as my "road race" ones will be in operation. I will have many more pics and flow bench numbers coming.
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Old 12-19-2007, 03:00 PM   #123
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The V8's isn't bigger, but have the Spec C's cam from the V7.
It seems all the JDM WRX/STi heads are the big ports. Even a base WRX have it. Only AUS, EDM, and USDM get the small ports for emmissions.

However, yes, I DO want to see what revisions of the NEW USDM heads....
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Old 12-19-2007, 03:07 PM   #124
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no, I was saying that the ver8 spec c flows more than the ver7 spec c...I'll have to find the flow charts for them. I think Litchfield has them.
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Old 01-02-2008, 01:08 PM   #125
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Default port size

All I have to look at on port size is the net and the various heads we have bought. na, 02 wrx, 04 sti and some 96tt versions. the 96tt heads have the largest ports by far. we flowed the na heads I think they are 99yr and they seem to flow the same as the stock sti from what I can remember. I didn't want to disassemble the tt motor so we haven't flowed those heads yet. How much bigger are the spec c heads than the tt heads. I read micks reply that his heads flowed about 260 stock and about 280 ported. Has anyone flowed the stock tt heads? On the tt motors subaru didn't seem to care about port velocity on the 2.0 just port flow volume, they only go to 7k rpm redline, I think.
When you visually compare the heads the us wrx and sti are fatter top to bottom while the na and tt heads are wider and appear to be larger down inside. The tt heads match the intake gasket at the intake port and the na head has about a 3/16 area that hangs over the same gasket on the crankshaft side or top of the port. My observations are that to use what I have for the best top rpm performance which is 7k would be to use the tt heads with stock sti cams if they would work with the hdlifters.

When wittmer25 ported his sti heads he went from about 230 to 260 at .450 lift and 28 inches. We didn't see any gain from a performance valve job he got locally. Balancing the ports is a real challenge when you are not cncing them. I think he ended up with a 20mm craftsman long socket fitting in the intake ports with about .020 freeplay.

If the tt heads flow 250 I will probably just clean up the bowls and port match them and do a three angle valve job although getting a three angle valve job done locally seems impossible. I may have to send them off for this. What we get is a "performance" valve job locally which seems to be back cutting the valve heads and some blending around the seats.

Any thoughts or maybe some threads I have missed?

Charliew

Last edited by charliew; 01-06-2008 at 02:11 AM.
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