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Old 11-26-2017, 06:16 PM   #776
Martin Donnon
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Quote:
Originally Posted by dcsti View Post
Any pre-release info you can share?
- chamber size?
- valve diameter?
- no dogleg ports?
- cost?
- etc. etc. etc...
We are keeping all information closed on this until release.
What I can tell you is - no dogleg port....there wouldn't be much point in making a whole new cylinder head with this power-robber built in
To the rest of those interested, please be patient
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Old 11-26-2017, 08:54 PM   #777
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The problem with making cylinder heads, at what point do you decide to stop fixing OEM limitations in the name of keeping common with the aftermarket parts

I'll be interested to see what comes out.
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Old 11-26-2017, 10:07 PM   #778
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Seems like "Where there's a Willall, there's a way"
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Old 11-28-2017, 07:45 PM   #779
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Quote:
Originally Posted by Homemade WRX View Post
The problem with making cylinder heads, at what point do you decide to stop fixing OEM limitations in the name of keeping common with the aftermarket parts

I'll be interested to see what comes out.

True, next you'd need a custom intake and exhaust manifold to make new port shapes that don't align with oem manifolds.
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Old 11-28-2017, 10:49 PM   #780
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Quote:
Originally Posted by Martin Donnon View Post
Our cylinder head program is right on track for Q1 2018.
I don't actually recall planning a release in Q1 2016 Mark or at least that's the information I am being given from upstairs. You can hold your breath though if you want Mark - would save with the four or five fake accounts you have in this thread <yawn>

Good news is our Willall cylinder head program will work with either stock block or WREJBB Billet Block. Its a complex piece to engineer that's for sure with AVCS considerations etc. etc.
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Old 11-29-2017, 09:49 AM   #781
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Quote:
Originally Posted by Homemade WRX View Post
The problem with making cylinder heads, at what point do you decide to stop fixing OEM limitations in the name of keeping common with the aftermarket parts

I'll be interested to see what comes out.
You ignore the OEM stuff, build them correctly and tell people if you want them to work you need to do x. Im seriously wanting a set and the moment they got mentioned I knew it ment at the least new headers and very likely an intake manifold. Zero hesitation!!!
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Old 11-29-2017, 05:10 PM   #782
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Originally Posted by Scuby04STi View Post
You ignore the OEM stuff, build them correctly and tell people if you want them to work you need to do x. Im seriously wanting a set and the moment they got mentioned I knew it ment at the least new headers and very likely an intake manifold. Zero hesitation!!!
This guy
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Old 11-29-2017, 11:19 PM   #783
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No matter the exhaust port shape or orientation, the limitation of both heads being so far apart will still be. I'm curious how efficient four oval or round ports (if that's how it goes) would be when they have to still merge, and how they would be integrated into the under engine area. What kind of crazy header design would it require?
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Old 11-29-2017, 11:39 PM   #784
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Originally Posted by 2slofouru View Post
No matter the exhaust port shape or orientation, the limitation of both heads being so far apart will still be. I'm curious how efficient four oval or round ports (if that's how it goes) would be when they have to still merge, and how they would be integrated into the under engine area. What kind of crazy header design would it require?
Don't lose sleep over it, Willall has got it covered
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Old 11-30-2017, 04:18 AM   #785
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Quote:
Originally Posted by 2slofouru View Post
No matter the exhaust port shape or orientation, the limitation of both heads being so far apart will still be. I'm curious how efficient four oval or round ports (if that's how it goes) would be when they have to still merge, and how they would be integrated into the under engine area. What kind of crazy header design would it require?
Two words: TWIN TURBO
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Old 11-30-2017, 05:29 PM   #786
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At some point you have to stop calling it a Subaru engine. If you really want to get a flat 4 to make power you need to man up and change the firing order. That alone will net large gains in efficiency on the intake and exhaust side. Debating over a 'dog-leg' gains/losses where a pressure pulse hasn't even formed a front yet is arguable at best as there has already been testing that shows the flow from the exhaust/intake ports is negligibly different once a decent manifold and intake manifold is in place.
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Old 12-03-2017, 09:24 AM   #787
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Quote:
Originally Posted by Scuby04STi View Post
You ignore the OEM stuff, build them correctly and tell people if you want them to work you need to do x. Im seriously wanting a set and the moment they got mentioned I knew it ment at the least new headers and very likely an intake manifold. Zero hesitation!!!
Quote:
Originally Posted by Martin Donnon View Post
This guy
Just spit balling:

1) Straighten up the exhaust ports
- custom headers
- custom subframe
- should be ok leaving the steering rack unmoved

2.) Custom intake port
- new intake manifold or simply TGV adapters, but then are you just moving the choke point.

3.) Decided to correct the valve geometry/angles
- custom timing belt and gears
- new valvetrain
- custom pistons

If you really wanted to get some valvetrain gains, switch to finger followers, so that you can get more negative on the cam grind.

Oh yeah, custom cams

Then again, if you're running billet heads, your probably already on a billet block, so what's another $20k?

Quote:
Originally Posted by KillerBMotorsport View Post
At some point you have to stop calling it a Subaru engine. If you really want to get a flat 4 to make power you need to man up and change the firing order. That alone will net large gains in efficiency on the intake and exhaust side. Debating over a 'dog-leg' gains/losses where a pressure pulse hasn't even formed a front yet is arguable at best as there has already been testing that shows the flow from the exhaust/intake ports is negligibly different once a decent manifold and intake manifold is in place.
Chris, what firing order would you change it to? I know it's discussed a lot on here but even firing order always seems to be what everyone wants to keep. To get away from a bank to bank firing order, you have to do a split plane crank.

Likewise, I think the dogleg is drastically over dramatized.
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Old 12-03-2017, 11:17 AM   #788
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Originally Posted by KillerBMotorsport View Post
If you really want to get a flat 4 to make power you need to man up and change the firing order. That alone will net large gains in efficiency on the intake and exhaust side.

can't you do that in any capable standalone ECU?
where do the gains come from?
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Old 12-03-2017, 02:04 PM   #789
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Quote:
Originally Posted by Hyper View Post
can't you do that in any capable standalone ECU?
where do the gains come from?
No, the firing order is a physical trait of the engine. To change it you have to change the crank and the cams as those decide which part of the cycle each cylinder is in relative to each other.
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Old 12-04-2017, 10:00 PM   #790
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2 x 2.63Ls and 1 x 2.5L being screwed together for export currently
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Old 12-18-2017, 08:36 PM   #791
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Tensai Tuning in the Middle East laying down some times with a WREJBB. More to come - this is a full street car.
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Old 12-18-2017, 11:32 PM   #792
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metric
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Old 12-27-2017, 04:48 PM   #793
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That's 150+ in Freedom Units
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Old 12-27-2017, 05:32 PM   #794
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Otherwise known as the sane measurement system
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Old 12-27-2017, 09:37 PM   #795
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That's 150+ in medieval Units
Fixed that for you.
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Old 12-27-2017, 10:33 PM   #796
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2 x 2.63Ls and 1 x 2.5L being screwed together for export currently
Are those red painted heads or 3d printed prototype heads on that engine?
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Old 12-28-2017, 09:52 PM   #797
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They seem coated, the edges are aluminum color
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Old 01-28-2018, 03:45 PM   #798
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Old 02-14-2018, 09:19 PM   #799
Martin Donnon
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IAG Built WREJBB Billet Block setup going to New York. Very cool
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Old 02-14-2018, 10:49 PM   #800
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holyyyy ****tttt I wish...
I just ordered a stage 3 tuff & am getting custom /pistons
I hope I don't come across who gets this because I'm also in NY
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