What do you guys think about Tuners WC head? My current head needs new valves, caused by money shift. I'm looking to add some additional power to my 330. Would I run into valve to piston clearance?

Tuners WC Head specs:
BMW Motorsport dual racing valve springs, supertech stainless steel racing valves, competition valve job, etc. Built to the limit of the WC rules. Heads surfaced to achieve legal compression ratio limit, valve seats blended into the intake port ¾” in. non-ported exhaust. Price $2000


current mods:

SS headers & exhaust
Dinan intake
shark injector
H&R cupkit
6 speed tranny swap from zhp 330 with UUC stage 2 clutch / flywheel
Evo 3 short shifter
3.46 Diff

Future mods:

Cams
New software-unichip
BBK

someone must know if I can run this head.

Why don't you just call and ask Turner themselves?

Personally, you're talking about spending a good amount of money on a head that's built to a set of racing rules, for a street car, I assume. The SWC rules limit areas of development in the head that you might be able to take advantage of otherwise. Personally, if you're dead set on Turner, have them build a specific head for your car that takes advantage of everything they know about high performance heads, not one that is limited by a relatively restrictive set of racing rules (i.e. "non-ported exhaust").

Personally, you're talking about spending a good amount of money on a head that's built to a set of racing rules, for a street car, I assume. The SWC rules limit areas of development in the head that you might be able to take advantage of otherwise.

Bingo.

When you guys say, The SWC rules limit areas of development in the head that you might be able to take advantage of, what do you guys mean? Sorry for not understanding. Would I be able to build on top of this head-"port & Polish" being that it has limits?

My dilemma is that I don't want to fix my stock head with no gains, for the same price as Tuners head-I guess gains, Am I wrong?

When you guys say, The SWC rules limit areas of development in the head that you might be able to take advantage of, what do you guys mean? Sorry for not understanding. Would I be able to build on top of this head-"port & Polish" being that it has limits?

My dilemma is that I don't want to fix my stock head with no gains, for the same price as Tuners head-I guess gains, Am I wrong?

SWC has rules regulating what mods can be done to the heads. Such as the ehxuast ports are not ported and valves are limited in size, cam specs, ect.

What they are suggesting is call Turner and have them build you a head based on what you have and what you want. It may cost a little more, but the gains will be much more suitable for your car and the street.

May also wanna look at VAC Motorsport, they have different staged head mods.

The point is that the rules that head is built to are very restrictive...if you're going to run a built head, you might as well build a head without the restrictions. That said, if the Turner head is the same price as a new head...

Regardless, I wouldn't run it without a custom tune...the bump in compression might not go very well with your current tuning.

Thanks guys for taking the time to explain. Guess I'll give Vac a call and see what they can do for me.

you r probadly better off buying a used head and porting it to the max as u don't have to abide by rules, instead off buying a $2000 head and still don't have the max, have you also considered that the 330 intake, exhaust manifold is very restrictive, r u putting in bigger cams, software, what rpm do u want to run, and at the end $$$$$, u still won't make as much hp compared to a supercharged kit, call vac get a low comp head gasket, put on a good used head and supercharge it, oh good headbolts too

whats their CR limit? If it higher than what you can run on 91, then there's your answer

11:1 is max cr. Basically you can do a small amount of blending in the combustion chamber, otherwise all you are getting with that head is a nice set of valves and springs, retainers etc. You could buy that separately and bolt it onto a stock, planed head and achieve essentially the same thing. Weigh out the options and decide if 2K is worth the sum of those, used, parts. Also no mention on if cams were included, but if they are WC cams they would be very undesirable for a street car.

you r probadly better off buying a used head and porting it to the max as u don't have to abide by rules, instead off buying a $2000 head and still don't have the max, have you also considered that the 330 intake, exhaust manifold is very restrictive, r u putting in bigger cams, software, what rpm do u want to run, and at the end $$$$$, u still won't make as much hp compared to a supercharged kit, call vac get a low comp head gasket, put on a good used head and supercharge it, oh good headbolts too

Yes I know my 330 manifold is restrictive. I was doing some research and I ran across someone using a M50 on 330. They said they had to reshap the ports, use a different adaptor plate, obd 1 fuel rail and different injectors.

whats their CR limit? If it higher than what you can run on 91, then there's your answer

Its 11.1:0. Is that to much for a stock pistons" Valve to piston clearance".

Its 11.1:0. Is that to much for a stock pistons" Valve to piston clearance".

That is a question for Turner. I'm sure its been bolted up to something, or at the very least is exactly the same as one that has been. There aren't supposed to be any changes to the bottom end other than materials and balancing.

They'll be the best ones to confirm for you. My guess is it'll be a breeze.

11:1 is max cr. Basically you can do a small amount of blending in the combustion chamber, otherwise all you are getting with that head is a nice set of valves and springs, retainers etc. You could buy that separately and bolt it onto a stock, planed head and achieve essentially the same thing. Weigh out the options and decide if 2K is worth the sum of those, used, parts. Also no mention on if cams were included, but if they are WC cams they would be very undesirable for a street car.

Cams are not included, but they offer to include a solid lifter kit. If I were to use this head, would I be able to use schrick or vac cams with the solid lifter kit? What are the benefits of using solid lifters v.s stock lifters?

The solid lifters will allow you to set your valve clearance with shims. And it will be lighter and more reliable at higher rpms. It will also mean more maintenance to keep the valve clearance in check over time. Cams will be fine as long as all the parts are the same dimension as stock.

i think u need to figure out what u r trying to achieve, hp, torque, rpm etc, and i think that will help u decide the best way to go, swapping manifolds, injectors will lead to software programming, throttle by wire issues, like i said before figure a hp # u want, add up the cost of n/a as oppose to f/i and i think things will b clearer

Performed compression test: #1=0 #2=0 #3=0 #4=60 #5=0 #6=25. With these type of readings, what type of damage am i looking at.

You will not be able to run 91 octane with this head probably the min is 100 octane. The spec piston is a custom CP piston that will run you about $1600.00 a set, you will run into piston to valve clearance issues with this head with stock pistons. You can use a Cometic Multi-layer Steel gasket and reduce the compression, most of the heads they currently have are built to the initial SWC rules concerning porting and bowl work. They ranged from 10.5:1 with a 0.030" head gasket to the full 11:1 using a 0.070" head gasket, based on the ones I have installed. I know alot of their spares were sold off to club racers. You cannot run solid lifters with stock cams or Schricks, rather I should say that you shouldn't. The cams designed for solid lifter applications have a different ramp angle than hydraulic lifter cams. When a cam contacts a hydraulic lifter it uses its ramp angle to take into account that the lifter will deflect a certain amount before valve movement, a solid lifter application does not have this initial deflection. You can contact Integral cams if you need a solid lifter cam, Steve does excellent work and he will do one off; he may have an application that will fit your needs. He will need to know specific valve train information. Honestly you are opening a new whole can of worms with that one. If you really want to play with the big boys you are better off having the engine built by a good engine builder. Andy and Bryan Watts and James Clay know a few, I am sure. Good luck

Performed compression test: #1=0 #2=0 #3=0 #4=60 #5=0 #6=25. With these type of readings, what type of damage am i looking at.

Zero compression is never good...

You will not be able to run 91 octane with this head probably the min is 100 octane. The spec piston is a custom CP piston that will run you about $1600.00 a set, you will run into piston to valve clearance issues with this head with stock pistons. You can use a Cometic Multi-layer Steel gasket and reduce the compression, most of the heads they currently have are built to the initial SWC rules concerning porting and bowl work. They ranged from 10.5:1 with a 0.030" head gasket to the full 11:1 using a 0.070" head gasket, based on the ones I have installed. I know alot of their spares were sold off to club racers. You cannot run solid lifters with stock cams or Schricks, rather I should say that you shouldn't. The cams designed for solid lifter applications have a different ramp angle than hydraulic lifter cams. When a cam contacts a hydraulic lifter it uses its ramp angle to take into account that the lifter will deflect a certain amount before valve movement, a solid lifter application does not have this initial deflection. You can contact Integral cams if you need a solid lifter cam, Steve does excellent work and he will do one off; he may have an application that will fit your needs. He will need to know specific valve train information. Honestly you are opening a new whole can of worms with that one. If you really want to play with the big boys you are better off having the engine built by a good engine builder. Andy and Bryan Watts and James Clay know a few, I am sure. Good luck

Well thats the end of that. I'm just going to fix my head or buy a used head and call it a day.

How do you guys feel about purchasing used heads. What are the pros and cons? I called a few places I fought off of car-parts.com, but backed out. I'm running scared right now. Not sure what direction to follow. I've been ripped off, over paid, and have been taken for a long ride in the past.

I called Bavarian auto recycling, but there to expensive.

So you have poor compression on all cylinders and no compression on 4 of them and you think the head is the problem? Have you dissembled the motor? You need to inspect everything, paying particular attention to the pistons and the valves. Take the head to a good machine shop and let them check it out before you toss it as junk.