WBR Performance, Inc. - High Performance Subaru Parts!

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WELCOME TO WBR!!!!

UNCOATED E.L. HEADERS ON SALE!!

50% OFF LIST PRICE!!!

EMAIL DAVE FOR MORE INFORMATION!!!

for questions reguarding all our products, email: dave@wbrperformance.com

We specialize in the upgrading and performance of Subaru Vehicles.

From Front mount intercoolers, Cold Air intakes, Equal length Exhaust headers, And full exhaust systems. We are your USA connection to subaru performance.

From Grocery shopping; To high performance track cars.

Kick your feet up and enjoy.

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Here are some sound clips of a 2006 FXT With : WBR Equal length header, WBR 500whp FMIC, WBR Turbo-Back Exhaust

Click here to get the down-low!

WBR EQUAL LENGTH EXHAUST HEADER!!!

What does equal length mean????

Factory Subaru exhaust headers are UN-Equal Length. This means that When the engine runs through its fireing order; The "Pulse" or exhaust gas that is piped to the turbo is sparatic. Meaning the flow is not a constant because the length of the tubing is not EQUAL from each exhaust valve. The WBR ELH is the quick fix for this problem. Each exhaust pipe coming from the motor to the turbo are now of equal length. Now when the vehicle goes through the fireing order; The exhaust "pulse" is now even. Giving the turbo a CONSTANT flow against the turbo fins. This greatly increases throttle response and High top-end gains. We are showing over an average of 20 HP with this bolt-On mod. This Modification does NOT REQUIRE engine management!!!!

The WBR ELH Comes ceramic coated, And is robotic tig welded for a perfect weld throughout the system. Each ELH comes with a EGT bung already installed, Aswell as the factory 02 sensor. This could quite possibly be the best bang for your buck header on the market.

This exhaust system fits ALL turbo models!!!! WRX, STI, Forester, Legacy and Outback! Soon to come will be the Tribecca High flow Exhaust header!!!

MORE TO COME!

How many of you guys are going to drop $2,495.00 on uncoated headers. If we tested against them and beat them, all I would hear is that they are not all that but what about these other guys? Your more likely to spend the $1095.00 for the APS headers and purchase their heat shielding for an additional $250.00. which brings the total to $1345.00. Unless you own an FXT then you'll have to buy a WRX, oil filter set up to get them to fit, an additional $200.00. So FXT guys are up to $1,545.00.
We are testing against APS, because they are the best. We will be testing stock,APS,WBR all in the same morning at YIMI's in Santa Clarita, Ca. I just met them for the first time a week ago. They are the closest all wheel dyno to Santa Barbara, Ca.
We have to line up documentation, video cameras, People to witness, and verify, the test. I have already ran them against eachother using Delta Dash Road Dyno.
.
. I wish you could see the grin on my face.

Man, this thing just keeps getting faster. I was out with the family today, and it was sooo hard not to floor it everywhere.

First thing though: I think the WBR actually has more low end torque than the GS. I noticed when going thru parking lots that I was having to be extra careful with my gas-ankle. I also think the spool is alot closer to the GS than 100rpm; yesterday's impression maybe didn't have enough learn time. Midrange for the GS is still stronger, but the top end of the WBR... oh my. From 4k to redline it is unbelieveable. I really think the dyno is going to show at least a 20ft-lb difference over a UL header at redline. It is so freakin strong I cannot get over it. When I said "flat" I meant torque. My old dyno falls off after 5k, and the way this pulls it really feels like the torque curve is completely flat for the second half. The useable power is clearly much wider now. Getting a dyno isn't practical for me right now, so I'm hoping someone else does one soon.
-As for sound I am absolutely certain it is louder all around than the GS. Kind of a bummer. I built my own dual-muffler exhaust because my neighbors wanted me to(!) and between 3k and 4k when you get on it it sounds louder, droney, and like a truck in some ways. Sounds almost exactly like my friends Audi TT here. But over 5k the sound is pure sex. It doesn't sound like a Honda to me, but more like a Cayman getting on it. My wife thought it was quieter (at low rpms) and "less evil" than before, fwiw.
-So even though I LOVED my GS header, and really had no reason to blow $1k on this thing - I am extremely happy so far, and can't wait to drive it again tomorrow morning. For people going from a stock manifold to the WBR... there is no possible way you wouldn't be blown away!

Velocity stack......... Headers that are made 4 into one, have a four-tube collector. Even the high priced 4 to 1 collectors have a huge hole where the tubes go from four into one. Then in most cases the up pipe is larger than the header tubing itself, in 4 to 1 headers. The velocity stack is the description of a small tube inserted into the up pipe to constrict the flow, which in turn causes the gas to speed up coming out of it. It's like a freeway that has a tollbooth. You've got four lanes of cars bumper to bumper going 65mph. Up ahead there is a tollbooth. All four lanes slow down to put money into the toll machine. In our case the tollbooth, is the big hole, into the smaller up pipe hole. All the gas molecules bang into each other at the big hole, and have to line up to get into the up pipe tubing. They have to find the point of leased resistance, the big up pipe hole. Now the gas has slowed down significantly, from a small tube to a big hole to a bigger tube. Thus the need for a velocity stack; How do you speed up the gas? You compress it, by making it fit into an even smaller tube. Each little molecule has to wait its turn to get through the smaller (velocity stack) tubing. They can't all fit at one time; compressing the gas at the base of the up pipe causes HEAT. Heat kills engines. Those little molecule guys want to get out real bad. They don't like anything in the way of them getting out. They can see all their little buddies backed up at the tollbooth. Sometimes they get so heated up the go berserk and cause a riot in the cylinder head. (detonation) EGT recordings of WOT at redline with a stock header up pipe was 1610 degrees. EGT recordings of WOT at redline with the WBR500 ELH/up pipe was 1410 degrees.

Waiting at the tollbooth for everyone to pay SUCKS. . Once you get through the tollbooth (big hole) what happens...you hit the gas and go 65 again, (velocity stack). With the WBR design, all our little molecules have a "Quick pass". In our car example, this is a computer chip that you can buy. You put it on you dash of your car and you don't have to stop at the tollbooth. You pay in advance for the chip an never have to stop at the booth, OR WAIT IN LINE. There is a completely separate lane where the state computer reads your chip. You do not have to slow down; you just go straight through. There is no restriction in the up pipe of the WBR500ELH. It is the Quick Pass of equal length headers. How the gas is diverted from two tubes to one is critical. How smooth is the transition, how much turbulence is there? The less restriction in the transition and the least amount of turbulence makes for the most efficient flow rate that the gas can travel. The exhaust port distance inside a Subie head is not equal. That is to say one cylinder flows at one rate and the other cylinder in the same head has a completely different rate of flow. The WBR500 ELH has equal flow to the turbine wheel from every cylinder. That is why our collection sections are designed the way they are. That's the lawyer’s issue. The WBR500 ELH has the same unimpeded flow from the explosion in the cylinder head to the turbine fins for each cylinder. The WBR500ELH up pipe has the identical ID as the header tubing. It stays that size until it hits the exhaust housing in the turbo. No turbulence, no restriction, unimpeded flow. Now add an EGT bung, o2 bung, and State of the art Ceramic coating inside and out, what do you have. You have the most efficient ELH that will fit on any subie turbo model since 2002. 28hp improvement over stock headers/up pipe; with NO tuning. Look at what's out there, and what it costs; WBR500ELH is hands down the best bang for the buck you can buy. Thanks for asking

Click here to get the scoop on the WBR600 FMIC!!!

If you have any question in reguard to all of our products...

Please email dave@wbrperformance.com

Customer Appreciation: "Dave, I got the intercooler installed and air tight. It works flawlesly, and Tim Bailey said that mind was the ONLY FMIC car he tuned all week with NO boost leaks. I am very happy not have have wasted any time chasing leaks once they strapped my car to the dyno! Considering this was my 1st time installing a front mount; I am happy as a cop with a crueller. My 2006 Saab 9-2x Aero AUTOMATIC put down a whopping 300ft lbs of torque at the wheels on the Mustang dyno @ H&H performance in Fayetteville, NC yesterday! The car sounds just plain amazing with your intake, as well. The tuner was surprised that he was able to easily tune the maf settings, as CAI's are notoriously hard to mess with. The FMIC is a tight fit on the 9-2x. But it squeezes in there, and looks great installed! Thank you for your help; I was impressed at your speedy email and support. Considering I bought the kit second hand.

WBR 3'' Mid-pipes are now on Sale!!!