i have both a ITR and a GSR crank and wondering which one would be better for boost.

thanks

 

neither is "better" for boost.

a crank is a crank

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by _gurusan_ &raquo;</TD></TR><TR><TD CLASS="quote">neither is "better" for boost.

a crank is a crank</TD></TR></TABLE>

yah, there were a few threads in the all motor forum about the ITR vs GSR crank. I dont think there's enough of a difference to matter to us FI folks. Now if it was GSR/ITR vs LS crank I would say go with the LS crank for the stroke and extra 40cc's of displacement.

 

what about the b20 crank is it the same as the ls?

 

There is no difference between the two, they have the same stroke....I don't know if the ITR is factory balanced making it better for higher RPM....but other then that...?:

B18C1: 1.58/137.9MM
B18C5: 1.58/137.9MM

B18C1 P72
ROD LENGTH: 5.429”
STROKE: 3.433”
BORE SIZE: 3.189” (81MM)
COMPRESSION HEIGHTS: 1.183”
DOME HEIGHT: .000”
WEIGHT: 305 GRAMS

B18C5 P73-A0
ROD LENGTH: 5.429”
STROKE: 3.433”
BORE SIZE: 3.189” (81MM)
COMPRESSION HEIGHTS: 1.190”
DOME HEIGHT: .070”
WEIGHT: 310 GRAMS

 

Yes. Here's info:

Stock Piston:
B16A PR3
B16A(JDM) P30
B17A1 P61
B18C1 (USDM) P72-A0
B18C1 (JDM) P72-00
B18C5 (USDM) P73-A0
B18C5 (JDM) P73-00
B16B PCT
B18B1 P75
B18A1 PR4
D15B1 P03
http://www.heeltoeauto.com/dse...x.jpg
D15B2 P03
D15B7 P03
D15Z1 P07
http://www.heeltoeauto.com/dse...1.jpg
D16A6 PM6
D16Z6 P28
http://www.heeltoeauto.com/dse...1.jpg
D16Y7 P2E
http://www.heeltoeauto.com/dse...1.jpg
D16Y5 P2M
http://www.heeltoeauto.com/dse...1.jpg
D16Y8 P2P
http://www.heeltoeauto.com/dse...1.jpg
D17A1 PLM-A0
http://www.heeltoeauto.com/dse...1.jpg
D17A2 PLR-A0
http://www.heeltoeauto.com/dse...1.jpg
ZC PM7

Stock Compression:
B16A 10.2:1 (1ST GEN)
B16A 10.4:1 (2ND GEN-UP)
B17A1 9.7:1
B18C1 10.0:1 (USDM)
B18C1 10.6:1
B18C5 10.6:1 (USDM)
B18C5 11.1:1 (JDM)
B16B 10.8:1
B18A1 9.2:1
B18B1 9.2:1
B18B 9.4:1 (JDM)
B20B 8.8:1 (USDM/JDM)
B20Z 9.6:1 (USDM/JDM)
D16A1 9.5:1
D16Z6 9.1:1
D16Y8 9.6:1
ZC 9.5:1

Engine Piston Mixing Compression output:
B16A W/ B16B(PCT) PISTONS YEILD 11.1:1
B16A W/ B18C5 (P73-A0) PISTONS YEILD 10.4:1
B16A W/ B18C5 (P73-00) PISTONS YEILD 10.7:1
SAME ORDER FOR THE REST
B17A1 11.4
B17A1 10.6
B17A1 10.8

B18C1 11.8:1
B18C1 10.9:1
B18C1 11.4:1

Piston/Rod Measurements:

B16A PR3:
ROD LENGTH: 5.290”
STROKE: 3.031”
BORE SIZE: 3.189 “(81MM)
COMPRESSION HEIGHTS: 1.180”
DOME HEIGHT: .098”
WEIGHT: 299 GRAMS

B17A1 P61:
ROD LENGTH: 5.208”
STROKE: 3.205”
BORE SIZE: 3.189” (81MM)
COMPRESSION HEIGHTS: 1.181"
DOME HEIGHT: CAN’T FIND YET
WEIGHT: CAN’T FIND YET


B18A1 PR4:
ROD LENGTH: 5.394”
STROKE: 3.504”
BORE SIZE: 3.189“ (81MM)
COMPRESSION HEIGHTS: 1.180”
DOME HEIGHT: -.055”
WEIGHT: 280 GRAMS


B18C1 P72
ROD LENGTH: 5.429”
STROKE: 3.433”
BORE SIZE: 3.189” (81MM)
COMPRESSION HEIGHTS: 1.183”
DOME HEIGHT: .000”
WEIGHT: 305 GRAMS

B18C5 P73-A0
ROD LENGTH: 5.429”
STROKE: 3.433”
BORE SIZE: 3.189” (81MM)
COMPRESSION HEIGHTS: 1.190”
DOME HEIGHT: .070”
WEIGHT: 310 GRAMS

B20B
ROD LENGTH: NA
STROKE: NA
BORE SIZE: 3.307” (84MM)
COMPRESSION HEIGHTS: 1.165”
DOME HEIGHT: -.035”
WEIGHT: 312 GRAMS

H22A
ROD LENGTH: 5.63”
STROKE: 3.571”
BORE SIZE: 3.425” (87MM)
COMPRESSION HEIGHTS:1.222"
DOME HEIGHT: NA
WEIGHT: NA

H23A1
ROD LENGTH: 5.571"
STROKE: 3.740"
BORE SIZE: 3.425" (87MM)
COMPRESSION HEIGHTS: 1.203"
DOME HEIGHT:NA
WEIGHT: NA

D15B1/ 2/ 7/ 8
ROD LENGTH: 5.275”
STROKE: 3.326”
BORE SIZE: 2.933” (74.5MM)
COMPRESSION HEIGHTS: 1.208”
DOME HEIGHT: .000”
WEIGHT:

D16Z6
ROD LENGTH: 5.393”
STROKE: 3.543”
BORE SIZE: 2.952” (75MM)
COMPRESSION HEIGHTS: 1.181”
DOME HEIGHT: -.118”
WEIGHT:NA

D15Z1
ROD LENGTH: 5.393”
STROKE: 3.326
BORE SIZE: 2.952” (75MM)
COMPRESSION HEIGHTS: 1.092”
DOME HEIGHT: -.277”
WEIGHT:NA

D16Y7
ROD LENGTH: 5.393”
STROKE: 3.543”
BORE SIZE: 2.952” (75MM)
COMPRESSION HEIGHTS: 1.181”
DOME HEIGHT: -.130”
WEIGHT:NA

D16Y5
ROD LENGTH: 5.393”
STROKE: 3.543”
BORE SIZE: 2.952” (75MM)
COMPRESSION HEIGHTS: 1.161”
DOME HEIGHT: -.106”
WEIGHT:NA

D16Y8
ROD LENGTH: 5.393”
STROKE: 3.543”
BORE SIZE: 2.952” (75MM)
COMPRESSION HEIGHTS: 1.161”
DOME HEIGHT: -.083”
WEIGHT:NA

D17A1
ROD LENGTH: 5.511”
STROKE: NA
BORE SIZE: 2.952” (75MM)
COMPRESSION HEIGHTS: 1.062”
DOME HEIGHT: -.106”
WEIGHT:NA

D17A2
ROD LENGTH: 5.511”
STROKE: NA
BORE SIZE: 2.952” (75MM)
COMPRESSION HEIGHTS: 1.062”
DOME HEIGHT: -.104”
WEIGHT:NA


ROD TECH:

ROD/STROKE RATIO AND ROD LENGTH:

B16A: 1.74/ 134MM
B17A1: 1.62/131.87MM
B18A1: 1.54/ 137MM
B18B: 1.54/137MM
B18C1: 1.58/137.9MM
B18C5: 1.58/137.9MM
B20A3/53RD GEN LUDE) 1.50/142.75MM
B21A1: 1.492/141.7MM
B20B: 1.539/137MM
H22A: 1.577/143MM
H23A1: 1.49/141.5MM
F20C: 1.821/153MM
D17A1: /140MM
D17A2: /140MM
D16Y8: 1.52/137MM
D16Y7: 1.52/137MM
D16Z6: 1.52/137MM
D16A1: 1.52/137MM
D16A6: 1.52/137MM
D15B1: 1.59/134MM
D15B2: 1.59/134MM
D15B7: 1.59/134MM
D15B8: 1.59/134MM
ZC: 1.52/137MM

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by _gurusan_ &raquo;</TD></TR><TR><TD CLASS="quote">There is no difference between the two, they have the same stroke....I don't know if the ITR is factory balanced making it better for higher RPM....but other then that...?:</TD></TR></TABLE>

The weights were what the all motor guys were debating. IIRC they were trying to figure out if the which one was better the heavier or lighter crank.

 

Why would heavier ever be better? As long as its balanced I dont see the logic of heavier counter weights.

 

The best crank for boost is the kind you get from that shady looking guy on the corner of MLK and 22nd St.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Muckman &raquo;</TD></TR><TR><TD CLASS="quote">Why would heavier ever be better? As long as its balanced I dont see the logic of heavier counter weights.</TD></TR></TABLE>

well I was just reading the discussion, not really participating. But from what I read a lighter crankshaft would rev faster. At least that's what the guys were debating in the all motor thread I was reading.

 

It's the same concept as a flywheel, a lighter crank will rev faster and put more transfer more and throttle response.....a heavier crank will rev slower but once it got up there it would have more momentum equaling more power.

 

wow! alot of great info in there! i guess now i just need to figure out which one to use.

 

for a LS crank... what rods and pistons do you use?

 

I would imagine LS length rods and any b-series pistons

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by _gurusan_ &raquo;</TD></TR><TR><TD CLASS="quote">I would imagine LS length rods and any b-series pistons</TD></TR></TABLE>

 

I agree lighter is better. Thats why Id always pick a GSR over an ITR crank, same stroke, but lighter. I just dont get why Honda would make the ITR crank heavier. Is there an advantage?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by _gurusan_ &raquo;</TD></TR><TR><TD CLASS="quote">It's the same concept as a flywheel, a lighter crank will rev faster and put more transfer more and throttle response.....a heavier crank will rev slower but once it got up there it would have more momentum equaling more power.</TD></TR></TABLE>

i was just theorizing but this is what I posted above....it doesn't make sense really because the ITR seems like it would be optimized for throttle response and stuff.....

but at higher RPMs the momentum of the heavier crank might result in increased power output.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by imola-red dc2 &raquo;</TD></TR><TR><TD CLASS="quote">for a LS crank... what rods and pistons do you use?</TD></TR></TABLE>

you will use LS rods , and the pistons will be for what head you use to keep the compression ratio right