i have a b16 motor in an ef and im swapping it out for a 92-95 gsr. i have heard people say that the b16 head is just like the type r. so should i keep my b16 head and pt it on the block or should i just stay with the gsr head? im trying to go all motor.

 

Keep the GSR whole.
B16 head is not an ITR head. Plain and simple.
Raise compression with some new pistons, get eagle rods, port and polish, new valve springs and retainers since your power band will exceed 8000 RPM.

http://www.rywire.com for the swap wiring

 

The ITR has Dual springs on both Intake and exhaust valves. The b16a has dual on only the exhaust. And the retainers aren't as strong. But the holes line up perfectly, and everything....The ITR head has a more agressive lift on the valves, and the Retainers and clips and all that **** is just a little be stronger.
The gsr has more torque but that b16a has a better high end....that's all...I love my b16a.

 

92 and 93 gsr engines are b17a's while 94+ are b18c's. I'd personally just buy a b18c short block because it's cheaper than a longblock and then put the b16a head on it.

 

ive never seen a stock b16a in a crx beat a stock b18c1 in a crx. So this is a stupid fight. Get the one you can afford and start making it faster.

Josh

 

bump for more info.
i have been trying to decide what direction i want start heading with my b16.

at first i was thinking about putting the b16 head on the gsr
then i thought about just using the gsr and putting in new rods and pistons.

when you think about it maybe the typr-r isn't so expensive after all

 

bolt on turbo at 7 psi is cheaper and faster look at my sig.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by highrevnef &raquo;</TD></TR><TR><TD CLASS="quote">i have a b16 motor in an ef and im swapping it out for a 92-95 gsr. i have heard people say that the b16 head is just like the type r. so should i keep my b16 head and pt it on the block or should i just stay with the gsr head? im trying to go all motor.</TD></TR></TABLE>

Keep in mind that if you use a B16A head on a B18C1 bottom end, you will lose compression. Unless, of course, you actually change your pistons. So if you go GSR, keep the P72 head. After all, the B18C1 compression ratio (10:1) is not so high that it could use less compression to run on pump gas.

 

I love my b16, but stay with the GSR. You can build-up that engine with just head work alone that will perform really well such as

(1) type r or stage 2 skunk/crower cams
(2) new valve springs and retainers
(3) port the head
(4) skunk2 or edelbrock intake manifold
(5) bisimoto headers

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by mar778c &raquo;</TD></TR><TR><TD CLASS="quote">I love my b16, but stay with the GSR. You can build-up that engine with just head work alone that will perform really well such as

(1) type r or stage 2 skunk/crower cams
(2) new valve springs and retainers
(3) port the head
(4) skunk2 or edelbrock intake manifold
(5) bisimoto headers

</TD></TR></TABLE>

I agree with that too. A gsr will always make more power than a b16a. THe modifications suggested will probably do very well on any engine.

 

B-16 = power & and fun B-18c = torque

 

are u really trying to say a b18c has no power or fun lmao? Guys b18c is superior in all aspects except caust a litle more. End of story stock for stock their is no competition.