I hear good things about both.
any opinions?

 

Ive always heard b16

 

b16a

hence the poor mans/girls itr setup

derek

 

Here's a graph from a reputable cylinder head shop.

 

You can see from the charts that even the stock heads flow well past stock lift of .410. Honda heads love lift. Stock springs however don't.

 

Well ****! That solves that. If you think about it though. Almost anyone you ask will tell you the b!6 head flows better.

 

How does that solve it, those numbers look really close?

 

The flow numbers are very close.

My personal experience was that the stock GSR head/manifold/cam on a LS bottom end was noticeably more powerful than the same block with a stock B16 head/manifold/cam.


[Modified by Rocket, 10:05 PM 4/24/2002]


[Modified by Rocket, 10:08 PM 4/24/2002]

 

In the case with an LS/VTEC. the GSR head will be better with the CTR pistons. I dont know about portting wise but the combustion chamber is better on the GSR head int this type of setup.

Wil

 

you are seeing more of a power output from the gsr head over the b16 head because the gsr head will yield more compression than a b16 as for flow they are very close. Know anyone that is building a LSvtec shoud spend the money and do it right, so why would you stick a stock head on a built LSvtec. With all said and done a built B16 head and a built GSR head can flow equally depending on who has done the work and in some cases I have seen B16 heads flow better than GSR's when work has been done.

 

Evocelica's got a point. You should do a custom build on LS/Vtecs.

The rod bolts for the stock LS rods are the same as for the D-series. With the kind of piston speeds a LS block sees with Vtec rpms your whole motor is on the line if they let loose.

 

Well basically all that pic says is the stock gsr head flows just a lil more than a b16 head, what he forgot to post is the next pic where both heads are ported and polished, and the flow rates after.
Well here it is as you can see the worked gsr head only flows more for a lil then the b16 takes over the rest of the way.



[Modified by chhuong, 11:53 PM 4/24/2002]

 

Would a YS1 tranny help in general to an LS\Vtec swap

 

Yes. If you go with wilder cams you should get a tranny with tighter gear ratios.

 

go to the alaniz website and read his tech article about that flowchart. the b16 will most likely be a better head. this guy is the porter of the millenium. he uses flowbench proven techniques to make power.

 

why do you think honda chose a b16 head for the itr????

 

Something interesting

I hate to point out the obvious. But what cams were used. B16 heads are designed to produce more top end HP because of the single butterfly manifold. also keep in mind the compression on the b16 compared to the B18Cs. But the GSR head was designed to make more TQ with very little stroke increase. 77.4 increased to 87.2 less than 10 mm. also keep in mind the compression on the B18C engines. less than the b16. also the B18C uses the dual butterfly manifold. to make more mid range power...and this is funny. The pent roof design is used to raise compression and reduce detonation. and yet the B18C has low compress even with the pent roof head. go fig...

Concusion:

Heres the kicker. B16 has higher compression top end rpm manifold But smaller lift cams. The B18C has the bigger stoke and the pent roof head and bigger cams... want the best setup. B18C block head and cams. B16 pistons and single butterfly manifold. ( skunk2 ) and then find a way to get the 1.74:1 rod to stroke ratio. but thats another story.

Another good point. most port and polished head are cut for a 600 lift cam. Do you know anyone that makes one. .... for street or even track use.

IMP port and polish is a waste of money. but if your going to have it done. do it right. that means 1000 + dollars and a phone call to Tom at Portflow or call Endyne.