i have heard that the b16a head has the best airflow (besides the type r). i had someone back me up on this. but someone else said that the gsr has the better airflow, and he had a graph to proof it.

https://honda-tech.com/zero...age=2
(picture at the bottom of the page)

so i just wanted to have every one else's opinions and facts that they have to offer. thanx

 

get it port and polished and it wont really matter haha

but i heard gsr head raise compression points somewhere in the range of .2

 

This debate has been covered MORE than enough. https://honda-tech.com/zerosearch

 

10" of H2O isn't the industry standard, and 2cfm @ .5" lift doesn't mean ****.

 

gsr head for more compression


Modified by realis9 at 12:50 AM 5/16/2007

 

I like the port angle and the general raise in compression from the use of the GSR casting. But its not like the pr3 casting is too shabby either. The later years tending to be better than the earlier.

 

i went with the gsr head on my b17a block for more compression. I don't know if it will make more whp though.

 

Please search - this is yet another question that has been answered fifty times.

Marginal flow advantage for b16 head, better chamber design on GSR head.

 

i would take the gsr over the obd-o b16 head. if i had a chance at a 99-00 si head than i would chose that

 

^ i did the opposite. i'm selling my 99-00 b16a head and getting a 95 gsr. What so good about the 99-00 b16a head?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Phil M &raquo;</TD></TR><TR><TD CLASS="quote">10" of H2O isn't the industry standard, and 2cfm @ .5" lift doesn't mean ****. </TD></TR></TABLE>

Thank you. Flow bench numbers aren't everything.

 

i did do a search on this topic i didnt find anything that head to do with the b16 and gsr head debate, i looked in the N/A forum, and 92-00 civic forum and couldnt find anything, then again i might have done the search wrong

 

Did you make sure to search under "Archived" topics?

 

I will be quoting this directly from the May 2007 issue of honda tuning

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by larry widmer &raquo;</TD></TR><TR><TD CLASS="quote"> " One of the big things about the GSR head versus the B16 is the quench pad. On a B16, the pads are recessed about 0.038-inch in the head, but the GSR runs flat quench pads, or the head is the quench. I like using quench this way.

In the combustion chamber, the B16 has bulges on each side between the intake and exhaust, and this can he used to influence air flow. The GSR head is not designed this way. The intake port geometry is also different. When you look at them what you first see is the steep angle of the injector on the GSR, and that's because of the 2-stage manifold. The B16 ports are actually lower in the head and lower as they enter the combustion chamber; they're not as steep as the GSR. Airflow studies suggests that the GSR head has more random turbulence to it, where as the B16 is more controlled.

We can make a bit more torque with the B16 head, and I use them on most road racing engines we build. The exhaust is kind of the same way. The GSR exhaust ports have a fairly short bottom side radius, so the exhaust gas has an abrupt direction change as it exits. The b16 has a higher floor to make that radius less, so what we do is weld the floors on the GSR and the CNC our B16 exhaust port to get the best of of both


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

 

IIRC, he also stated he preferred the GSR casting this month.

 

yes he did state that

but I removed that part of the statement because it was an opinion, the rest was contained alot of good facts on the debate topic

 

Well being as he's probably done hundreds of Honda B heads, i think its a relevant point to include.