It's always crossed my mind as to why the ITR head is sought after. If you strip away the LMAs, the factory port job, and valves....

or rather, if all these factory "mods" were done to a GS-R head and you added a Skunk2 intake manifold to remove the dual-stage intake runners....wouldn't you in effect have a better cylinder head for NA power for example?

From what I've personally seen, the shot into the combustion chamber on the GS-R head runs a shorter and straighter path, the quench pads help produce "quality" compression.

Granted, I have no degree in engineering, and all I have to go on is what I've read and have theorized myself (shaky isn't it?)

But doesn't a highly domed piston (PCT for example) create a lot of turbulence when making such high compression?

And wouldn't a car with a milled head vs. one with a highly domed piston create more power in general because it has "quality" compression. I looked briefly at F1 technology and many seem to use flat top pistons. Granted, the comparison is extreme, but it makes a guy wonder I guess..

Any insight and opinion is appreciated!

 

c'mon...nobody at all?

 

Yea i would go with the ITR head just cuz it's an ITR head. I like the OEM ITR manifold way better than the Skunk. It just looks to me like it was cast way better and out of a better material. PR3-4!!!!!!!!!

 

This question was asked awhile back on the Endyn BBS. Larry Widmer (aside from all of the recent controversy) is a man who I don't think anyone can deny is extremely smart when it comes to combustion technology.

His answer was something alone the lines of: Although the GS-R head flows more, the PR3 casting has better "directional control" over the intake charge. That's why people were shocked to see Honda use the PR3 head on the ITR.

Sonny

 

I suppose the best way to do this would be to "wedge" up the combustion chambers on the ITR head...

Best of both worlds perhaps?

so confusing...