i asked this in the integra section which is probably the wrong place since specific engine forums exist. anyway, I just had to ask this question since 9 out of 10 motor builds i come across all talk about using ITR/CTR cast pistons. I just don't really understand the logic. The Honda ITR pistons are roughly $300 a set with rings. They are still a cast bean counter cheap piston with cast rings. For roughly $100 more you can get Supertech and Mahle's far better 4032 forged piston which you can set up with just as tight of piston to wall clearance. i don't know what rings supertechs use but the mahle stuff is nitraded steel. thin, strong and a hell of a lot better than OE stuff. both of the pistons i mention are substantially lighter as well. 270g VS 310g of the type r. i mean, i can understand the cheap nippon replicas since they are...well...cheap in cost for those doing budget builds. i just can't quite figure why anyone would spend $300 on cast pistons when better choices are bairly more money.

 

I don't know about $300 cast pistons but RS machine ITR/B16 pistons w/rings are $150 a set. I think that is what most people using.


Modified by mar778c at 1:28 AM 9/27/2008

 

they make sick power for the $$$...and if built right...they last a while
my motor probably has the very first set of RS ITR cast pistons made and she's still running today in a daily driven motor. i'm sure you've seen the dyno sheet

 

there may be only a 100$ or so in the difference,but then you gotta pay a machine shop to rebush your stock rods for the floating wristpin which cost more $ or buy forged rods which cost extra $. why make things more difficult than they have to be,when you can go a simpler and cheaper route and make the same power? the simpler it is the less chance that can go wrong.
we all know honda rings seal great and last a long time. if proper tunning and sheduled maitaince is done[oil changes] there should be no problem. and now with rs makeing quality cast pistons in bores up to 85mm there is even less need. unless your gonna spray,or boost the cast pistons are more than up to the task in my opinion,unless you want the bling factor of a "fully built motor". to each his own,if you want cast or forged go for it


Modified by 4g hatch at 2:52 AM 9/27/2008

 

Money....
Why do people port their own head? Why do they put a basically stock B16 head on a B20 block? I mean, why not have it professionally PnP'd, put in Supertech Valves, high-flow bronze guides good dual springs, titanium reatainers, and great keepers?
Okay, so that setup makes 20 hp more than a stock B16 head....

Well, simply put, for that amount of money, I can get a working B20, and most of the parts for a turbo kit. Or, a B20 bottom end, VTEC Head, conversion kit, ECU and Wiring Harness....

 

this actually makes sense. plus the RS pistons are priced right at $150 not sure i agree about the honda rings being great. almost every type r or gsr has ring issues if it gets revved on. that's one of the biggest reasons i decided to go with nitraded steel on the top ring. harder stuff. you guys have a good point though. it all comes down to dollars. i did my own head porting for the same reason.

 

most honda motors like that have probably around 100,000 miles of having the hell beat out of them. also the pvc system in honda's arent the best either for high rpms

 

I use RS machine pct/ctr pistons in my B16A and they work just fine and there ok so far with Stage 2 cams as for piston to valve clearance for $250 with wrist pins and rings HOW can you go wrong beats the price of of buying them OEM...

Thats my 2cents...

HAPPY how it do homie...

 

oh RS totally beats OEM, same piston for less money. in my case i spent $385 shipped for 4032 forged mahle pistons with the nitraded steel top rings. the forging isn't really needed in a 180-200whp car but the rings are a little better for high rpm track days. yes you spend cash at the machine shop having the rods brushed for full floating pins, but hey, those are better for high rpm use anyway. my only guess with cast rings is that they outrun the oil supply on top of the bore when you're spinning 8500rpm. that would explain why they live forever in a stock D series but have half the life in an 18c that has been driven hard. anyone know the techincals on that one? is my guess right?