I was wondering if the oem head gasket would be okay with this setup. the B16 head is from a 2000 si with stock internals. or should i use a 2 or 3 layer head gasket? and what valve train is good with this setup or should i keep my stock valve train?

 

yes, you can.

stay with the 3 layer. compression is a little high.

 

I agree, but if you can handle the high compression, then do it. Just make sure you get a good tune and dont skimp on the cheap gas. As far as the valve train, there is a wide range of parts out there, which all depends on your goals and bank account, so you have to be a little more specific on what you want to do with the car. Obviously you can keep the stock valve train if you wanted.

 

so any head gasket would be okay..? either an oem, 2 layer, or 3 layer? whats the better choice? im just planning to keep my stock internals until i upgrade the camshafts,springs,valves,and all that. which ones better p30 pistons or ctr pistons for this set up?

 

oh by the way its a daily driver so i want to know the advantages and disadvantages for this build for a daily driver..

 

Oem 3-layer headgasket would be the best choice.

 

with the 3 lay i wouldnt have ani problem with the piston clearing the head/valves right..? or should i use a p30 piston so ill make sure it doesnt ping if its for a daily driver?

 

easy was is throw an ls crank in there and use the USDM b16 pistons (PR3)
should set it pretty close to 12.5:1

GO WITH A 3 LAYER. thinner is only good if u want to bump the compression up a lil on a stock internal motor.

 

any other advantages and disadvantages on this setup guyz? and as for the head stud, the ARP Head Studs for a B18C1 #208-4303 is the correct ones i will be using..?

 

Is it just me or anyone else also notice that the op WANT to have a performance set up with "B18c1 block with CTR pistons with B16 Head" and is TRYING to detune it with 3 layers head gasket and low compression p30 pistons?
My take on this is if the current clearance is safe within the op's goal, leave it the way it is. If not, throw in a thicker head gasket. One thing I know for sure is, if the op stay with CTR pistons, (and like someone already mentioned), don't be cheap on gas actane.

 

Well i am using ITR pistons in my ls vtec as a DD and they are wonderful. CTR pistons are not good for a DD go with a P30 and you will see close numbers if you used a CTR. but on my build i make the same power if i had used a P30 so i would say just stay away from the CTR piston

 

yeah ill probably just order the b16 pistons then. the gsr crank and rod would work with b16 piston without machining correct..? and using the b16 piston, will the 3 layer head gasket still be a better choice..? or can i go with a 2 layer or oem one without running into any pings with the valve and piston. ?

 

No you will have to take it to a machine shop to put those pistons on call someone that know how to do it...to be honest with you one thing i wish i could do over is the head gasket i used a 3 layer OEM i would go with like a spoon 2 layer head gasket it will give you more power and if you more bold mill the head to give you even more power but B16 pistons are great and 2 layer head gasket makes it even better contact has to do with the cams pistons and lil with the head gasket what kind of cams are you running?

 

im using a 2000 b16 head with stock internals. a shop here is going to rebuild my block. so i was wondering what head gasket is good with this setup without problems with pinging piston and the valve. oem head gasket from honda should work just fine right..?

 

Yeah, if your going to run the GSR crank with B16/ITR pistons the oem headgasket is fine, if you get the CTR pistons, you can go with a cometic gasket like mines .051, but since your still shopping around for the pistons go with the B16/ITR pistons and you'll be fine.

 

sounds good. ill go with the b16 pistons. but as for the main and rod bearings, should i go with the ACL RACE BEARINGS PERFORMANCE ENGINE BEARING Standard size or should i go with oem honda bearings for proper fitment, like in OEM different colors? which one would last longer..?

 

anybody!?!? last question

 

come on.... someone??

 

dude there has to be information of pros n cons of all this stuff your talking about someplace. do your research or leave it up to the guy doing the work. im sure he'll know what hes doing. theres no perfect setup.

 

i have did my research there aint much about the acl race bearings. thats why im just asking "dude".... it dont hurt to hear people perspective about it.

 

If you trust a shop enough to build your bottom end....you should trust THEIR opinion on what bearings you should use.

Your results on this question are likely going to be split right down the middle. SOME people swear by OEM bearings. I know of some VERY good builders that use ACL Race w/ no issues whatsoever.

When in doubt....ask your builder. If he doesn't know know.....then ask yourself if THAT is the right person to build your engine.

 

so you had both piston p30 and pct in that same build at one point in time? i have a gs-r with std pct. with a gs-r... the only down side i see is that running the car on a hotter day it pings if i just ran 92 oct gas from the pump ... if i mix half race and half pump it runs like a champ, with no pings... i know alot of people oh h-t would say stay away from pct piston... but i know alot of people that run pct in ls-vtec and gs-r, type -r as a dd with no issue ...

 

yeah, i actually am running the pct os pistons with a b16 head, im using a thicker gasket, no pinging or anything on 93 octane, got it tuned and is running pretty good.

 

Have this same setup.(b18c/ctr/stock b16a head) ctr pistons are fine but tow it to the tunner!!!!
Dont even start it if you dont have to lol!!
Also with the higher compression you need to degap your plugs, or get an msd ignition. Mine runs fine on pump gas

 

Why do you need to run a MSD ignition?