found this during a search. i read in several posts here on h-t that the b20z2 had the best oem cams for a nonvtec b series. this post was in reference to putting an ls head on a b20z2 block. is this info about failing exhaust valves correct and could the gains he's refering to be caused by using a real header as apposed to the stock p.o.s factory b20z header?

 

there are two different b20 heads one shares the ls p75 cast and the other p8r head is a different cast

 

yes im aware. the poster was saying that an LS head and cams are an upgrade over the b20z2 head.

 

the ls and the b20's unless a p8r head share the complete same cast, the b20b low compression has low profile cams,a very poor intake manifold,very poor exhaust manifold,a very conservative tune which when combined with low comp pistons adds up to 126hp,

the b20z has the same ls head as in cast,the same cams(said to be the same online by HT didnt check myself) but thats where it ends too, it has a better intake manifold then the b20b however still poor when compared to the ls,a poor exhasut manifold and yes a conservative tune= 146hp with high comp pistons

so for the b20b yes the ls cams,gears,intake manifold,exhaust manifold and ecu will add power

and for the b20z minus the cams cause apparently there the same.

conclusion it aint just the cams,its the whole combo that makes the difference check out hybrid garage b20z dyno or say b20z dyno on yahoo and its there somewhere! they made alot more power using ls parts over b20z parts!

 

the problem with the valves are actually that they go too tight apparently. The service bulletin for it is TSB 03-038,Honda has had several b20 owners whom had to replace the full head in order to solve this issue. here are some examples.
http://www.vtec.net/forums/one-messa...sage_id=504195
http://autos.groups.yahoo.com/group/...ssage/5485?l=1
http://answers.yahoo.com/question/in...0153725AABlRb6
there are plenty others just check bad valves b20,receding valves b20 and so on.
the problem is completey the fault of honda north america since it is them who just happen to decide the b20 was ok without a valve clearence check till 105k miles where in europe and japan it is and was clearly 30k miles and those bastards still charge the customer unless he speaks off this tsb and even then they only pay %50 of the cost which can be rape!

and as for the power read,
http://hybrid.honda-perf.org/tech/b2...yno.html#dyno1
http://hybrid.honda-perf.org/tech/b2...yno.html#dyno2
http://hybrid.honda-perf.org/tech/b20/b20dyno2.html

 

one has to wonder if the ls head was milled giving it a bump in compression giving it a bit more power. i would bet the b20z head would gain the same bump in power from milling as well.

 

I had an 00 b20z with ls cam,gears,intake manifold,exhaust manifold,ecu,dizzy, a decat,itr cat-back,intake,accell wires,ngk iridium plugs,n1 ctr crank pulley,breather all mated to an ls gearbox in an eg chasis and my ride got over 30 mpg,walked on gsr's,was super quiet,had lots of bottom end power etc and the cost was rediculous all you need is an ls swap (750-1000 nowadays) and a b20z(400-600) and you can still sell the ls longblock for like 200 bucks which all in all add up to 1000-1400 bucks not to mention its very very easy to swap and find in a good running condition when compared to some vtec swaps that are,were butchard!

 

yea i know. i have a fresh b20z in my dc with blox intake manifold, and gsr tranny. its a great motor for non vtec.