Im looking for someone to answer me this question on how much wheel horsepower would i get. If their is some one out their with a similar build or that has done it on the past. I have a b16A block with b17 crank and b17 rods p30 pistons stock bore, i am going to use a gsr head non milled with a set of flat valves , skunk 2 tunner 2 cams skunk 2 dual valve springs and titanium retainers, i have a profecional producs intake manifold with a matching 65 mm tb, a set of type r headers and a 21/2 cat back i want it to be a sleeper build and im not interested in upgrading to any other block if any one can help will be great thanks for your time.


sorry for the missed spelled words and no puctuation lol

 

Search the b16/b17 dyno threads for a similar build.

 

yeah but no one has numbers. I know their is got to be some one out their with the exact same build or similar that has actualy dyno proof, is realy what im getting at.

And is it also true you cant use ctr pistons on this set up? i heard you can put double head gaskets but will it really work? Or is it the need of a higher octane than pump gas.


I have done reaserch but to many people with diferent answers can some one actually post a dyno sheat if posible thank's.

 

any one with a similar set up?

 

Waste of time...175whp or so

 

Oh yeah that is not that bad, did you do this already or how do you know it is 175?

That is what most of the b16 all motor build on the dyno tread I seen average but they have the stock crank and rods with the b16 head all they have is a big cam a port and polish and your usual bolt on's like a full exhaust and manifold and tb tuned.

I was thinking the flat valve's one layer head gasket and the gsr head would definitely bump my compression along with the p30 pistons and the b17 crank and rods would make my stroke bigger so with my luck I was wishing for 180'ish wheel horse power plus.
what do you guys think?

even though I would love to do 200whp but I would settle for 180whp.
give me some advise people.

And no am not getting a different block thanks.

 

why dont you get a higher compression piston if your doing all that

 

why are you using a gsr head? the b16 head flows better

 

yeah but I'm going for the high compression and as far as the flow I'm getting the head ported and polish.

the reason I am doing this is that I came up on the long block with all the goodies in it already for real cheep I am just going to re build it just in case.
I plan on doing this just for now but yes I will be sleveing it later with some forged 12: or more cr but for now just keep it stock bore I wanted to throw the ctr pistons but I heard they hit.

but I should be close to 11:5 or something.

 

any one else got any ideas or ingredients for a 180 - 200 whp b16

 

if you have it apart, now is the time to do what you want to it. if you should be at 11.5:1 with the gsr head and you are wanting 12.?:1 then you might as well do it now and use the b16 head.

bore it......this does 3 things:
1)more displacement obviously
2)it moves the cylinder walls away from the valves which helps the head flow better.
3)lets you pick some higher compression pistons to go with the B16 head which you can then PnP and it will still flow better than the GSR head.

adjustable cam gears,matched injectors, balanced bottom end, high rpm header(port matched), high rpm IM(port matched), SRI, valve job, and some kinda software to tune it..........im drawing a blank today on what youll need. if it were me i would turn it about 9k. should be ok even with the stock b17 crank as long as its balanced.

get the block completely checked out and fixed. ive seen a brand new V8 block make 600hp on the engine dyno, they tore it down line-honed the mains and it picked up 7hp...... so even as a percentage thats a little over 1% which on a 180hp engine is about 2hp, on a 200hp engine its about 3hp.......thats worth it in my book.

 

yeah I was thinking about miling the b16 head to gaing the compression thet the gsr would give me but I got a striped sparkplug on it I put some healy coill on it but don't trust it for high compression that is why I'm tradeing my head for a gsr one. It is running good right now but don't trust it. I heard the max I could bore would be like .5 over and I have too buy aftter market pistons I was tinking abaout .25 and go oem

 

boring .25mm and using stock pistons is a BAD IDEA.........if you bore, you need bigger pistons. ok, well stripped plug hole i can definitely understand.........id still bore it........many good reasons for boring........i think itll make it considerably easier to get to your target HP.

 

ha ha ha yeah I can get .25 bore over or stock 81mm p30 pistons from icbmotorsports.com so the pistons will be 81.25 too lol.
but yeah it all depends on the money you know since I am going to be sleveing this engine latter and go all out on it I could only afford oem parts for now.
plus the most I could bore it with out ordering after market pistons is like .25 I get pistons rings rod pin's the whole set for $300 so that is good
whether as the 81.5 I have to go forged pistons and yes I can get like a 12: compression on them if I want but that will be around $600 just for the pistons double you know. but yea it is something to consider. all ready priced them and they come out to 6 bills for 81.5 mm 12: compression

 

Actually you can go up to .040 over and still have a stock cast piston in a .040 size, I have it in my 82mm LS/Vtec, its a PR3 piston that I have, i'm not sure if you'd want them since the compression wont be quite as high as with a p30

 

just because it works doesnt mean its what should be done. with a cylinder .040" over and a stock piston, i guarantee your piston skirts are contacting the cylinder walls. not a good thing to be going on.

 

That's actually wrong. The flow is very similar stock for stock.

Maybe he's referring to OEM style pistons as you can buy Rs Machines, and OEM pistons up to 82mm.

Again you can get OEM or OEM Style Pistons(Rs Machines) from 81-82mm.

 

ok, i understand now.

but if its not 81mm.....its not stock is it? i do understand them being the same style though.

about the heads, my understanding is that the B16 head is a ITR head with different cams........or maybe the other way around. so if thats true, then you get ITR cams in a B16 head, put it on a GSR block then you have a C5 with lower compression.

 

Yeah they're the oem style PR3 in a .040 size, sorry for the confusion lol

 

no worries. you wrote it right, i read it wrong....my bad.

 

i would check out www.inlinefour.com
there the best shop in southern cali for honda/acura
there have a good selection of pistons: jdm itr/ctr, oversived itr/b16 dome 81mm to 82mm
and over bored headgaskets to match oversized pistons.
pricing is good too

 

So your gonna shell out 4-5K for a built motor and will be happy with 180whp?

You realize a stock H22 with bolt-ons makes more than that and TONS more torque? And will set you back retail for like 1200-1500

Are you rich?

 

Well Honda makes oversized pistons. Other companies make the same thing as well.

B16 Head and ITR head are from the same casting, but the ITR head has minor headwork from honda, dual valve springs, and different cams.

 

wow ive never seen a chart comparing the cfm of both b16 and gsr heads...not that i really looked in to it much. ive always understood that the b16 heads flows better but looking at the chart i would say overall there damn near the same.

Honda does make a factory .010 oversive piston (81.25mm), i'd rather go with aftermarket honda oem style design like rs machine or inlinefour much cheaper for those looking for cast pistons

 

i understand oversize pistons in stock style...........but if the pistons in a b16 arent 81mm......they arent stock. like i said i read it wrong......but stock is stock. anything else is not.

thanks for the benchflow graph, definitely sheds some light on things.