In a month or so I will order a complete head package for a B20VTEC with build bottom end. The package is around $3000 but I can choose between a new B16A and B18C head. The GSR is like $400 more but the GSR should bring more torque. I believe the B16A flow better but after a P&P job what would be the best head?
The head package consist of new cams, valvetrain, cam gears, SS valves and seals besides the P&P job.

 

go with the b16a head,keep the $400 and spend it on your head or else where

 

yea i would say the b16 head also ...

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by hontegra &raquo;</TD></TR><TR><TD CLASS="quote">go with the b16a head,keep the $400 and spend it on your head or else where </TD></TR></TABLE>

 

just curious as to why all you guys are picking the b16 head. Are you under the misconception that it flows better than the p72 head?

 

for me it would be cost benefit... they both yield almost the same kind of power depending on combination and tuning...

 

The GSR head has a slightly smaller combustion chamber so it will yield a higher CR. They both flow similar numbers otherwise. I think the head will need more flow as opposed to creating slightly more compression so I'd pick the P&P B16 head.

 

well, since they flow pretty much the same, with a similar p&p job, this will still be the same, so id go with the GS-R head because of the increase in CR that you'll get. when you say "built bottom end" of the b20 what exactly do you mean by that because that would be a factor in which head you choose.

 

Well, I interpreted it as he can either afford a B16 head with a P&P or a stock GSR head. But yeah, after reading it again, if he can afford a GSR head with a P&P that should make more power. They will flow similar numbers after porting so the main difference is the compression ratio.

B16A head = 42.70 CC displacement/cylinder
B18C1 head = 41.60 CC displacement/cylinder

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by LsVtec92Hatch &raquo;</TD></TR><TR><TD CLASS="quote">well, since they flow pretty much the same, with a similar p&p job, this will still be the same, so id go with the GS-R head because of the increase in CR that you'll get. when you say "built bottom end" of the b20 what exactly do you mean by that because that would be a factor in which head you choose.</TD></TR></TABLE>

B20B3 block bored/honed to 85 mm.
Import Builders Spec. Wiseco 12.0:1 pistons
Probe Industries Ultra Light rods

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by raene &raquo;</TD></TR><TR><TD CLASS="quote">Well, I interpreted it as he can either afford a B16 head with a P&P or a stock GSR head. But yeah, after reading it again, if he can afford a GSR head with a P&P that should make more power. They will flow similar numbers after porting so the main difference is the compression ratio.

B16A head = 42.70 CC displacement/cylinder
B18C1 head = 41.60 CC displacement/cylinder</TD></TR></TABLE>

Yeah I can afford them both and after looking at this test I'm pretty hooked on the GSR head. http://www.importreview.com/re....html
The question is if the P&P job will gain more on a B16A then a GSR head.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by CRXEE8 &raquo;</TD></TR><TR><TD CLASS="quote">

B20B3 block bored/honed to 85 mm.
Import Builders Spec. Wiseco 12.0:1 pistons
Probe Industries Ultra Light rods</TD></TR></TABLE>

sleeved i hope cuz those walls will crack in no time...

 

thats a good question I'm lookin at the same thing WHICH HEAD IS THE BEST? I will do my research but keep me posted.

 

if they are p&p both heads...mostlikely that they will flow almost the same!

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by LsVtec92Hatch &raquo;</TD></TR><TR><TD CLASS="quote">

sleeved i hope cuz those walls will crack in no time...</TD></TR></TABLE>

You don't know that for certainty.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by lazy bum shaughn &raquo;</TD></TR><TR><TD CLASS="quote">

You don't know that for certainty.</TD></TR></TABLE>

definately!!!!!! i have over 70k on my b20 with no cracks....

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by chad &raquo;</TD></TR><TR><TD CLASS="quote">

definately!!!!!! i have over 70k on my b20 with no cracks....</TD></TR></TABLE>

what size bore??? because 85mm is a big difference from 84mm

 

thank you, turbociv, my thoughts exactly. The b20 walls are thin as it is, bore them out another mm and youre asking for trouble.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by LsVtec92Hatch &raquo;</TD></TR><TR><TD CLASS="quote">

sleeved i hope cuz those walls will crack in no time...</TD></TR></TABLE>

I'm not sure you are right. I have talked alot with Jeff at IB and he said it would be ok to run on stock sleeves with 85 mm. bore. I'm only at 11.5:1 and does not rev over 8200. That's the limit he would set for this engine to be reliable and I'm planning on following that. I'm not surprised if people are craking sleeves with denonation and 9500 rpm. Like I said it's all about tuning and how high you rev.

 

Could someone help me out with which parts need to be changed or modified to make the GSR head work. I'm thinking about if with the stock B16A sensors, cables etc. works or need be altered. I know I need a GSR IM but that will be changed either way.

 

B16 flows slightly better but the gsr head makes more power .