alright, the debate continues. i know for a fact that the b16 head moves more air, however what are the actual differences between the two heads?

 

took this from another post....GSR heads have a smaller combustion chamber from what im told. they flow the same amount of air....IMO

 

I believe the b16 head has a more direct airpath to the valve and the same goes for the exhaust port.

 

i wish someone would research this crap, cause i really dont see how the GSR head will have different ports? Why would Honda make the GSR head a lot different from the B16-Type R head?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by rsbad454 &raquo;</TD></TR><TR><TD CLASS="quote">i wish someone would research this crap, cause i really dont see how the GSR head will have different ports? Why would Honda make the GSR head a lot different from the B16-Type R head?</TD></TR></TABLE>


The GSR's intake ports are angled more downwards on the inlets to accomodate the GSR intake manifold design, that funky snail shell design. The whole GSR head & intake is designed for better low-end power...and that comparison sheet above is proof... look how there's more low end flowage on the GSR head from 22.19 up to 92.27, then slowly dies off and the B16 head's top-end flowage takes over.

I've personally tried both types of heads on my B18C and have actually noticed differences (by the seat of my pants) between a P72 & PR3 head's. btw, I was running a skunk2 IM on the P72 head. The P72 head DID feel like it had better low-mid-range power, but the top-end power, to me, felt like it was hampered somehow. Yet, that all flipped around 180 once I put a PR3 head on. The lowend didn't feel as good as the P72 head, but mid-range to top-end opened up.

The biggest difference between a PR3 & P72 heads are the combustion chambers and the intake manifold mounting area.

the P72 is a higher compression head because of the smaller combustion chamber. Theoretically, you can say that the P72 is a milled down PR3 head from the factory, when it comes to the combustion chambers:


The PR3 has a raised combustion chamber area and is a slightly lower compression head:

 

Great pictures catman. You really can't point a finger at any head in for flow difference, it all depends on what you want to do with your engine. If you are planning to stay N/A use the P72 Head, and if you want to fo FI use the PR3.

There are just too many ways of looking at this, it comes down to what you are planning on doing with your motor.

And cost, you can tend to find PR3 heads a hell of alot cheaper

 

that chart.......i dont really see a bunch more flow from the PR3 head......they look pretty close to me. I will agree from the pics you show that the heads have different combustion chamber volumes, but the intakes flow very close all the way up the chart.

 

its simple, the gsr head flows better for torque, and has higher compression, while the b16 has more topend flow to it, and lower compression, better for turbo.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by ragerized &raquo;</TD></TR><TR><TD CLASS="quote">its simple, the gsr head flows better for torque, and has higher compression, while the b16 has more topend flow to it, and lower compression, better for turbo.</TD></TR></TABLE>

I am having this same problem right now deciding on GSR or B16 head for my LS/VTEC. I think the GSR is a better head and design and with a little work can flow alot better than the b16 head in stock form

 

Uh, yeah, differences of up to 3.14 cfm are significant! :/

The GSR's intake tract is superior due to the straight drop to the valve face. The combustion chamber is way far and away superior to the quenchless B16. I'd rather have quench than low CR for turbo.

 

id go with the GSR head...........you can always to some bowl work and clean the runners a little.