Im about to order the Pistons for my GSR, but Im trying to choose between 2 of them JDM ITRs or P30s.

JDM ITRs=11.36:1
P30s =11.60:1

My question is, is it worth it run the P30s if I will have to retard the timing(if I even do have to) or should I just get the ITRs. Im running RM M22s so I want to take full advantage of them by having some higher compression.

This is my going to be my Daily Driver on 92 octane, I live at like 600ft elevation or whatever Portland Oregon is at, Im going to have a VERY reputable shop tune my motor with Hondata S200. Also I did search but I want some specific information

 

Bump because I am curious also

 

Bump cause DELTEGRA is curious and so am I

 

I have a 12.1:1 Comp LSVTEC on stock timing running 93 pump here in NC, and it ran fine back in AZ with the crappy 91. I'd say go with the P30s.

 

I think I will go with the P30s then ,

on a side note, I was just at a Local Dyno day and there were no NA Hondas that broke 170 to the wheels, two B20 VTECS one a B ones a Z only got 150 and 165 , a 2000 SI with only a CTR Intake Cam and a Real Mugen Header put down 140, and a DelSol with a B16 only put down 127 , and right after him a D16z6 put down 117 and there was a 1987 Civic Wagon total sleeper with a LS that put down 107 I found this pretty interesting and just wanted to share it with you all

Anyone else care to chime in

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by THEUSED &raquo;</TD></TR><TR><TD CLASS="quote">I think I will go with the P30s then ,

on a side note, I was just at a Local Dyno day and there were no NA Hondas that broke 170 to the wheels, two B20 VTECS one a B ones a Z only got 150 and 165 , a 2000 SI with only a CTR Intake Cam and a Real Mugen Header put down 140, and a DelSol with a B16 only put down 127 , and right after him a D16z6 put down 117 and there was a 1987 Civic Wagon total sleeper with a LS that put down 107 I found this pretty interesting and just wanted to share it with you all

Anyone else care to chime in</TD></TR></TABLE>

Those numbers are pretty bad... A stock B16 makes 140-145 to the wheels. No way those dyno numbers can be correct.

 

Yeah they're correct, his A/F graph showed he was running VERY Rich, he was running some ebay chipped ECU

 

I got P30's in my LS with the igniton advanced... 93 octane no problems

 

thanks to all, and well bump for more responses!!

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by LSVTEC 91 Civic &raquo;</TD></TR><TR><TD CLASS="quote">I have a 12.1:1 Comp LSVTEC on stock timing running 93 pump here in NC, and it ran fine back in AZ with the crappy 91. I'd say go with the P30s. </TD></TR></TABLE>

Sorry "theUsed" , didnt mean to jack your tread and all but, LSVtec.... do you really drive your car everyday...im bout to run 12.1:1 compr. and i literally drive it everyday....15 miles everyday and 110 twice a week on 91 oct.....

do you have denation problems at all...or just safe tuning...im bout to buy a thicker head gasket...thats why...

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by THEUSED &raquo;</TD></TR><TR><TD CLASS="quote">I think I will go with the P30s then ,

on a side note, I was just at a Local Dyno day and there were no NA Hondas that broke 170 to the wheels, two B20 VTECS one a B ones a Z only got 150 and 165 , a 2000 SI with only a CTR Intake Cam and a Real Mugen Header put down 140, and a DelSol with a B16 only put down 127 , and right after him a D16z6 put down 117 and there was a 1987 Civic Wagon total sleeper with a LS that put down 107 I found this pretty interesting and just wanted to share it with you all

Anyone else care to chime in</TD></TR></TABLE>

what kind of dyno was being used, those are some sad numbers

 

11.5:1 JE's in a Poor Mans R on 93 pump, Daily driven, No problems.............oh yeah, and boosted!

Phil