OK i was gonna do a LS-VTEC swap, but have ended up with this so far...
GSR head and a B16 block with has CTR pistons. I was told this would be a bad match cause *1. it would have to high of a C/R. *2. I would lose HP by putting the B18c head on this block. *3. If I did do this I would need to run Race Fuel ALL the time! *4. and some one told me to use STEP 2 colder plugs and get a MSD set up , that would make it pump gas freindly.

So be for I do anything I would like to get some feed back on this,please. How much of this is true? This is going into my hatch, if that matters.

 

1. You can never have too high of a compression ratio.
2. You will gain hp by putting the GSR head on your B16 block because of the head design, which yields a higher compression ratio.
3. You are not running a high enough compression ratio to require race gas at all times lol.
4. You dont need that nonsense.

 

i thought the b16 had a higher compresion head?.....damn guess i was wrong

 

ive heard good things about gsr head on a b16 block. like better low end from the gsrs secondaries on the IM.... and all stated above... i say do it.

 

Bump for the backwards, poormans type r, first gen b16 block with a gsr head. Mid 14s all day, go break 13s with just a 50 shot.

Though it does get old after a while, just swap the b16 block for a b18a/b block!

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by jeiden &raquo;</TD></TR><TR><TD CLASS="quote">i thought the b16 had a higher compresion head?.....damn guess i was wrong</TD></TR></TABLE>

nope you heard wrong. look here for differences in combustion chambers:

B16/PR3 head:


P72/B18C head:


...A P72's combustion chamber is in sense, like a millled down PR3 head.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 91' LS-VTEC &raquo;</TD></TR><TR><TD CLASS="quote">OK i was gonna do a LS-VTEC swap, but have ended up with this so far...
GSR head and a B16 block with has CTR pistons. I was told this would be a bad match cause *1. it would have to high of a C/R. *2. I would lose HP by putting the B18c head on this block. *3. If I did do this I would need to run Race Fuel ALL the time! *4. and some one told me to use STEP 2 colder plugs and get a MSD set up , that would make it pump gas freindly.

So be for I do anything I would like to get some feed back on this,please. How much of this is true? This is going into my hatch, if that matters.</TD></TR></TABLE>

I suggest running a Skunk2 manifold for this setup. You should be fine on 91+ octane fuel though.

 

Thanx for all your comments. I feel a lil better about thowing this in my car. I will probly end up swapping out the bottom end for a LS one in the futre,but this should get my by for now.Anything is better than the D15 thats in there.


any one else here anything good/bad about this set up , please let me know. thanx.

 

I thought a <U>poor man's</U> TypeR was a B18C block with a B16 head. Since, essentially the B16 head is a milder version of the TypeR one...i.e., milder cam profiles and valve springs, retainers, etc, etc, etc. Also, the difference in the GSR head and the TypeR head are, again, different internals and a different intake set-up. Dual Stage intake...compared to single staged with a bigger TB. IF anything, I'd go with this set-up because IMO think it would yield better power and it's cheaper and more practical than buying a real B18C5 . Whatev..... Oh yea, also the B18C's block has more displacement than the B16's... NO REPLACEMENT FOR DISPLACEMENT

 

I was just stating the a gsr head and a b16 block was a backwards poor mans type r. Ok maybe I will try to be more clear on my posts. Maybe the exhaust fumes are starting to kill my brain cells since I run open header. lol.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by DA_KengV &raquo;</TD></TR><TR><TD CLASS="quote">I thought a <U>poor man's</U> TypeR was a B18C block with a B16 head. Since, essentially the B16 head is a milder version of the TypeR one...i.e., milder cam profiles and valve springs, retainers, etc, etc, etc. Also, the difference in the GSR head and the TypeR head are, again, different internals and a different intake set-up. Dual Stage intake...compared to single staged with a bigger TB. IF anything, I'd go with this set-up because IMO think it would yield better power and it's cheaper and more practical than buying a real B18C5 . Whatev..... Oh yea, also the B18C's block has more displacement than the B16's... NO REPLACEMENT FOR DISPLACEMENT </TD></TR></TABLE>

it's all about compression

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by igyloo &raquo;</TD></TR><TR><TD CLASS="quote">it's all about compression</TD></TR></TABLE>
Actaully, it's all about tunning.
..i just wanna say that my friend had CTR pistons and GSR head and he was pinging til he had to rebuild the motor with ITR pistons...if you sell your GSR head and get a B16 you can probably make some money and be able to use ITR stuff without modifying anything..like the JDM 4-1 headers, IM, and valves...

 

Technology is a replacement for displacement

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by PupaScoopa &raquo;</TD></TR><TR><TD CLASS="quote">Technology is a replacement for displacement </TD></TR></TABLE>

..heh good one

 

Katman thanx for always posting useful helpful info w/pics

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by TheRedSkoolingBus &raquo;</TD></TR><TR><TD CLASS="quote">Katman thanx for always posting useful helpful info w/pics </TD></TR></TABLE>
ditto.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by PupaScoopa &raquo;</TD></TR><TR><TD CLASS="quote">Technology is a replacement for displacement </TD></TR></TABLE>
I used to say that too. But honestly, technology with displacement is going to beat out technology alone a majority of the time. Why else would people do LS/VTEC conversions? Because you get more displacement, which ='s more torque.....just my 2cents.

 

bah beeing there i would prefer having the reliability and the revving power of a B16 block assembly..and have it bored and sleeved ..
instead of using the ls block and have RS ratio problems and lower rpm limits..

honda builds power on a compromise of rpm and displacement on lightweight engines...

 

Well Put. I would never do an LS/VTEC conversion because of the maintenance and reliability headaches. I was just stating that the purpose of making the frankenstein was to gain torque through displacement. Only comparision to increased displacement is Forced Induction.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 10K2HVN &raquo;</TD></TR><TR><TD CLASS="quote">
ditto.</TD></TR></TABLE>

no problemo ya'll..