So I have been told that a B16A head on a B18C1 GSR block is worth the time and money spent? How does the B16A head flow better than the GSR head? Is this a safe exchange? How much power gain should I expect JUST swapping the heads. No intake, headers, or exhaust. Of course, in the future I do plan on getting these parts.

 

you need to change the pistons if you just put the b16 head on you will lose some comp. if money tight put in some pr3 or p30 you cant expect to just switch heads and see a big hp. gain and its safe to do.

 

I will lose compression just by adding that new head on? How?

Also, how much should I expect to pay for a b16a head?

 

Do a search, there's some good threads on this topic.

B16 heads usually run around 400.

 

ive searched team-integra.net and here...all i get is a bunch of crap that doesn't relate.

 

just shop around

my friend just bought a whole jdm b16 shortblock for 500

 

The PR3 head has a bigger combustoin chamber than the P72 head. If you only switched the head, (BTW, you'd need an ITR or B16 intake manifold as the intake bolt patterns are different) you will lose that compression. I have pics somewhere, I'll try to dig 'em up. In addition, since the manifold change is necessary, the VTEC activation point with the GSR computer would be too low for the ITR/B16 manifold, you would lose some power in the 4500-5500 rpm range. I currently have a PR3 head with the ITR mani and GSR computer and am experiencing that.

 

that is the most intelligent 1st post I have ever seen.
.......and I 2nd what he said.

 

Sticking with the GSR tranny?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by kchungb17a &raquo;</TD></TR><TR><TD CLASS="quote">The PR3 head has a bigger combustoin chamber than the P72 head. If you only switched the head, (BTW, you'd need an ITR or B16 intake manifold as the intake bolt patterns are different) you will lose that compression. I have pics somewhere, I'll try to dig 'em up. In addition, since the manifold change is necessary, the VTEC activation point with the GSR computer would be too low for the ITR/B16 manifold, you would lose some power in the 4500-5500 rpm range. I currently have a PR3 head with the ITR mani and GSR computer and am experiencing that.</TD></TR></TABLE>

Nice post man

 

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

Nice post man</TD></TR></TABLE>

yeah seriously

i've been trying to gather info on this too as i'm on the fence between NA and boost...

 

buy the way you will need to get arp gsr or type r head studs.

 

Wow, thanks for all the props guys. Gives me a warm tingly feeling all over!

 

Ok, so what do i do to get the VTEC engaging in the best spot? Is it possible to reprogram the GSR computer? What about new pistons? Are these needed?

 

To change VTEC. You need a VAFC (or whatever you choose for a tuning device). Get yourself to a dyno and tune from there.

Also, you don't NEED pistons. But if you want to raise your compression, etc. then you would want to change out the pistons. Its not needed though. There are other ways of raising your compression (expensive headwork and or a headgasket, etc).

I would just go one step at a time. Figure out your goals and go from there.

goodluck......

 

Do you want to boost? Because if you do its better to have that low compression.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by xstalkrx &raquo;</TD></TR><TR><TD CLASS="quote">what do i do to get the VTEC engaging in the best spot? Is it possible to reprogram the GSR computer? </TD></TR></TABLE>

You can have it reprogrammed if it's OBD1. The VAFC is an option, but I've never seen anyone with one working correctly. It takes some dyno time and tuning, that's for sure. IMO 5700 would be a good spot for VTEC engagement with the single stage manifold. Katman does good ECU work, I recommend hitting him up.

And you don't necessarily have to be low compression to boost, you just need really good engine management! I love hearing: "I'm running 8psi boost on 11:1 C/R." That's some hard core $hit.