Only thing I left off 'bout the differences was that the Type R head has a slightly more ported head from the factory...--they just smoothed out imperfections in the casting more so from the factory in the Type R head than they did in the GSR head...other little things, like stronger valves and rods ( shot peened rods in the type R, right? ) so type R has a grand more on the tach...and a different intake manifold...

wasn't saying they were the same, just that they're on the same base, and that its possible to convert a GSR to a type R--didn't say it was cost effective either...but with aftermarket parts, and a gsr, say, skunk 2 and weisco pistons, manley street rods-not the turbo tuff, the cheaper ones( like 200 I think ) --------------gsr block and head, bare except for sensors/solenoids, water/oil pump--skunk: intake manifold, valve train, and stage 1 n/a cams, all you would need to do to complete a type R conversion ( besides the tranny, I like GSR gears ) is paint the valve cover red...

or leave it black and then you have a GSR that's faster than a type R


It's not cheap, but possible

Also, you / I are quite mechanically inclined...was just suggesting that if he's not familiar with engine building, or would be attempting an LS/VTEC at home, with out ALL the proper tools, as many people do, that he may decide to pay the $550 or so that the ls/vtec coversion costs...( at the shop I use anyway ) www.attituderacing.com