Originally Posted by Sirfallsalot243
No where did I say that. I stated that the B16 and B18C5 are almost identical heads, aside from the upgraded type r valvetrain. The only point where i was incorrect was where I stated that the B16 gives a higher CR, which it doesnt. The difference in power from the B18C1 to the B16 (however minimal it may be, which is still open for debate) is due to the better flow of the B16 head.
A few points:
1. The head casting is identical. This is why ITR heads are stamped PR3. Everyone knows this. Have you ever seen the flowbench numbers of a B16 head vs GSR head? I have. They flow very similarly, but the GSR flows better at higher valve lift. I know all about the poor man's ITR, but the people that did that weren't ditching their GSR head...they were people that had a GSR short block, and no head to go with it. Obviously they're going to go for the cheaper B16 head. Also, if you find a cheap first gen b16 head, you're going to need to replace the internals anyways...those valvesprings are terrible. If you want to see a dyno chart of an LSVTEC build with a B16 head vs GSR head, I'll gladly post that for you.
http://www.importreview.com/reviews/...sB16Ahead.html
Identical bottom ends, the B16 head was ported by portflow, had springs/retainers, ITR manifold, and a CTR intake cam/ITR exhaust cam. GSR head was stock, with ITR cams. The GSR head made 7whp and 4wtq over the B16 head, which utilized a higher flowing manifold, more aggressive intake cam, and a port job. If you want to maintain that the B16 head is better, that's fine...but you're wrong. I bet that guarantee isn't looking so hot on your part right now is it. I would trust one of the best engine builders and tuners on the entire west coast over some douches at SHO any day of the week. Do you even know why the ITR uses the PR4/B16 head? The GSR got the new technology honda developed, but they used the PR4 head on the ITR because they were overstocked of head castings at the factory, and they wanted to get rid of them. So take that for what you want. You can't dispute or debate numbers like that, I don't care what you've seen. I have never ever seen a b16 head make more power than a GSR on the same motor...on a B16, GSR, LSVTEC or CRVTEC.
2. In your first post, you said that he should use OEM VTEC internals in the block, instead of going forged. That makes your LSVTEC build completely pointless. Swapping in VTEC internals into an LS block means that you'll have the VTEC stroke, which is no different than the original VTEC motor...meaning you're not getting the added displacement and torque. If you want to rev an LS bottom end to 8k, all you need is ARP rod bolts. Higher than that, go aftermarket. I've even seen stock LS motors hold 8k and boost, but it's a hit or miss situation.
3. VAFC's suck, whether its the first or second gen...it's not a tuning solution.
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