Shocked and scarred by a recient thread (https://www.honda-acura.net/forums/s...159#post348159)
I've decided to look into the best possible head setup on an LsVtec / CRVtec. As of right now, I've got a B16 head, but I could get a GsR head for pretty cheap (i'd have to trade my b16 head though) but what kind of setup would you have in your car? I'd be building it for NA, and it'd be a street car (a crx no less, so torque is no biggie) but I'm thinking of going for a tire melting monster (B20, GsR head, Toda B's) any other suggestions?

 

Stock for stock, the GSR head will give you a little higher CR since it's got a lower volume to start out with. But with similar port work the B16 head out-flows the GSR head, and if you're doing a custom motor then a coupla extra points on the CR are irrelevant...it's a custom motor so you can get whatever CR you want.

 

i don't think I'd be doing any porting, I might polish it up, or maybe a mild mild port, just to match it up to the header / im, but I'd rather have a smaller combusion chamber as then I can use flat top pistons which have many advantages over dome pistions. Flat tops come with valve relievefs right? So I think I'd use those. 85 mm on a B20 or 81.5 on a LS, what about those cams?

 

sorry about that...

I don't think that a b18c1 head would necessarily be worth the money to trade your b16 head. Any power differences between the two are relatively minimal, and are mostly due to the compression difference and slight advantage to the GSR's cams... a hair more duration and possibly more lift than the b16's.

What kind of power band are you looking for? Peaky? Midrange?

 

Stock for stock, the gsr head flows similarly to the b16 head, maybe even a little better.

 

I would read that to be a GsR head flows better. If your cam has .4" of lift (how much is that in metric) you actually spent the majority of time between .1 and .3 of lift, and the average flow numbers at those numbers are slightly better (.8, very very damn close) for a GsR, that combined with the smaller combustion chamber of the GsR head should make it superior....however, the Type R's use the Pr3 style head????? Does anyone have flow numbers of the Type R head versus a GsR head? Say I could pick up a GsR head for a straigt trade of my B16 head, should I do that?

 

Every Type-R head is ported from the factory, hence the use of a PR3 casting as a starting block. The PR3 has more surface area to work with when porting than the P72 (GSR).

If you're not going to port either head, the P72 will give you a tad higher CR and flow numbers. However you pretty much have to buy a new intake manifold since any ECU you put into a CRX won't know what to do about the secondary runners on the stock GSR piece.

On the original subject:

The dyno of which you speak was posted to show the lameness of Spoon products. That's a B18C5 which put down 175 to the wheels as opposed to around 165 in stock form. I've seen properly built B16's lay down numbers in the 190's so there's not too much cause for concern.

 

The scarring was due to the fact that one would naturally asume a "spoon" engine would put down over 200 horsepower, and seeing that changed how I thought about horsepower ($$ = power, not unlike Gran Turismo). I'm thinking I might even put a GsR head on a B16, what is that called? Maybe we'll call it a B16C....

 

Dude.



184 to the wheels. B16A.

64mm throttle
ITR intake mani
ITR valvesprings
titanium retainers
skunk2 Stage 1 cams
"mild" porting
CTR pistons
DC 4-2-1 header
open exhaust

Tuned with:
skunk2 cam gears
skunk2 fpr
Field SFC-VTEC

The B16's got plenty of potential. Don't let one dyno sheet of crappy Spoon parts get ya down.

Also note that the skunk cams made as much as 15 hp more than the ITR cams in the same exact motor. Oh, and the "mild" porting was probably worth a good 10 hp.

 

so a set of skunk2 stage 2's would make like another 7 or 8 more horsepower, sheer insanity, and upgraded valve springs + rev limiter means more power from more revs (i dunno about much over nine though), a 4-1 and skunk2 manifold would produce even further power still... man, thats suprizes me 184 wheel horsepower on such a "mild" build. I'll definitely go B16 now!