h22 vs gsr motor
Junior Member
Joined: Mar 2005
Posts: 322
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From: Connecticut
buddy club IV's are pretty big cams and would require more compression than itr's can give you. maybe if you also milled the head and ran a thin headgasket. but i dislike both of these methods for raising compression as piston to valve clearence becomes an issue. 9500rpm isnt completely necessary. you should only rev as high as you make power. so if power drops off at 8500, no need to go any higher. and that setup is basically only for the internals, you still need a nice flowing header, exhaust, intake manifold, tuning.
the setup i gave you is very simple and will make for a fun daily driver with some pep.
the setup i gave you is very simple and will make for a fun daily driver with some pep.
(SIR II i believe) no milling will give you 11.9:1 compression with a oem 3 layer headgasket and 12.1:1 with a b series 2 layer headgasket. The 9500rpm can be 9000rpm, the rev limit would have to be moved up because of the change to the powerband.
both set-ups are fun reliable daily drivers one going some pep and the other is straight up power. it all depends on what you are trying to achieve.
been there done that
Joined: Jun 2002
Posts: 30,637
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From: 916
Fortunantly Honda was smart when designing their pistons, the p30 JDM b16b
(SIR II i believe) no milling will give you 11.9:1 compression with a oem 3 layer headgasket and 12.1:1 with a b series 2 layer headgasket. The 9500rpm can be 9000rpm, the rev limit would have to be moved up because of the change to the powerband.
both set-ups are fun reliable daily drivers one going some pep and the other is straight up power. it all depends on what you are trying to achieve.
(SIR II i believe) no milling will give you 11.9:1 compression with a oem 3 layer headgasket and 12.1:1 with a b series 2 layer headgasket. The 9500rpm can be 9000rpm, the rev limit would have to be moved up because of the change to the powerband.
both set-ups are fun reliable daily drivers one going some pep and the other is straight up power. it all depends on what you are trying to achieve.
Junior Member
Joined: Mar 2005
Posts: 322
Likes: 0
From: Connecticut
Junior Member
Joined: Mar 2005
Posts: 322
Likes: 0
From: Connecticut
Heres where this gets weird, because of the higher dome on the p30, putting them into a ITR bock will yield a slightly higher compression ratio, stock CR is 11.1:1 now with p30 it goes to 11.3:1 this is due the 87.20mm crank. In a stock b16a motor with p30's the CR is only 10.4:1 this due to the 77mm crank. In a GSR block the ITR Piston are going to yield a 11.3:1 CR while the P30's will yield an 11.5:1 CR. the higher compression due to the slight difference in the GSR head over the b16 or b18c5's
been there done that
Joined: Jun 2002
Posts: 30,637
Likes: 0
From: 916
we have conflicting numbers here. what are you using to figure compression ratios? im using www.zealautowerks.com which is more accurate than many other c/r calculators i've seen.
Junior Member
Joined: Mar 2005
Posts: 322
Likes: 0
From: Connecticut
we have conflicting numbers here. what are you using to figure compression ratios? im using www.zealautowerks.com which is more accurate than many other c/r calculators i've seen.
been there done that
Joined: Jun 2002
Posts: 30,637
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From: 916
I'm using the www.cspeedracing.com c/r calc.
Junior Member
Joined: Sep 2006
Posts: 14
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i'd go with Primetime on this one. Blox are exactly like Snoopy said Skunk2 knock offs. I wouldn't suggest using knock off products inside your engine. Go with the Buddy Club, race proven performance. Well, definitely get your money's worth.
