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| Engineering/ Technical Ask technical questions about cars. Do you know how a car engine works? |
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#1
09-04-2002, 09:43 PM
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is it possible for a b20/gsr frankenstein?
would it be possible to slap a gsr head onto a B20 block with a gsr tranny? if so, you should still incure the vtec power or am i wrong!
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#2
09-09-2002, 04:25 AM
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Yes, I've heard of ppl doing that. I think you have to move the studs you mount the head on and install an oil line from the block to the head, but thats typical with the crvtec conversion. Some more precise info if you just search for crvtec at google.
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#4
09-09-2002, 02:44 PM
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Yes, but very similar. Here is a link to a site with some info.
http://www.lightningmotorsports.com/techhonacua.htm
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#5
09-09-2002, 10:35 PM
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i personally wouldn't go with a GSR head just due to fact that if you don't have a GSR ecu, you'll be losing a good 20-30 hp because you'll have no way of opening the dual butterfly intake system that it has. and if you take those out, you'll lose a lot of low end torque and have a shitty take off. i'd recommend the B16 head just because the parts are interchangeble with the CTRs and ITRs and you don't need a GSR ecu.
__________________
94 SI, B18B1, port n polished head, SRP 9.2 slugs, Eagle Rods, Total Seal rings, ARP bolts, Nuformz blockguard, MSD ignition, apexi V-AFC(hack), PYR chip(8500 redline), 450cc injectors, bbk f/p, custom T3 kit w/MP equal length manifold, huge intercooler, restrictive 2 1/2' exhaust next mod: Hondata+GM MAP
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#6
09-10-2002, 02:30 AM
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the secondary butterfly valves are on the intake manifold, not the head. So if you went with the GSR intake manifold as well, then yes you would want the P72 ECU. The butterfly valves are open by default tho, the ecu actually holds them closed until something like 5000 rpm's. So even if you stuck with your civic ECU, you would just be missing the low end power. None of the other intakes have this feature tho, so I think it's one of the best setup's to go with. Although, I'm kinda new to the whole Honda power scene, so I could be wrong.
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#7
09-10-2002, 04:15 AM
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actually those butterflies get restrictive once you start making more power and eventually will make you lose power. my buddy had tried both a B18c3(japanese spec gsr) and a B16a2 on his B20 block and he actually was .6 seconds faster with the B16a2 head. it could vary with different motors but this was just what i've witnessed.
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94 SI, B18B1, port n polished head, SRP 9.2 slugs, Eagle Rods, Total Seal rings, ARP bolts, Nuformz blockguard, MSD ignition, apexi V-AFC(hack), PYR chip(8500 redline), 450cc injectors, bbk f/p, custom T3 kit w/MP equal length manifold, huge intercooler, restrictive 2 1/2' exhaust next mod: Hondata+GM MAP
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#8
09-10-2002, 04:48 AM
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I guess I should have been more specific. For racing, the high flow intakes are better because you are keeping your rpm's high. For a daily driver (my car), where you can benefit from a wider power band, I would rather have the dual stage intake.
Rice is right tho, even with the secondaries open, the flow won't be as good as if you had a type R or skunk 2 manifold. I bet your power band will be much smaller tho.
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#9
09-14-2002, 01:34 AM
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Quote:
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Mods: AEM intake, DC Sports 4-1 header, Tanabe exhaust w/ 2.5" custom piping, ITR exhaust cam, APEXi VAFC, AEM FPR, Warlboro 255l fp, RC 440 injectors, ACT stage 3 clutch, JR Supercharger, Weapon R coilovers, VIS CF vader hood, CF Angel Eye Projector headlights, Black housing corners w/ amber bulbs, "Hybrid" rear emblem, custom rear speaker panels.
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