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Not to mention that if its a crank bearing that went bad, chances are the main cap surfaces are scoured and need to be machined as well.

It will bolt up, but there is no reason to go anywhere near that large unless you are going FI. You will just lose power.

Easier said than done :( Lots of places won't weld the CC because of the extreme stress/heat it puts on the head and the chance of problems down the road due to it. Those that will do it, it isn't cheap.

The GSR heads have much bigger quench pads. Quench = essential.

Actually TI is softer than steel. It is lighter, and stronger, but it has a softer surface and less resistance to flexing. Snap fit retainers/springs greatly reduce the wear of TI Retainers, nitrate coatings, as well as sanding down the tops of the valvesprings to remove sharp edges, but there...

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<--- Ross, nice to meet ya :) Yeah you are definetly right, the port sizes are extremely different for different heads. Even between the B18A and B18B heads. However, I think honda does a pretty good job packaging the heads to the rest of the motor. In the case of the B18A specifically, the...

Unfortunetly the thread with the dyno, no longer has working links for the pictures themselves. However you can read the results and peoples impressions, which kinda sums up my thoughts. http://www.honda-tech.com/zerothread?id=815557

When I said blanket, I ment blanket. Meaning making one statement that covers every situation. I have seen a dyno of a honda b-series, with nothing but a P&P job done by a very reputable company that barely gained 1-2whp throughout the powerband over stock. I can post the dyno if needed :P...

http://www.team-integra.net/sections/artic...sp?ArticleID=50

Depends on the port job, the rest of the setup, etc You think a P&P on an anotherwise stock motor will make a huge difference? You can't just use blanket statements like that in relation to port work.

Honda heads specificly respond better to a performance valve job than porting and polishing.

The rings and bearings are not broken in after 20minutes of driving, and even if they were that 20minutes with a synthetic would make it harder for the rings and bearings to break in properly. You are only supposed to use a non detergent oil if your engine was rebuilt in a clean room...

I hope your b16a3 head gets shat on by a dog.

why not much more?

Find out the dynamic compresson with those cams, and you find out exactly how much compression will net the most power. Why guess when you can be sure?

Depending on what cams you are using, you might make more power with the 11:5

Endyn :thumbsup: :thumbsup: :thumbsup: :thumbsup: :thumbsup: :thumbsup: :thumbsup: :thumbsup: :thumbsup: :thumbsup: :thumbsup:

Stock cranking pressure on a JDM B18C1 is 186.37 PSI With CTR cams and CTR pistons its 241.53 PSI That's over a 33% increase in cranking pressure / dynamic compression over stock. That hideously undercaming your engine. You won't make more power. :thumbsdown:

eh, probably best power increase # wise for the money would be nitrious.