.:HSTuners::

12-23-2002, 05:09 AM

first of all, you have a header. you have an inline 4, not a v4, so you don't have two headers. god that pisses me off. A SINGULAR OBJECT IS NOT PLURAL.

now-
stage 1 cams aren't worth the money. if you are only going a little more, get ctr/itr cam combo.
else get skunk2 stage2s or toda spec B's. spec B's alter not only the VTEC lobe, but also the non-vtec lobe, so the midrange is more noticable. skunks2 have a higher vtec profile, but near stock non-vtec lobe.
if you are looking for better gas mileage in a daily drive, go skunk2
if you are looking for a track car, go spec B's
with any cams, valvetrain is required 90% of the time.

gsr head will give a bump in compression, but at the same time the b16 head flows better than it. it really is useless to switch heads. i recommened ls/vtec guys to buy the head the find first. flow charts have shown that they are near identical. and besides, then you gotta deal with IAB's of the gsr (means running a p72 or p13 computer), and the fact that the gsr Intake manifold hbolt pattern is like no others... so forget about adding an ITR IM to it... it wont fit.

250 horse-- wheels? or at the fly? either way, you are talking at least 10 grand in upgrades. bottome end work- bored to 84mm, 12:1 compression, hondata tuned, portmatched head, and so on. NA is NOT cheap... and its even harder in the torqueless wonder known as the b16a.

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12-23-2002, 05:09 AM	#3
pissedoffsol Posts: n/a	first of all, you have a header. you have an inline 4, not a v4, so you don't have two headers. god that pisses me off. A SINGULAR OBJECT IS NOT PLURAL. now- stage 1 cams aren't worth the money. if you are only going a little more, get ctr/itr cam combo. else get skunk2 stage2s or toda spec B's. spec B's alter not only the VTEC lobe, but also the non-vtec lobe, so the midrange is more noticable. skunks2 have a higher vtec profile, but near stock non-vtec lobe. if you are looking for better gas mileage in a daily drive, go skunk2 if you are looking for a track car, go spec B's with any cams, valvetrain is required 90% of the time. gsr head will give a bump in compression, but at the same time the b16 head flows better than it. it really is useless to switch heads. i recommened ls/vtec guys to buy the head the find first. flow charts have shown that they are near identical. and besides, then you gotta deal with IAB's of the gsr (means running a p72 or p13 computer), and the fact that the gsr Intake manifold hbolt pattern is like no others... so forget about adding an ITR IM to it... it wont fit. 250 horse-- wheels? or at the fly? either way, you are talking at least 10 grand in upgrades. bottome end work- bored to 84mm, 12:1 compression, hondata tuned, portmatched head, and so on. NA is NOT cheap... and its even harder in the torqueless wonder known as the b16a.