i was recently reminded that gsr heads have dual intake springs, while the b16 heads do not. this was one of the reasons i decided to get the gsr head for my ls vtec conversion that im piecing together (among other reasons). does anyone know if the exaust srpings are dual as well? or is that just for the type r? either way, whats the highest rmp the stock gsr valve train can be pushed to withoug floating the valves or having something catastprohic happen to my motor? do the dual intake springs make the gsr head more stable at high rmp than a b16 head? thanks in advance!

 

yup, gsr's have dual intake springs, not exhaust.

when i had my gsr bone stock i've always pushed it to 8200 with no problem what so ever. not saying this is a good thing to do but i never had any problems. i wouldnt go past 8500 if i were you. if you wanna rev that thing higher you better upgrade your valvetrain to valves, springs, retainers, cams, etc. remember tho that you dont need high 9's rpms if your not making any power up there.

 

ya im not very interested in goin to 9k, but i was gonna try to find a type r intake cam (since my head has got dual springs). with that in mind, i know the type r cam keeps making power past 8200 rpm where the stock cam would quit. so i guess 8500 would b the limit even with the itr intake cam cam? thanks for the help.

 

b16 heads also have dual intake valve springs

 

The only b16a heads that had single intake springs were the first generation (89-91) automatic heads. If you are going to run a type r cam I'd highly suggest running at least type r intake springs (inner and outer) and then move your stock gsr intake springs to the exhaust side and then you basically have type r valve train.

 

doubt you would still be making power up there on a stock motor, would probably keep it at 8k or 82k. even though on b series vtec motors the red line is 8k roughly power in some or most cases starts to fall off at around 75k. thats on a stock motor.

 

not gonna b a stock motor. its gonna b an ls vtec set up with some high compression pistons. i was playing with the idea of 11.5:1 compression like a type r. possibly type r pistons in there, but maybe an oversize after market copy. i havent decided on that yet. im also going to get it tuned, but its going to be a street motor, so im not interested in going crazy on the valve train. i know that a better intake cam would make some decent power after some tuning. thats y i was asking. higher compression pistons would definately create some more top end power. correct me if im wrong?? i do like the idea of moving the stock dual intake springs to the exhaust side and upgradig to the type r stuff to go with the intake cam. my only other question is, are the dual type r srpings that much better than the gsr? thanks ya'll!

 

Yes they can handle more lift and have higher spring rates to avoid valve float.

 

One thing to consider, and possibly why some people have trashed valves at relatively low revs even though they went to type r intake springs, is that there seems to be a general misconception that the type r intake spring is beefier than standard b16/gsr springs. Actually they are lighter wire than stock b16 springs.
Type R springs appear to be matched to the type r intake valve, which is 12 percent lighter than the standard valve. The thinner, oval-shaped wire also allows for more travel before coil bind. It also appears to be a finer built spring if you look carefully at they way they are closed at the ends. A thing of beauty, really, but designed to carry type r valves up and down at gawdawful rpms, not the hevier, slower to move (read that easier to float) standard valves.
Point is, Honda engineers didn't provide just a beefed up spring for its type r application, it provided a fast moving, ligher valvetrain package in order to pick up an extra 200 rpms at the redline. Sticking a heavier, b16 valve in a head with type r springs and cams would be a spoiler, I'm sure, as far as Honda engineers would be concerned, and I'd be willing to bet they wouldn't recommend you go for those extra rpms a lot of people seem to think should be there just by putting type r springs on standard valves.
It could be that putting type r springs on stock b16 valves could increase the chance of float, not reduce it.
I don't have anything definitive to point to other than what I've observed in comparing and weighing parts, what I've read about type r development and common sense, not to mention a general trust that Honda engineers do things the way they do for good reasons.
Also, the type r springs I've weighed are lighter. I'm no engineer, (KJ might pipe in on this) so I don't know if the mass of the spring itself has a dampening affect on its own rate. I suppose it would, as it seems it has to move itself in addition to everything else, but maybe I'm missing something about spring dynamics.
Just some food for thought.

 

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