We're just doing pulls for fun. Its still on the stock JDM computer.

 

you should get a tuned P28.. it will run alot harder.

 

use your singlecam and rebuild it. add a huge turbo to it and your set.

 

I already have 3k+ of work to do on the D. I figure that for that plus a little more, I could trade my Y8 with 215,000 for a fresh DOHC VTEC with 15-30k. That's what the Type Rs come with.

It doesn't make much sense to me to sink cash into a motor w/ that high mileage.

Otherwise, I would certainly do as you say.

 

yea that type r will really come to life after a good tune! . if u get a chipped ecu and a wideband i can help with that .

 

This is the from the article by Sport Compact Car (link earlier in the thread).

This is the parts list, longblock/tranny notwithstanding, are what's needed to make the swap.

 

But to bring it back full-circle, which engine is the winner?

I don't want to do more than drop in and bolt up, so which JDM motor should I end up with- Not K or H, but a stock DOHC VTEC.

BTW, I sincerely appreciate all of your feedback.

My original question was has anyone owned a CTR or ITR motor, and is the extra grand worth it?

 

i have owned a Itr motor well i did for about 3weeks i paid 3400 it was my 2nd motor i ever got when getting into hondas back in 99 when i first started building them,the motor was ok just not what i wanted,so i traded plus 1800 cash for a gsr with a nice skunk2 built head and a bottom end with b16 pistons it was alot quicker then my itr plus had more done to it,thats what started me into learning about building the Lsvtec and gsr blocks with ls cranks..im not saying dont do it,you asked for what people think to me it was a big waste of money a Lsvtec is cheaper to build and will beat a itr for the itr price compaired to the lsVtec build up.

 

Buy the ITR if you can. The ctr motor would have to go into a very light car to appreciate it.

Don't let anyone tell you an ITR is garbage or not worth it. Besides, whether something is worth it is relative to how much money you make or have at your disposal.

The ITR is a stroked b16 and tuned in other ways for high rpm performance. It is a refined motor with valves that are lighter and thinned for increased flow. The springs are special and designed for the lighter valves and higher revs. The head is ported around the bowl area and performance cams are installed, along with coated, high comp pistons, stronger rods, narrower bearings, and a very nice, ballanced crank with more counterweights for smoother running at high rpms. The flywheel is lightened, a bigger intake manifold and throttle body are added, along with a performance header in the jdm model.

You could build a gsr to match it but would have the same money tied up, maybe more.

And I don't think there is any question a gsr or itr will live longer on average than an ls/vtec, just like there isn't any question a b16, with its far supperior rod/stroke ratio can outlive them all. You can build an LS/VTEC to hold together longer, but you can't build it to wear longer. That 1.54:1 RS ratio is a killer compared to the other motors - which is, of course, why Honda built the LS block as the lower rpm grocery getter and didn't use it as the base for its high-reving performance versions.

 

guess people are not understanding,i am saying i would reather have a lsvtec WITH hbeam rods,forged pistons that are 100x stronger,and build up a b16 head with LIGHT ss valves stronger retainers made from titanum and nice strong aftermarket valve springs able to rev higher then STOCK itr,and should have money left over for a nice cam..
then paying for a complete stock itr motor but i guess thats just me and my customers..but rock the itr Jdm Yo