I have a 92 Integra GS, and wanted to put a '97 Type R Head that I can get for relatively cheap, it addition to Type R pistons. I needed to know that with my stock bottom end, will I have any clearance problems with the pistons meeting the head and bending a valve? Will the wrist pins for the Type R pistons fit my stock rods? Which ECU will I need for my new Hybrid? Please e-mail me at lewdawg13@aol.com
you’ll have to have a machine shop shave 1mm off each side of the rods where the wrist pin goes through so that the piston will fit on it. this will also require the shop to rebalance your crank/pistons/rods because removing material from only one end of the rod will throw it out of balance. be ready to spend about $100-$150 for this to be done (by a good shop). also, with your stock bottom end, i wouldn’t recommend revving any higher than 7k daily and maybe 7500 every once in a great while (that 6800 redline on our cars is there for a reason–they can’t handle much more than that due to the poopy rod/stroke ratio). so getting a type R head on a stock bottom end isn’t going to help you that much, as the powerband for an ITR head goes up over 8k–meaning there’s a lot of powerband you’ll never make useable. ah well. if you’re getting it cheap, and want to wait a little while and get a properly forged bottom end (eagle rods are a great, cost-effective start) then it’ll be much more worth your while.
i could have had a built-up b16a by the end of june completely done, gettin close to (if not at) 200 at the wheels. instead, i’m waiting and doing LS/VTEC “the right way” and saving it till probably august sometime to have done.
Eagle rods? Which kind, how much, and what would need to be done to them to fit Type R pistons and a '92 crankshaft? Would the pistons and head have a safe amount of clearance?
Eagle is a brand, like Crower is a brand–just say you want Eagle rods for LS and whoever you’re buyin 'em from will know what you’re talkin about. As far as piston fit, i’ll leave that up to someone who has that combo in their car as i don’t have personal experience with it. for my project i’ll be doing Eagle rods with Endyn rollerwave high-comp NA pistons. Endyn specifically makes pistons for LS/VTEC and CRVTEC; check out this link for more info on Endyn pistons. They use wiseco pistons, yes, but then re-machine them to more specific tolerances and custom specs. There has been controversy word-wise on the net, but people i personally know (like my cousin) who use Endyn products have nothing but great things to say about them.
I can get stock Type R equipment for very cheap, so the new question is “Will Type R rods work with my crankshaft and block?” I know I’d be giving up the bottom end torque of the LS/V-Tec but the power gain would more than make up for it. I know what Eagle rods are, and I’ve also looked at Eagle crankshafts. But the money comes into play once again. I can probably get Type R rods for $280 total. Would I be better off with the Eagle rods, or with the Type R rods(in an all-motor application)? Will the Type R rods fit my crankshaft?
that i don’t know. i think the r/s ratios are a tad different for the b18cx engines as opposed to the non-VTEC LS…so you may need the crank as well. i’m not sure though, so don’t base your decision on what i say. dan probably has the right answer for certain (like he usually does :)). 
Thanks for your input. Dan who?
hehe sowwy bout dat.
dan = g2guru
or, as i like to say, dan = THE MAN. 
do a search on ls/vtec you’ll get ALL the answers you need.
eagle rods are good, but maybe even overkill. Your stock rods should probably be strong enough if you have them shot peened and maybe cryoed. But more importantly you’ll want arp rod bolts. In the list of weaknesses of the b18a/b bottom end the rod bolts are at the top.
don’t use the itr rods, they won’t work. just use the itr pistons, thats it. To get them to fit you’ll have to do what zoom said: have the LS rods shaved about 1mm on each side.
Since i assume you want to do this the right way, then you’ll be rebuilding and balancing the entire bottom end anyway. You won’t have any clearance problems with the itr pistons. I’m pretty sure you could even run the ctr’s if you wanted… but that would give you very high compression.
If I’m doing all motor, then high compression = horsepower. What matters the most in that the motor can take it. I’d never heard of civic type r pistons on an integra, is the bore right?
Originally posted by blue92
If I’m doing all motor, then high compression = horsepower. What matters the most in that the motor can take it. I’d never heard of civic type r pistons on an integra, is the bore right?
yes, high compression is good. but not too high. If its too high you won’t be able to run pump gas.
all b series pistons are 81mm bore, except for the b20 pistons which are 84mm bore. the ctr’s require the same rod shaving as the ITRs.
Originally posted by 91IntegGS
Since i assume you want to do this the right way, then you’ll be rebuilding and balancing the entire bottom end anyway.
NRR, but WORD!!!
just wanted to re-iterate the importance of this. Better to replace those used bearings now while the rest of the engine is all apart too, than to be driving down the highway and have the engine tell you (not necessarily in a very nice way either) that it’s time to change a bearing NOW. 
At what compression ratio do you need to use premium gas, and at what compression ratio can you no longer use pump gas?
Originally posted by blue92
At what compression ratio do you need to use premium gas, and at what compression ratio can you no longer use pump gas?
this is something i’ve been trying to figure out. So, i can’t tell you too much. But here is my situation. Here in cali the best i can get is 91 octane. I want to run the highest possible and be able to run on pump gas as well as pass smog. I’ve asked around and it seems that as high as 11-11.3:1 or so is safe on 91 octane. I’ve chosen to run 11:1 just to be on the safe side. member BattleCat is running 12:1 compression, and runs off pump gas. But he lives in a different state, and i’m not sure what octane he can get there… i know its higher than 91 though.
most of the gas stations in town have 93 here, and there’s 2 that carry 96.
i love iowa. so many farmers and their 87-octane trucks, that there’s plenty of the good stuff left over for the higher octane. you poor suckers out in cali have so many lexus and beemers that they all need the premium, so there’s less of the good stuff available to add to the gas to make it higher octane. thus the 91 maximum. there was a sport compact car a while back that discussed this in detail; i’ll see if i can’t find it and copy/paste or whatever.
ah-ha!
found it:
http://www.sportcompactcarweb.com/archives/technobabble/techno_0102.shtml
the column (for the lazy blokes like me):
By Dave Coleman
The Octane Game
Californians just got screwed.
Hard.
By the time you read this, residents of Nevada and Arizona will have been screwed too. What, you don’t live there? Just wait, you’re next.
It’s not like West Coasters haven’t been screwed before. From roadside smog dynos to tickets for shiny mufflers, we’re used to the man getting us down, but this time they’re hitting us where we eat. This time they’re taking our gas. We already have pretty crappy premium fuel in California. Just like most of the West Coast, we’re stuck with 92 octane, while much of the Midwest and the East Coast got to play with 93 or better. Now, as of August 1, 2001, the best we can get is 91. Time to turn down the boost.
On the off chance you’re only now trading in your Schwinn 10-speed on a twin-turbo Supra, I guess I should stop here and explain what octane is and how it affects your engine.
When fuel is injected into the cylinder, compressed and ignited, one of two things can happen. It either burns quickly and smoothly, shoving the piston down with a strong, even push, or it explodes all at once, releasing its energy in a sudden burst of heat and pressure. This explosion is called knocking or pinging, and it’s something engineers like to call “really bad.”
Knock is usually ill timed, occurring early in the combustion cycle when the crank and rod are still straight up or even worse, still trying to complete the compression stroke. As a result, all the energy released slams into the top of the piston without actually turning the crank. When this happens under stressful enough conditions–like, 20-psi of boost in a Miata–you start breaking things. Usually the ring lands; however, if your pistons are strong enough, you might get lucky and blow a head gasket.
Octane, for those of you still on the bike, is the rating of a fuel’s ability to not do this. The higher the number, the less likely the fuel is to detonate. What this means to us, of course, is the higher the number, the more boost we can throw at that Miata. High-octane gas isn’t just for tuners though. Plenty of stock cars depend on the stuff, including a Celica GT-S with its 11.5:1 compression, or a turbocharged WRX or Volkswagen 1.8T.
These cars rely on high-octane gas to keep from detonating. Feed them 91 octane and they won’t start breaking things, because their knock sensors will see it coming and retard the timing, turn down the boost or otherwise reduce your chances of having any fun.
Whose fault is it this time, CARB? The EPA? The CHP? None of the above. This time we’re being victimized partly by the oil companies, and partly–this is the one that hurts–by ourselves.
You see, when crude oil is refined into gasoline, the refinery doesn’t have all that much control over what comes out. Crude oil is full of all kinds of stuff, and a refinery simply separates it, sorting all the iso-this and hepta-that in order of density. The really heavy stuff, like tar, is near the bottom, while the really light stuff, like butane, is near the top.
Somewhere in the upper ranges of the stack are the components of gasoline. There are between 10 and 15 different blend stocks, each with a different octane rating, which are mixed together to make gasoline.
The crude oil being used and little else determine the amount of each blend stock available for mixing. Generally, if you just dump all the blend stocks into a bucket, you end up with something around 88 or 89 octane. If you’re selective and only mix the good stuff, you can make 92, 93 or even 95 octane. But once you take out the good stuff, you’re left with crap–something like 85 octane. Then you have to leave enough good stuff in the bucket to bring this pee-water up to at least 87 octane. This limits the amount of 95-octane gas you can make. If you make 93-octane premium instead, you use up less of the high-octane stocks, allowing you to make a higher proportion of premium fuel.
In the Midwest, where an extensive customer base of good old boys in pickup trucks consume vast quantities of 87 octane, demand for premium fuel is low enough to make genuine high-octane premium.
In California, however, Lexus-driving executives suck down premium fuel like it’s Evian, so 92 was the rule.
CARB isn’t entirely innocent. Many of its standards for evaporative emissions and misdirected attempts at oxygenation have raised the manufacturing cost of high-octane gas, but it doesn’t seem to be behind the sudden change to 91. Instead, according my super-secret oil industry mole, it all comes back to money. Unocal, you see, has a patent on the 173 easiest ways to make California-friendly 92-octane gas. As a result, every other oil company has to pay Unocal 5.75 cents for every gallon they make using one of these techniques. They haven’t actually been paying it, but that’s an issue for the lawyers to sort out.
Suddenly it’s pretty obvious why our gas sucks, but why doesn’t Unocal still sell us 92? Because it can’t. In 1997, Unocal sold off all its 76 gas stations, and with them, its ability to decide what kind of gas to make. All Unocal can do now islook for oil, suck it out of the ground, and wish it had some way to make everybody else keep using its patents. You see, not only did Unocal screw us, they screwed themselves.
Ironically, the only gas stations in California with anything better than 91 octane are the ones Unocal used to own–the few 76 stations offering 100-octane race fuel. You can locate these elusive stations at www.76.com, but bring your wallet. The current going rate is $6.00 a gallon.
oh yeah…one more thing… ARCHIVETHIS 