Well here's the springs I have to work with so far for my b16a head. I have a set of valve springs that measure .140" thickness, 2 sets that measure .150" thickness, and 1 set that measures .155" thickness. Keep in mind the intakes will get the inner spring. Just trying to get an idea of what sized springs to use where...was thinking the .150" with the inners for the intakes, and the .155" for the exhaust. If I can pick up a second set of inners to use on the exhaust side, maybe I'll swap that .155" set to the intake side after all. Shoot me some ideas here, or any info on these stock springs.

 

Hello I will feel free to post



exhaust side from obdo b16a heads should have red paint markings on the top of the coil




Shocking that through your searches on h-t that no one knew. Shocking its almost like they have never taken apart a head or looked at parts in person




Whats next not all of them can design motors no

 

Thanks Chris! Yeah, nobody on H-T seemed to have a clue. I even posted the wire thickness's hoping maybe somebody knew something...guess that was a far stretch. :1
The red springs measured out at 0.150", and the brown one's were 0.155" so I ended up using the brown one's as exhaust springs and used one of the newer "red" sets with the inner for the intake, figured the intake cam usually has more lift anyway. Hopefully nothing binds up, even though I'm just going to use those cams I got off you.

 

those are jdm vtech cams they rev to 13k

 

Lol smartass I did kinda laugh when I measured the lobes when compared to the stock auto cams...there's probably almost a 1/4" height difference on the vtec lobe and quite a bit as well on the low-rpm lobes. Also the duration is nice and fat too. I was just concerned about binding the springs on the brown set that I used on the exhaust side, but I think the old intake cam was about the same size as the newer exhaust cam lol.

 

Itr/ctr intake and you have the dope set up fro a b16a. Im really thinking of doing that set up and trying to get 190 whp all motor in my drag car on stock bottom end just to prove a point




Ya your looking at why there is a 20 hp difference in power

 

I've actually been shying away from the itr/ctr intake after seeing some dyno numbers of them on b16's and ls/vtec's using all oem parts. For some weird reason the stock b16 intake seems to dominate the others until after the 8600 rpm mark, then itr/ctr combos keep on going up where the b16 starts dropping hard. I really don't plan on spinning the motor past 8200 anyway, so I did a mild casting cleanup as much as I could on the b16 manifold and I'm just going to use that. Even when I get my ls block finished up, I'm still going to retain the b16 manifold for a little while. It's not really going to be a high compression build anyway, just a stock pr4 piston for now for gas economy purposes (that and the machinist broke one of my pr3's ).

 

stock intake manifold is actually a nice piece

 

I agree. Actually got to start it up this weekend...it sounded extremely evil, but unfortunately I had to take it entirely apart again 20 minutes later...#1 still had extremely low compression, even after completely rebuilding the head and copper spraying the hg. Ran some dye around the inside of the cylinder, comes up clean with no cracks...only thing left is the ringlands. :P I'm the only ------- on here that breaks ringlands with no boost.
On a brighter note, all I still need for my LS block is piston rings.