B16a head flows better than a C1 or C5.........?
can you please show me these numbers on a flow bench at .01lift through all 4 cycles.
Because you are basically saying that Honda engineers worked backwards, creating a technilogically advanced motor in the past then dupping the consumer into buying more powerful cars under the pretense that their heads flow better. Not trying to start anything just want to see the proof of your claims. At least you are not saying the b16a and b18c1 heads are identicle, that was floating around the net for a while. The b16a and b17a heads are identical, the c1 has butterfly valves in the intake manifold and both it and the c5 have the ports higher up on the head to aid in flow velocity so I think your data is incorrect.
I am glad someone on here has realized that the problem with the hybrid motor is not the motor itself it is the person who built and the driver of the car that are usually to blame for the death of these motors. When people are asked would they put a ECU without a rev limit or a rev limit of 8g on a stock b18a/b or b20 block they respond no with a chuckle as if it were a stupid question, then the ? is why is it ok to do this when all you did was bolt on a head. If you are going to take a motor engineered to rev at 6500 and bring it to 8g you need to taker percautions when building, people do not then say the motors are crap, you then hear this and without researching say the same, reminds me of what happened with Nitrous Oxide, people do not build motors for this with the same thought patern as they do for Super Chargers or Nitrous and then blame the gas for the detonation, humors me.
B16a has better gearing.....? Better gearing for what, it is close ratio which means it helps you attempt to stay in the peaky VTEC range, you use any kind of boost on this tranny and you are shooting yourself in the foot. In my experience the S80, Y1 and YS1 off the b18a/b and b18c1/c5 are far superior to that of the B16a. Better gearing (especially final drive) of course for racing i have a disdain for hydro as they tend to result in more missed shifts and the need to rev high for moving from a dead stop, to each his own i guess!
About the JSRC, besides being a parasitic peice of metal which cost just as much as a well purchased turbo but has less potential, there have been alot of people coming forward with problems with their SC on the B16 motor. JRSC is now just a name that another company is using, I can not remember the name of the company but know that Ol' Oscar is not in charge of this anymore. They sold the rights to another company. JR will install the parts but they have no say so in quality control anymore. The JSRC other than most times being overfilled with Castor Oil from the factory and leaking all over your engine bay, has a problem with the internal bearings becoming misaligned, the belts always working themselves loose and leaks from the manifold mating surface. If this were not bad enough there is a fueling problem and when going to high boost detonation (ping) is a every present danger. You will more often than not have a problem getting your warantee honored ESPECIALLY if you did not have it installed by a certified shop that is recognized by the company that owns the rights to the JRSC. The guys I talked to had them installed AT JR and they still got hell trying to get a replacement or money back, if you want one still they will be happy to sell theirs since they are taking up space in their garages, having long since payed the 1500 instillation fee to have them removed (yup that is right cost the same to take it off as to put it on even though it was faulty).