Originally Posted By: robert_at_honda
The GC/GCV (diagonal split-block, OHC) are right at 20 years old now, and have plenty of product life cycle left. One of the main goals in their development was more shared parts (read: lower costs) and that has worked out quite well.
Earlier this summer, I combined a good GCV160 I had with a GC160 with a broken valvetrain. I was amazed that the GCV crankcase cover I had bolted right up to the GC cylinder assembly. You might be interested in reading my thread on it:
GC/GCV Combo
Everything came together in a precise fit, like it was meant to be. I am particularly impressed with the carburetor mounting boss on the cylinder head. I never knew why that port was square (with a plastic circle-to-square transition piece) until I started on my project. Rotate the assembly 90 degrees and the carburetor still mounts to it perfectly.
Brilliant.
The GC/GCV (diagonal split-block, OHC) are right at 20 years old now, and have plenty of product life cycle left. One of the main goals in their development was more shared parts (read: lower costs) and that has worked out quite well.
Earlier this summer, I combined a good GCV160 I had with a GC160 with a broken valvetrain. I was amazed that the GCV crankcase cover I had bolted right up to the GC cylinder assembly. You might be interested in reading my thread on it:
GC/GCV Combo
Everything came together in a precise fit, like it was meant to be. I am particularly impressed with the carburetor mounting boss on the cylinder head. I never knew why that port was square (with a plastic circle-to-square transition piece) until I started on my project. Rotate the assembly 90 degrees and the carburetor still mounts to it perfectly.
Brilliant.