Toy Civic

Block is sold...........

Up for sale is an Acura Integra GSR B18C1 shortblock built by Mike Laskey of Laskey Racing in Anaheim CA. $1400. Paypal or cash only. Absolutely no $$$ orders or wire transfers. Call or text to (619) 944-8971. You can also PM me here.

I am willing to meet someone halfway within a few hours of San Diego if necessary. For shipment, the dimensions and weight for this is 24 x 24 x 12 inches and 135 lbs. Shipping will be from San Diego 92104. So please use this data to estimate shipping through FedEx or a shipper of your choice. Expect no more than $150.00.

This shortblock has EXACTLY 11,797 miles on it. I've got pictures of mileage tags to prove it. Earlier this year, I got my hands on a brand new sleeved 2.0L B18C1 motor, took this 1.8L motor out, and swapped in the 2.0L.

Mike Laskey is a world class drag racer and has built well over 1,000 Honda motors. His quality is equal to or better than Bisimoto, Golden Eagle, etc. This exact same setup from Mike Laskey or elsewhere costs over $2400.00.

http://www.laskeyracing.com

I have had this block for sale for awhile now. The highest offer of $1025 was deep into lowball territory. But what else is new? I know the economy sucks, but at the same time, you do get what you pay for.

This shortblock is fully capable of being SMOG LEGAL in California. The key is the B18C1 stamp signifying it is a USDM block. The B18C stamp is used on the JDM block, which is no longer smog legal in California. I recently talked to a smog referee at Southwestern College in Chula Vista California to confirm this. The beauty of this motor is that is will yield the EXACT same results as an LS/VTEC conversion, but without the hassle of VTEC conversion parts. This is because it has an 89mm LS crankshaft. Plus LS/VTEC conversions using the B18A/B LS shortblock are also not smog legal in California. This will alleviate both issues. With this motor, I legitamately passed the smog ref, complete with a referee sticker on the car.

This shortblock is capable of naturally aspirated, turbo, or nitrous. With a bone stock P72 GSR head and a normal thickness head gasket, compression will be around 10.0:1 and capable of 160-180 WHP, while also capable of well over 30 mpg on the highway. My best mileage was 35 mpg on the highway.

This was built in February 2007 using the following parts:
1) USDM B18C1 block
2) Stock sleeves bored to 81.5 mm
3) CP flattop forged pistons
4) Eagle H beam rods
5) Balanced Integra LS 89mm crankshaft
6) ARP main bolts
6) ACL bearings
7) Golden Eagle VTEC oil squirter delete plugs
This block will come with the blueprint sheet and all associated paperwork.

In March 2007, I installed the motor. I purchased all the peripheral parts brand new
1) OEM ITR oil pump
2) OEM 22T VTEC water pump
3) OEM rear main seal
4) OEM head gasket
5) ARP head studs
6) OEM timing belt tensioner and spring
7) Greddy Power Extreme Timing belt
Therefore, all these items also have EXACTLY 11,797 miles. All parts are genuine Honda and not aftermarket junk.

For naturally aspirated higher compression build, a P72 GSR head, some head decking, and a thinner head gasket will get around 10.8:1 compression. You would need adjustable cam gears with this setup. With the right intake, cams, intake manifold, and exhaust, you can easily get 180-200 WHP.

For a turbo build, a PR3 B16 or Type R head is ideal. With this head and a thicker head gasket, you will get compression between 9.0:1 to 9.5:1. This shortblock could safely boost up to 15 psi with the right cams, intake, and tuning.

This block runs perfectly. There is ZERO smoke unlike too many modified Hondas blowing exhaust smoke all the time and black soot on the rear bumper. It easily passed smog in November 2008 due mainly to my setup, but also due to proper building, piston ring prep, engine break in, and proper tuning.

This shortblock has been sitting in my garage ever since I switched to the 2.0L. I cleaned the pistons with carb cleaner, sprayed the pistons and cylinders with WD40, and it has been wrapped in plastic ever since. This will also come with a brand new OEM head gasket, the already existing Greddy timing belt, and the existing ARP head studs.

You will need to source the rear coolant passage parts, oil filter connection parts, oil breather parts, and a knock sensor. You will also need a new oil pan and gasket. The installed pan is a junker only for transport and crankcase protection. Beyond that, this is ready for final assembly with the head, intake, exhaust, and engine management of your choosing.

In March 2007, the motor was started for the very first time with a stock ECU and stock injectors. The power adders were intake, header, exhaust, and ITR cams. The first oil used for break in was conventional Castrol 5W-30. After initial start up, fluid level checks, and a few trips around the block................the car was IMMEDIATELY taken in for Dyno tuning. The tuning process was done on a Dyno Dynamics 2 roller load bearing unit. The ECU was chipped and tuned with Uberdata. Results were 180WHP and 131 WTQ. That puts crank numbers at around 210HP and 150 lbs of torque.

From March 2007 to January 2009, the motor was well taken care of and never ever saw any track events or street races. The car was primarily used for west coast car shows with me travelling from San Diego to places like San Francisco, Las Vegas, Denver, and around SoCal. The worst I ever did was some spirited driving like anyone with a modified Honda. Most of the miles were highway miles with a Type R tranny with super low Integra LS 5th and 4.266 final drive gears. The break in oil was Castrol 5W-30 and then changed at 120 miles with more Castrol 5W-30 conventional oil. At about 2,000 miles, I switched to Royal Purple 5W-30 and used that oil ever since, changing every 2,000-2,500 miles. The motor never ever detonated. The only negative thing that ever happened to this motor was a coolant hose clamp failure, which did deplete coolant. I noticed it within 1-2 minutes while driving and pulled over ASAP. This did cause a slight overheat. I let the motor cool down, replaced the clamp, and slowly filled up the coolant again. All was fine after that. When this motor was removed, Mike Laskey used a precision straight edge and a feeler guage to check for block warpage. He measured 0.0015" of deviation which is well within factory spec of 0.003".

Toy Civic

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eaddagwan

bump for uranus in san diego.. haha

Toy Civic

Maybe San Diego is in Uranus...............

Toy Civic

bump

Toy Civic

Block is sold...........