Hello Honda-Tech Member.....

I was wondering if someone can explain to me what is the difference between these terminology.

Short Block?
Long Block?

I have a 1999 LS and want to get a 99 GSR motor w/ECU only for my LS. So I need to know is the difference. Thanks.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Franky &raquo;</TD></TR><TR><TD CLASS="quote">
I was wondering if someone can explain to me what is the difference between these terminology.

Short Block? The bottom part of the block containing the pistons, rods, etc. This excludes the head.
Long Block? The entire block, including the short block and head
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Don't hold me accountable for this, but I think that's what they mean, or at least that's close to what they mean. Idk... if i'm wrong someone please correct me.

 

You want the long block. If you have an LS why don't you just by a VTEC head along with the ECU and you will be able to make more power due to the slightly larger displacement. Not too mention it will cost a whole lot less as well.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by JDMThoughts &raquo;</TD></TR><TR><TD CLASS="quote">You want the long block. If you have an LS why don't you just by a VTEC head along with the ECU and you will be able to make more power due to the slightly larger displacement. Not too mention it will cost a whole lot less as well.</TD></TR></TABLE>

Yea, the LS/VTEC setup is something I keep hearing more and more, you should go for it too! You get the torque from the bottom head and vtec from the top... IMO it's worth it.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 93LS_Special &raquo;</TD></TR><TR><TD CLASS="quote">You get the torque from the bottom head and vtec from the top... IMO it's worth it.</TD></TR></TABLE>

I'm sorry but this statement made absolutely no sense. There is no "bottom head." What he's trying to say is that with an LSVTEC or CRVTEC setup, you will gain the benefit of increased torque from the larger amount of displacement while still having the high end power of a VTEC engine.

 

bottom end.... lol my bad i'm working and doin stuff at the same time i was posting.

 

i have a stock g2 ls, i wanted to do ls/vtec but i heard that its a difficult process to covert the setup to vtec. its something that i want to look into tho. would be great to have to spank some of my trash talkin friends with their domestics

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by g2witrotas &raquo;</TD></TR><TR><TD CLASS="quote">i have a stock g2 ls, i wanted to do ls/vtec but i heard that its a difficult process to covert the setup to vtec. its something that i want to look into tho. would be great to have to spank some of my trash talkin friends with their domestics </TD></TR></TABLE>

It's not a difficult process, it's only costly to have it done right. Hell, all you really need is the complete head, intake manifold, headstuds, and Golden Eagle's LS/VTEC kit.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by g2witrotas &raquo;</TD></TR><TR><TD CLASS="quote">would be great to have to spank some of my trash talkin friends with their domestics </TD></TR></TABLE>

 

Just please note that to properly build an LS/VTEC, you will need to address issues such as crank balance. It would also be smart to run forged internals do to their superior heat dissipation qualities.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Kendall &raquo;</TD></TR><TR><TD CLASS="quote">Just please note that to properly build an LS/VTEC, you will need to address issues such as crank balance. It would also be smart to run forged internals do to their superior heat dissipation qualities. </TD></TR></TABLE>

I agree, if you're gonna do it, do it right. Save up, get everything you need, and get it done the right way. There may be a lot of stories of these kinda engines going wrong, but if you take ur time and do it right, u'll have one hell of an engine.

 

LS/VTEC is great set up when done the right way.... but isn't everything when its built right??? IMO i'd go w/ the b18c.... simply cause the LS bottom rod ratio sucks... which can be fixed w/ long rods/raised wrist pin pistons.... but the gsr block comes w/ oil jets for piston cooling... great r/s ratio.... awesome set up from the factory... great for any build... if you wanna spend less money, cause the b18c's a bit pricey... you could build an ls/vtec for the same price as it would be to buy a b18c swap and do some mild modifications to the gsr motor.... but if you're trying to reach ultimate power someday... i'd say go w/ the b18c right now.... oh yeah... if you dont go full swap... the LS has a long final... 4.26 to be exact.... while most of the tranny's designed for higher reving vtec motors have the 4.4 final and theres a few that go as high as 4.7 and higher custom finals..... so if you wanna stick w/ the LS's tranny.... (i think YS1 in those years, can't remember) i'd def. look into a final gear swap and look for an LSD..... either way you go you COULD build a nice motor... i still think if you want ultimate power, go gsr.... but what do i know?