Ok guys I've been readind and doing some research here at H-T but I still don't get my answers. I'm thinking I wanna go ls/vtec, So I wanna hear from you guys that have done a ls/vtec conversion and are ussing ls vtec now. This also goes for you techs out there doing ls/vtec for your costmers. Is this a reliable set up? what are the ups and downs of ls vtec? How much power can you get from ls vtech and which head is better to use type r, b16, etc .... or is this something that will keep breaking WILL YOU RECOMMEND a engine swap intead of ls vtec and why? How much does a good set up cost? Please be honest remember that this will help others H-T members trying to use the same set up.

 

well it depends on how much time you invest on the setup.... if you do it right it can be just as reliable as a reg swap...most people try to take shortcuts thats where they end up messing up something.... unless you are experienced and hav e done alot of research i would not recommend an ls/vtec setup as your 1st swap..... maybe your 2nd or 3rd..... but do alot of research and decide from there.... you have to run oil lines and other things that you wouldnt normally have to run on a reg setup....

 

I was the same way, I thought Ls/vtec was bad. I had a guy keep telling me dont do it. The engine will just leak and crap. There was a guy here that had a crx 690 hp ls vtec turbo. It was the most reliable thing I seen in person. He took it on the street did a couple runs. Inside this biiig shop he reversed all the way back. PUlled the ebrake and burned a long mark out. He was just showing off for us. That car lasted a long time till they took the motor out(nothing wrong with it).

I got to point of researching on ls vtec. I found out it is not a bad engine at all. Like people said, do it right the first time and ddont have to worry about it. I have my ls vtec turbo almost completed for start up. I am not the best on lsvtec,but reasearch helped me on it. I believe if you research more on it you will like the outcomes of ls/vtec

 

I hesitate to reply to this but I've been drinking. Just out of my *** I'm gonna say the LS block doesn't have oil squirters, longer stroke and more piston/cylider chaos. If you don't rev it over 8k and keep the oil in it clean you should be ok. Just my .02 cents.

 

if u want a releable ls/v then u have to do it the right way or itll wont last. i built an ls v before and it is pretty much reliable if u baby it u kno. the down side on an lsv motor is that u cant really rev pass 8k rpm because the ls block is not made to rev over 8k rpm. the up side of the ls v is that it makes a lot amount of decent power just stock, but if u u want a higher piston compress go with the gsr head. or u can choose which eva u find cheap out there. good luck

 

Maybe it's the horrible rod/stroke ratio of the LS block?? why would anybody want to build an engine that, by design, wants to shake itself apart??

It is not that you can't rev an LS/VTEC past 8,000 RPM, it's just that in order to do that you'll need some serious insternal work. With the long stroke of the LS block you'll have some outrageous piston speeds, and if you try it on stock internals I suspect you'll have problems with shooting rods out the block?

And with the recent influx of aftermarket blocks why would you want to build an LS/VTEC? Closed Deck > Open deck any day of the week.

 

hit that search button and search for "lsvtec" and "ls/vtec" and i guarantee you'll get at LEAST 600 results.


its just like any other motor. do it right and do it not stupid youll be ok.
do it wrong(cheaply) and stupid(revving stock block/head to 9k) and youll have a "my ls/v-tech blew up on me today" thread.

 

Why rev past 8,000rpms when your probably not even making power?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by You_Get_Vapors &raquo;</TD></TR><TR><TD CLASS="quote">I hesitate to reply to this but I've been drinking. Just out of my *** I'm gonna say the LS block doesn't have oil squirters, longer stroke and more piston/cylider chaos. If you don't rev it over 8k and keep the oil in it clean you should be ok. Just my .02 cents.</TD></TR></TABLE>

yeah true dat and add a type r oil pump.

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 90integra05 &raquo;</TD></TR><TR><TD CLASS="quote">Why rev past 8,000rpms when your probably not even making power?</TD></TR></TABLE>

exactly

 

w3rd to the oil pump!!

 

it all depends on how much are you willing to spend on the motor....i used oem ctr pistons stock block ...a stock gsr head and valvetrain and stage 2's still running strong for more than two years now...but i want more power....so im sleeving the ls to a bigger bore...and getting the head ported ....i was kinda broke on the first ls vtec but now i want more and more power....its never enough...i wanna do everything right the first time...and make mad power....i drive my car everyday...and rip on her everyday....i love vtec....but i hate tickets hahaha

it all depends on the engine builder...i think my motor would last forever..but i want more........you have the best of both worlds...low end power and high end vtec...

 

you need a vtec oil pump is all. the rod/stroke ratio is FINE

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by mrctr &raquo;</TD></TR><TR><TD CLASS="quote">you have the best of both worlds...low end power and high end vtec...</TD></TR></TABLE>

Are you 100% on this??? Because I don't think so. The displacement is the same as the GSR(ever so slightly less...both are still considered 1.8 liters). The LS makes it's low end power because of the lift and duration of the cam lobes and it's overall timing. Once you put on v-tec head on an LS block, you no longer have that low end torqueiness(&lt;--is that a word?) that you once had with the LS. You know essentially have a GSR motor that won't rev as high, or a 1.8liter b16.

Cam lobe shape and timing are everything

 

That's bullshit. It will make a differnence in the power band but that's not where it gets it's torque from. The difference is in the stroke (i.e.) crank and rod length. **** Just look at any VW or american car. They all have mad torque but no top end.

 

yeah, and take a look at the size of their cam lobes

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by You_Get_Vapors &raquo;</TD></TR><TR><TD CLASS="quote">That's bullshit. It will make a differnence in the power band but that's not where it gets it's torque from. The difference is in the stroke (i.e.) crank and rod length. **** Just look at any VW or american car. They all have mad torque but no top end. </TD></TR></TABLE>

baaaaahahahah did he just say that

ricer definition of top end = 8000+ rpms

 

So you're saying if I put LS cams in my GSR I'll get more displacement and torque? LOL...Ok I'll run right out and do that.

Can you answer me why the LS has slightly more displacment?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by boostinb20vtec &raquo;</TD></TR><TR><TD CLASS="quote">
The displacement is the same as the GSR(ever so slightly less...both are still considered 1.8 liters).</TD></TR></TABLE>

There you go douche bag! Straight from my mouth. No **** the LS has slightly more displacement, but it is like 20cc's. It amounts to virtually nothing considering they call them both 1.8 liter motors. You are a fuckwad dude!

 

I've seen many people convert their ls motors to vtec. Not one of them worked properly. Like someone already said, you gotta do a lot of research and know what you're doing.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by You_Get_Vapors &raquo;</TD></TR><TR><TD CLASS="quote">So you're saying if I put LS cams in my GSR I'll get more displacement and torque? LOL...Ok I'll run right out and do that.</TD></TR></TABLE>

No, I am not saying that you will get more displacement, but I am saying that you will lower the power band and create torque from a lower rpm and run a broader power band on the low to mid portion of your rpm's

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by You_Get_Vapors &raquo;</TD></TR><TR><TD CLASS="quote">Can you answer me why the LS has slightly more displacment?</TD></TR></TABLE>

Read above post retard

 

ENGINE = engine code
HP = factory horsepower rating
SIZE = engine size in c.c. cubic centimeters
BOR = standard engine bore in inches
STRK = engine stroke in inches
ROD = engine rod length center to center in inches
C-H = compression height of piston in inches
PIN = wrist pin outside diameter in millimeters
H-D = cylinder head volume in c.c. cubic centimeters
BEW = connecting rod big end width in inches
BEB = connecting rod big end housing bore diameter
D = double overhead cam
S = single overhead cam
N = non v-tec
V = v-tec 1 millimeter = .03937 inches
DECK= deck height in inches
R/S= rod to stroke ratio
VA= valve angles in degrees
VS= valve sizes intake/exhaust diameter in millimeters

ENGINE HP SIZE DECK BORE STRK ROD C-H PIN H-D BEW BEB R/S VA VS D-S V-N MODEL

B18C1 170 1797 8.347 3.189 3.433 5.429 1.181 21 41.6 .858 48 1.58 26 33/28 D-V 94-97 GSR
B18C5 195 1797 8.347 3.189 3.433 5.429 1.195 21 42.7 .858 48 1.58 27 33/28 D-V 97-98 TYPE-R
B18A1 130 1834 8.347 3.189 3.504 5.394 1.181 21 48.0 .935 48 1.54 25 31/28 D-N 90-93 INTEGRA
B18B1 140 1834 8.347 3.189 3.504 5.394 1.181 21 48.0 .935 48 1.54 25 31/28 D-N 94-97 INTEGRA

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by random-strike &raquo;</TD></TR><TR><TD CLASS="quote">

baaaaahahahah did he just say that

ricer definition of top end = 8000+ rpms</TD></TR></TABLE>

Yeah I define top and as in - Torque and HP dont drop of after 3000 rpms<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by boostinb20vtec &raquo;</TD></TR><TR><TD CLASS="quote">

No, I am not saying that you will get more displacement, but I am saying that you will lower the power band and create torque from a lower rpm and run a broader power band on the low to mid portion of your rpm's

Read above post retard </TD></TR></TABLE>

So now your saying that the LS gets it's torque from a cam adjustment?

You don't know **** do you?

 

Im just gonna end this right now........The LS HAS MORE TORQUE CAUSE IT HAS A BIGGER CRANK.............PERIOD!!!!!!!!!!!!!!!!!

 

LS gets its torque and lack of horsepower from the cams/head/intake manifold/exhaust manifold

GSR gets its horsepower and lack of torque from the cams/head/intake manifold/exhaust manifold AND compression

z06
Horsepower @ RPM405@6000
Torque @ RPM400@4800

05 Caviler
Horsepower @ RPM140@5600
Torque @ RPM150@4000

Magnum
Horsepower @ RPM340@5000
Torque @ RPM390@4000

300 C
Horsepower @ RPM340@5000
Torque @ RPM390@4000

CTS-V
Horsepower @ RPM400@6000
Torque @ RPM395@4800

XLR
Horsepower @ RPM320@6400
Torque @ RPM310@4400

Grand Prix GTP
Horsepower @ RPM260@5200
Torque @ RPM280@3600

SVT Cobra
Horsepower @ RPM390@6000
Torque @ RPM390@3500

Focus
Horsepower @ RPM144@5750
Torque @ RPM149@4200

Aviator
Horsepower @ RPM302@5750
Torque @ RPM300@3250

still waiting to see a car with a engine that peaks @ 3000 rpms

a better definition of top end would be a car that doesn't make more torque than horsepower

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by You_Get_Vapors &raquo;</TD></TR><TR><TD CLASS="quote">Im just gonna end this right now........The LS HAS MORE TORQUE CAUSE IT HAS A BIGGER CRANK.............PERIOD!!!!!!!!!!!!!!!!!</TD></TR></TABLE>


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