I thought I would start up a thread dedicated to finding out the technical aspects of the different B series blocks, the parts related to them and what the best choice is for a particular application.

These are the particular combinations that I'm wondering about:

-LS block, LS crank, GSR head.
-GSR block, LS crank, GSR head.
-LS block, GSR crank, GSR head.

What is the ideal setup, if there is one?

An all GSR block setup has seemed to me the best, just being that you can sleeve the motor to acheive 2.0L of displacement but still have the nice RS ratio to turn the crap out of it.

 

from my knowledge i would say gsr bottom, ls crank and gsr head. The gsr bottom end is better than the ls it has oil squirters and a stock gridle..plus they are desgined to rev past 8, when a ls block is not

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by c1civic &raquo;</TD></TR><TR><TD CLASS="quote">from my knowledge i would say gsr bottom, ls crank and gsr head. The gsr bottom end is better than the ls it has oil squirters and a stock gridle..plus they are desgined to rev past 8, when a ls block is not</TD></TR></TABLE>

But you don't need oil squirters when you have forged pistons.

 

from what i understand the main reason you cant rev a LS engine is because of the valvetrain.. not bottom end... get ARP rod bolts if your going to rev high just to be safe

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Zakar &raquo;</TD></TR><TR><TD CLASS="quote">from what i understand the main reason you cant rev a LS engine is because of the valvetrain.. not bottom end... get ARP rod bolts if your going to rev high just to be safe</TD></TR></TABLE>

What about the RS ratio? at what rpm point does the piston start moving faster than sound?

Thats what I always thought why people didn't rev LS engines.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Zakar &raquo;</TD></TR><TR><TD CLASS="quote">from what i understand the main reason you cant rev a LS engine is because of the valvetrain.. not bottom end... get ARP rod bolts if your going to rev high just to be safe</TD></TR></TABLE>

Correct, what most people don't realize is A) Rod/Stroke ratio is a lot more insignificant than some other things they're overlooking when building a bottom end and B) A 1.54:1 vs. 1.58:1 rod/stroke ratio is a minute difference worth nothing.

An LS crank with good rods and pistons is going to rev just as high as a GSR motor, it's just that not everyone with a high RPM LS/VTEC posts on honda-tech FWIW, my street motor has a R/S ratio of 1.51:1 and it goes to 9500-9800 with regularity, no issues at all.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by b16sedan &raquo;</TD></TR><TR><TD CLASS="quote">

Correct, what most people don't realize is A) Rod/Stroke ratio is a lot more insignificant than some other things they're overlooking when building a bottom end and B) A 1.54:1 vs. 1.58:1 rod/stroke ratio is a minute difference worth nothing.

An LS crank with good rods and pistons is going to rev just as high as a GSR motor, it's just that not everyone with a high RPM LS/VTEC posts on honda-tech FWIW, my street motor has a R/S ratio of 1.51:1 and it goes to 9500-9800 with regularity, no issues at all.</TD></TR></TABLE>

Interesting. I didn't think the LS was so close.

What about the GSR crank in an LS block? Does that do anything, or does it just remove the oil squirters without having to plug them?

 

I have LS crank in GSR Block. I removed oil squirters cause I'm running forged interals.

I rev to 8000rpm every day, 10psi boosted. Soon to be 15psi.

Most will say the difference is pretty small between using the LS crank and GSR crank. I noticed tq delivery came up much faster on the dyno than the GSR crank.

 

Hrmm...any dyno plots?

are you using GSR, or LS sized rods?

 

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

Interesting. I didn't think the LS was so close.

What about the GSR crank in an LS block? Does that do anything, or does it just remove the oil squirters without having to plug them? </TD></TR></TABLE>

I don't think that would be worth while at all. You lose the oil squirters, and you need to tap for an external oil line. I would never chose the LS block over the GSR block, mainly because I'm lazy and for a VTEC head it's easier to just run the GSR block.

 

i think cash comes into play a lot of times when choosing the ls/vtec. We all know you can pick up ls' everywhere. Gsr is not as cheap/common.

 

Ls is great cant beat the price.You can find ls bottom ends for $100 all over.If your gonna rebuild it anyway its cheaper this way.Then if you need a vtec head $300-$500.Beats paying $1200-$1500 for a gsr.

 

or you can just run the b18a/b block and head. . . port the **** out of it, build it. . . and watch all those who have gsr/block heads squirm when you post up with the same rev limit and 100 ft/lbs more torque

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by DragSource &raquo;</TD></TR><TR><TD CLASS="quote">or you can just run the b18a/b block and head. . . port the **** out of it, build it. . . and watch all those who have gsr/block heads squirm when you post up with the same rev limit and 100 ft/lbs more torque</TD></TR></TABLE>

If you're going to get the same rev limit out of it the torque outputs are going to be very similar. You're going to need to run large cams and really hog out the head, which is the reason why the LS makes such good torque.