how long do these engines last you guys when running such high hp/boost? this is my main concern when it comes to boosting my LS-EK. reliability is a big issue for me. thanks for the 411

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by llxzxll &raquo;</TD></TR><TR><TD CLASS="quote">how long do these engines last you guys when running such high hp/boost? this is my main concern when it comes to boosting my LS-EK. reliability is a big issue for me. thanks for the 411</TD></TR></TABLE>

Tuning is the key. You can tune it aggressively for max power or conservatively and still boost the **** outta the mota. Just gotta worry about other **** breaking or bolts coming falling out . LS motors can definately take a beating so far from my experience. (knock on wood)

 

Looking at your dyo chart, it looks like your torque seems to stabilize and stay flat. Here's my graph last winter:



If you can't see the numbers its 306/267. You can see how my torque seems to fall off after it peaks. Are you running stock cams? I'm curious if the skunk manifold keeps your torque from falling off. If so I might have to invest.

 

I know the owner and Boosted Hybrid are on here. I'm not the owner. I just thought I would post this up for the LS owners. I was impressed.



* Stock LS bottom end
* Ported and polished cylinder head
* Crower valves/springs/retainers
* Crower 62402T-2 camshafts
* Spark Racing exhaust manifold
* T3/T04E 60 trim compressor wheel .63A/R turbine T31 blade @ 8.5lbs
* 2.5" downpipe
* 2.5" KTeller exhaust
* Tyrus intercooler
* Custom IC piping
* RC 550cc injectors
* Hondata s100b

This was on a DynaPack.

 

thats what i want to do to my ls but it will be a 2.0 liter

 

A bit off topic, but I've been talking to Jeff about really pushing the limits of the LS to see what it can do on pump gas. Running 16 psi, 17 degrees total advance on 93, my car made 306/267. This setup has lasted through months and months of track abuse not to mention the occasional highway flogging. Once I finish up my other car, I'm going to experiment with more boost. Jeff tells me he thinks I'm at the limit on pump gas. It has to do with the brake specific fuel consumption of the engine. I'm curious what it would make at say, 20 psi. Does anyone think any more power is attainable? This is all for the quest to crack 11's on BFG's, pump gas, stock block and full exhaust/interior, before I build another engine for the car.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 98B00STED &raquo;</TD></TR><TR><TD CLASS="quote">

unfortunately i live in the middle of nowhere in MN and never ever dyno'ed. it was set at 7 psi with stock internals but my car is sitting on jack stand and im about to install 9:1 CP pistons with eagle rods. then i will bump up the boost and see how well it spools.
tdo5h was slow at upper rpm but unless u get like a tiny *** 14b or something turbos keep making HP anywhere in the rpm range, just how efficient...depends on the trims</TD></TR></TABLE>

You're telling me that there's not a single dyno facility near Brainerd International Raceway? There's PLENTY of domestics rolling around there.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by highmilehatch &raquo;</TD></TR><TR><TD CLASS="quote">Looking at your dyo chart, it looks like your torque seems to stabilize and stay flat. Here's my graph last winter:



If you can't see the numbers its 306/267. You can see how my torque seems to fall off after it peaks. Are you running stock cams? I'm curious if the skunk manifold keeps your torque from falling off. If so I might have to invest. </TD></TR></TABLE>


ya that was with stock cams and a skunk manifold with a .48a/r turbine housing!

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 0x64 &raquo;</TD></TR><TR><TD CLASS="quote">I know the owner and Boosted Hybrid are on here. I'm not the owner. I just thought I would post this up for the LS owners. I was impressed.



* Stock LS bottom end
* Ported and polished cylinder head
* Crower valves/springs/retainers
* Crower 62402T-2 camshafts
* Spark Racing exhaust manifold
* T3/T04E 60 trim compressor wheel .63A/R turbine T31 blade @ 8.5lbs
* 2.5" downpipe
* 2.5" KTeller exhaust
* Tyrus intercooler
* Custom IC piping
* RC 550cc injectors
* Hondata s100b

This was on a DynaPack.</TD></TR></TABLE>

****, if I knew an LS could make taht much HP just by pp and cams I would of done that. Everyone I talked to said pp and cams wont do much bc non vtec heads dont flow. Wish I had seen dyno graphs of this LS before getting a b16 head

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 0x64 &raquo;</TD></TR><TR><TD CLASS="quote">I know the owner and Boosted Hybrid are on here. I'm not the owner. I just thought I would post this up for the LS owners. I was impressed.



* Stock LS bottom end
* Ported and polished cylinder head
* Crower valves/springs/retainers
* Crower 62402T-2 camshafts
* Spark Racing exhaust manifold
* T3/T04E 60 trim compressor wheel .63A/R turbine T31 blade @ 8.5lbs
* 2.5" downpipe
* 2.5" KTeller exhaust
* Tyrus intercooler
* Custom IC piping
* RC 550cc injectors
* Hondata s100b

This was on a DynaPack.</TD></TR></TABLE>

see those 402t crower cams don't seem to hold the torque up top. I got the crower
404's lets see how they do when i finish the motor.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Mr.DC2TurBo &raquo;</TD></TR><TR><TD CLASS="quote">****, if I knew an LS could make taht much HP just by pp and cams I would of done that. Everyone I talked to said pp and cams wont do much bc non vtec heads dont flow. Wish I had seen dyno graphs of this LS before getting a b16 head </TD></TR></TABLE>

Now everyone knows!

 

Thats the two biggest differences between Ls heads and vtec heads. I'm going to get some crower 403 turbo cams and a full pnp. From the people I know who've done those mods to an Ls you won't even care if its vtec or not.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by highmilehatch &raquo;</TD></TR><TR><TD CLASS="quote">A bit off topic, but I've been talking to Jeff about really pushing the limits of the LS to see what it can do on pump gas. Running 16 psi, 17 degrees total advance on 93, my car made 306/267. This setup has lasted through months and months of track abuse not to mention the occasional highway flogging. Once I finish up my other car, I'm going to experiment with more boost. Jeff tells me he thinks I'm at the limit on pump gas. It has to do with the brake specific fuel consumption of the engine. I'm curious what it would make at say, 20 psi. Does anyone think any more power is attainable? This is all for the quest to crack 11's on BFG's, pump gas, stock block and full exhaust/interior, before I build another engine for the car. </TD></TR></TABLE>
i don't think your at the full potential of the LS motor. i made 323hp 270tq @12.5psi and recently 329hp 286tq @12.5psi with a slipping clutch. once i get that swapped out .. i'm looking for 340hp 300tq @14-15psi .... all on stock internals!

 

B18bEk, you need to change your sig

 

to what?

 

This was my previous setup [ Turbonetics T3/T4e, RevHard Manifold, Turbonetics Deltagate wastegate, Hondata S200b, ....] Dyno'd (w/ air leaks in IC piping) @ Turbo Tune (Greensboro,NC)

 

Did I read the dyno graph right? 19 lbs?

 

typing error...sorry...
it was supposed to be 14psi

 

Untuned? Those numbers seem kinda low to me.

 

What are the major differences between the B18A & B18B engines?

And most importantly, how does this affect the engines potential when boosted?

I have heard that the IM is the only difference for the 12 HP increase on the B18B...but are there any others? Is this really the only difference?

 

Besides the factory power numbers and that b18a's are obd0 while b18b are obd1 and obd2. Absolutely nothing. Both are 1834cc stock. Since the b18a are cheaper I might buy 2 of them so I can have the one built while the 2nd one is used to get me from point A to point B.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by ekhatch00 &raquo;</TD></TR><TR><TD CLASS="quote">Besides the factory power numbers and that b18a's are obd0 while b18b are obd1 and obd2. Absolutely nothing. Both are 1834cc stock. Since the b18a are cheaper I might buy 2 of them so I can have the one built while the 2nd one is used to get me from point A to point B. </TD></TR></TABLE>

not true...

90-91 B18a = ODB0
92-93 B18a = ODB1

94-95 B18b = ODB1
96-01 B18b = ODB2

90-91 B18a's have a different head/cam design than the 92+ B18a/b's resulting in fewer hp and tq

90-91 B18a 130hp@6000/121tq@5000
92-01 B18b 140hp@6300/126tq@5000

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by ekhatch00 &raquo;</TD></TR><TR><TD CLASS="quote">Besides the factory power numbers and that b18a's are obd0 while b18b are obd1 and obd2. Absolutely nothing. Both are 1834cc stock. Since the b18a are cheaper I might buy 2 of them so I can have the one built while the 2nd one is used to get me from point A to point B. </TD></TR></TABLE>

Hell, I picked up a B18a longblock for $150 from my local junkyard.

 

i sold both of my spare b18b motors for $200 each...sold a b18a short block for $150.

 

So then upgrading to the Crower turbo cams and getting a Skunk2 or JG intake mani would be good upgraded for the b18a?

Anything in particular about the actual head design that would affect this making someone want to actually upgrade to a b18b head?

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

not true...

90-91 B18a = ODB0
92-93 B18a = ODB1

94-95 B18b = ODB1
96-01 B18b = ODB2

90-91 B18a's have a different head/cam design than the 92+ B18a/b's resulting in fewer hp and tq

90-91 B18a 130hp@6000/121tq@5000
92-01 B18b 140hp@6300/126tq@5000</TD></TR></TABLE>