That motor was benson sleeved and just used off the shelf pauter rods and cp pistons. I revved the engine to 9300rpm everyday with no problems. Mine had some port work done to it, reshaped chambers, 1mm oversized valves, stock GSR cams victor x intake manifold. It uses an off the shelf garrett gt3076r with a t3 .82 a/r hot side. Even a stock cylinder head flows well beyond 8000rpm.

 

yea, piston speeds have never really seemed to matter with honda motors.... Its all in the head for the most part.

 

My drag motor was an 83mm GSR. At the track, the further I revved it, the higher it trapped. Last pass I was shifting at 11k, trapped the fastest it had ever gone. They love to rev

 

Funny how this discussion turned into one that describes "stroke", compression, yada yada, but clearly, it was about non-VTEC and VTEC.

LS non-VTEC B18B with the much lower flowing LS head is never going to make "**** loads" more torque as described by some people here, over a GSR or ITR. Regardless of the very slight increase of stroke and displacement.

We are not talking about LS/VTEC, or B20 VTEC with LS crank, or some mad stroker setup sent from heaven with LS-something. LS-VTEC is LS-VTEC, not an LS!. This is actually quite funny because everybody seems to agree that an LS/VTEC makes better torque. Well, but doesn't an LS/VTEC have VTEC? Haha...


Does an LS make more torque? Nope. It needs to be an LS/VTEC. Then what this means, is that VTEC actually makes more torque.

This is the complete opposite of what W!d3b0dYr3X was saying...ROFL


Sorry, I had to include this:

[QUOTE=W!d3b0dYr3X;44902636]Nothin bad about vtec but they generally don't put down as much torque. Vtec= virtually torqueless economy cars

 

Didn't you know the GSR and type R were the economy models, and the LS was the race car torque monster?