this thread made me built my ls/v

 

i built my b20 crv block with b16b head . thx to the guide , i used it when my mechanic have issues with part compatibility and torqueing figures

anyway , i am comtemplating to change my current crower stage2 cams to either

brian crower 3
sk2 pro3
buddy club 4 or 5

running on c.r 14 and 84.5mm pistons

i am leaning more to brian due to cost. but would like to hear 1st hand experience from your guys.

p.s they are all great cams!

rock on, bambam and the rest of the members !

 

great!

 

very helpful to me! thanks!

 

I dont exactly feel like looking through all 70 pages. But has anyone ran ls block,ls rods and crank,ctr pistons,gsr head shaved .0010 and aftermarket cams safely without any tapping of the quench pads?


My exact setup will consist of ls block with ctr pistons and arp rod bolts. simple bottom end. Gsr head with BLOX HSL cams shaved 10 thousandths with supporting bolt ons and valve train.

 

ctr pistons are ****, dont use them.
use p30's.

 

What makes them ****? They are identical to p30 other than the dome and height.

 

Your so outta your ball park its unreal.
They aren't in anyway identical to p30's. P30's are used as a good solution to people wanna bump the compression up, and have a good flame and piston weight

CTR pistons are called slugs for a reason. They are the heaviest piston for b series.. and the dome is entirely too fat and big, it spreads the flame too thin and doesn't allow for the correct combustion process.. other pistons come to a point, you'll notice on ctr's at the top of the dome is almost flat for 3/8ths of a inch which spreads the flame too thin..


ctrs are ****en garbage. They belong in nothing but a b16.

 

sorry but all pistons are called slugs its a common term used by engine builders. i ran ctr pistons in my lsvtec for years with no problems and my boy had the p30s in his car and trust me when i say mine made way more power then his and lasted just as long. as the jaredvabeach said they are the same as the p30 pistons expert the dome they are slightly heaver because the dome is bigger but made the same way just like a p30 pistons. ctr pistons are far from garbage. take the bashing somewhere other then ht there is no need for it here we are all here to help each other no need to bash especially with bad info

 

oh ok, so my info is bad i got it..

so there's no reason why the combustion process is effected by the ctr piston correct?

it doesn't spread the flame too thin? and far apart?

my bad bro.. because it works for you, doesn't mean its correct..
i'm not bashing and I dont have bad info.

take your "it works for me so its right attitude" somewhere else.

I'll clear up some other misinformed information too.. CTR pistons no matter what you have, with a gsr head, you run into p2v clearence issuse with being able to only run a limited gap of 2-3 degrees retarded or advanced w/o having problems. There's been many cases where the ctr pistons "tap" the chambers of a gsr head.. even with a 3layer HG..
p30's provide a good compression relation they are trying to get with ctrs and allow for good clearences..
You can say you ran ctr pistons all you want.. it doesn't mean its right.
btw i've never called a piston a slug.. except the ctr's because they are so big and heavy..

not to mention.. on a longer stroke these pistons put more pressure on parts.


btw nice Headgasket, made my b20vtec life easier.

 

yeah i been doing this for well over 10 years starting at place racing back in the day and moving to golden eagle so i do know what I'm talking about from years of experience. yes it spreads the flame just like all high comp pistons so are you going to tell me that a flat top piston witch has the best flame travel will make more power then a max compression piston? if so you better go tell all the all motor guys there doing it wrong. my info is fact was proven on a dyno if i still had the sheets i would post them for you to see but every motor i have ever seen using the ctr piston makes way more power then using the p30 pistons. i will however agree that ctrs in a lsvtec are a little high compression for Daily driven car and if not going to get it properly tuned then you should run the itr pistons but with proper build and tune you should be fine

 

i can agree i guess...long as u see my standard of where i am coming from.

 

i do

 

Back on topic.

Even if I were to have a 3 layer gasket, there would not be enough clearance to run higher and longer lift duration cams?

 

the fact that u hav to create an end all/ultimate thread on how to build a "RELIABLE" LS VTEC should be an indication that it is forsaken.

 

pretty much step for step how to build lol

 

dude, thanks for this very comprehensive instructions. i have been looking such an article and i found it here. i will try this on my dad's and will follow instructions. anyone who has followed instructions?

 

For my Ls Vtec i'm about to drop,

I have a LS block with some P30 pistons (11.6cr), and I want to run a high compression gasket (+.4cr) with BUDDY CLUB 4 camshafts.

Should I run the high comp gasket, or go with the one from the Golden Eagle LSvtec kit ?

Will there be a higher chance of valve / piston contact with the HIGH COMP gasket?

Thanks for your help
B

 

Umm... duh.
Taking material away from the gasket obviously causes the head and block surfaces to be that much closer together.
The spec4's don't have an extremely large lift (12.3mm int, 11.8mm exh), so I would guess, and mind you it's only a guess, that you should be ok with V/P clearance. What is the actual thickness of the gasket?

And of course to be sure, you can always time your motor before installing it, and rotate everything with vtec engaged to make sure you don't hit....

 

yeah its is the best LS-vtec write up ever thanks i would need this

 

question. what hp numbers did u get outa that build??

 

great info...thanks

 

anybody know where to get a 96-98 manual crv transmission

 

how much whp did it make

 

This thread helped me a lot with my b20v build, thnx