I whant to know what would be better a built ls or a ls/vtec? i will name the parts that i would include in each set-up.im looking to get 200whp at least out of either set-up.

ls non-vtec

pnp head with a .10 mill
crower 404
crower springs and retrainers
toda adj. cam gears
70 mm tb
pnp im porting runners aswell
inline pro fuel rail and fpr
rc injectors 3??
oem head gasket and take out the middle layer
arp head bolts
.25 ctr pistons with oem rings everything new
eagle rods
stock crank
oem bearings
P28 ecu with hondata

ls/vtec

b16a pnp head maybe mill .10
ctr cams
toda adj. cam gears
itr springs and retrainers
oem head gasket
ctr .25 pistons with rings everything new
eagle rods
stock crank
70 mm tb
pnp im porting runners aswell
rc injectors 3??
inline pro fuel rail with fpr

i whant to see what yall guys think would be better. also if anyone has the same set-up or a similar set-up please let me know.thanx

 

I would go lsvtec. I have done 200 whp and it is easier on a lsvtec than a straight ls and the idle is better on a lsvtec

 

Yeah the LS/Vtec would be a better motor. Better midrange, better idle and a better flowing head.

The LS can make some good power, but LS/Vtec is becoming easier these days.

 

lsvtec

 

My allmotor B20 nonvtec just run 12.3 @ 108 in a street driven 91 CRX SI.
Idles like a V8 sounds bad ***. But to make 200hp is not ease. I beleave that I'm one of the only one who has.

 

lsvtec

 

hard choice but i would go with ls/vtec

 

thanx for the advices.but like nonvtecallmotor said hes probably the only one who made it to the 200whp nonvtec so i would whant to try the same. i think i might stick to the non-vtec to see what i can do and also i already have some crower 404 cams and a pnp ls head and a nice custom header so im keep building it and if i dont like the results then i might go ls-vtec.but thanx again yall i just whanted to see some opinions.

 

bets on you going vtec.

 

i think its kinda like turbo, most people do it eventually if they stay in the sport

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by JL &raquo;</TD></TR><TR><TD CLASS="quote">bets on you going vtec. </TD></TR></TABLE>

i think so..

 

nope im staying non-vtec ill have some pics once i start on building my motor.

 

no vtec for u then

 

bets on going vtec after you're finished

 

bookee, put me down for $50

 

I prolly will never go vtec with that car. I like running my nonvtec car just to prove that you dont need vtec to go fast.

 

go non vtec, i'm going the same route too

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by nonvtecallmotor &raquo;</TD></TR><TR><TD CLASS="quote">I prolly will never go vtec with that car. I like running my nonvtec car just to prove that you dont need vtec to go fast.</TD></TR></TABLE>


just wondering, how much money have you got into that non vtec motor to have made 200 hp, thats quite amazing to me.......and alot of people know you dont need vtec to go fast, thats what forced induction is for, hha.......

 

Its all about drivability. Do you want to be able to drive around town with out boggin' around? Or do you want top end power. SAME with turbo, its all about drivability. Both motors can make about the same NA hp; a given being that the p75 head would need some flow work done, but a 13 mm lift cam is a 13 mm lift cam in any motor. MAX hp, stay LS and you'll put LOTS of cash into it; go vtec, you'll still puts LOTS of cash into it. Oh yeah, its all about drivability. Ls valve train weighs less, too.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by nathan atwell &raquo;</TD></TR><TR><TD CLASS="quote">Its all about drivability. Do you want to be able to drive around town with out boggin' around? Or do you want top end power. SAME with turbo, its all about drivability. Both motors can make about the same NA hp; a given being that the p75 head would need some flow work done, but a 13 mm lift cam is a 13 mm lift cam in any motor. MAX hp, stay LS and you'll put LOTS of cash into it; go vtec, you'll still puts LOTS of cash into it. Oh yeah, its all about drivability. Ls valve train weighs less, too.</TD></TR></TABLE>

wtf are you talking about? VTEC ALLOWS MORE A/F INTO THE MOTOR... THUS CREATING MORE POWER! c'mon kid... think

and who gives a **** about lighter valvesprings when your lsblock cant rev past 7500?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by dcb16 &raquo;</TD></TR><TR><TD CLASS="quote">

wtf are you talking about? VTEC ALLOWS MORE A/F INTO THE MOTOR... THUS CREATING MORE POWER! c'mon kid... think

and who gives a **** about lighter valvesprings when your lsblock cant rev past 7500?</TD></TR></TABLE>


Listen very carefully... You obviously don't know what the hell YOU'RE talking about.

Vtec allows more A/f into the motor? what the hell does that mean. If you have two heads: one vtec and the other PnP'd non-vtec, and they both flow the same then they will flow the SAME. And 13 mm of lift is 13 mm of lift, no matter what head they're in, DICK. I said lighter valve train meaning EVERYTHING, cams, springs and rockers. If you don't think a lighter valve train is ESSENTIAL for high rpm operation, you should go read some thing about HIGH RPM OPERATION. Balancing a crank and adding forged rods is the only thing needed to allow an LS block to rev as high or higher then vtec counterparts. And I have taken my b18 and b20 vtecs to 8500 rpm WITHOUT balancing or forded rods. NO PROBLEMS after 20k. C'mon think...KID. How redundant am I being.

 

can you say dominated?

 

I have less in it then most of you with vtec motors. I've run a few nonvtec set ups.

Current set up
B20 stock bore
Crower rods
13.1 pistons
B20 head ported
Rev .20 over stainless steel valves
Rev springs and retainers
Crower 405 cams
Header Tech header
Type - R intake mani. Mod. to fit the nonvtec head
Type - R T-body
Lightweigh flywheel
The cars been the beat of a 12.31 @ 109.97 1.63 60' and gets better every time I race it. (New motor still tuning)

Old set up
b20 stock bore
Stock rods
12.5 pistons
93 LS mild ported head
Crower springs and retainers
Rev .20 over SS valves
Crane #20 cams
DC sport Type-R header
TWM ITB's
lightweigh flywheel
The car ran 12.48 @ 107.05 1.65 60'

PS the car is a 91 CRX SI STREET DRIVEN. Interior from the 2 front seats forward.

 

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


Listen very carefully... You obviously don't know what the hell YOU'RE talking about.

Vtec allows more A/f into the motor? what the hell does that mean. If you have two heads: one vtec and the other PnP'd non-vtec, and they both flow the same then they will flow the SAME. And 13 mm of lift is 13 mm of lift, no matter what head they're in, DICK. I said lighter valve train meaning EVERYTHING, cams, springs and rockers. If you don't think a lighter valve train is ESSENTIAL for high rpm operation, you should go read some thing about HIGH RPM OPERATION. Balancing a crank and adding forged rods is the only thing needed to allow an LS block to rev as high or higher then vtec counterparts. And I have taken my b18 and b20 vtecs to 8500 rpm WITHOUT balancing or forded rods. NO PROBLEMS after 20k. C'mon think...KID. How redundant am I being.</TD></TR></TABLE>

yes... vtec allows the bigger lobes to allow more air/fuel into the combustion chamber... (duh?) and no ****, a light valvetrain is better. but if you lower end cant hand the high rpms... who gives a ****. like i previously stated... and it doesnt matter how you build your bottom end... it still has a poor rod/stroke ratio. you cant rev it like you could a vtec block... so how about you go do some research, then talk to me...


and tay teg... stfu newb

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by dcb16 &raquo;</TD></TR><TR><TD CLASS="quote">

yes... vtec allows the bigger lobes to allow more air/fuel into the combustion chamber... (duh?) and no ****, a light valvetrain is better. but if you lower end cant hand the high rpms... who gives a ****. like i previously stated... and it doesnt matter how you build your bottom end... it still has a poor rod/stroke ratio. you cant rev it like you could a vtec block... so how about you go do some research, then talk to me...


and tay teg... stfu newb</TD></TR></TABLE>


OMFG...LOL. You are a F@#$ing moron. Do you know why vtec cams have two different lobes? One is for low rpm operation for "drivability and the other is for high rpm operation for more top end. If the high lobe on the vtec cam is 13mm, and a non-vtec cam is also 13mm, what is the difference in MAX lift? And that rod ratio from the crank/rod is what gives the NON-vtec block more torque then the rest of the B series engine fam...and yes you can rev the hell out of the LS crank w/ proper treatment.

You're a moron. "Go do some research and blah blah blah," dude.... I've got SEVEN YEARS of building MY OWN motors and it goes WAY beyond that just helping others. Your 18 years old, what the **** have you built? Why don't we compare dyno charts, BIT@$.