Yes of course I know that I could switch to a VTEC head and reach my goal a lot easier. However, this is my project car for the purpose of just having fun and I personally like the torque you get from the B18B due to having to ram a lot of boost down its throat to make your desired hp.

Will it be to much of a limiting factor?

Car will be running a Methanol injection setup and 93 octane.

 

with the right intake manifold, headwork, oversized valves and turbo cams you should make that number with the right ammount (lots) of boost.

and of course you better have the bottom end sleeved and built to handle that power. too

 

Very do-able with methanol. We were able to run 8 more pounds of boost on pump gas on a friends DSM by adding a progressive methanol kit.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Chip &raquo;</TD></TR><TR><TD CLASS="quote">Very do-able with methanol. We were able to run 8 more pounds of boost on pump gas on a friends DSM by adding a progressive methanol kit.</TD></TR></TABLE>
So Theoretically this is not on pump gas. Achieving 450 on pump is probably one of the biggest risks you are going to take on that motor.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by lonnieboost &raquo;</TD></TR><TR><TD CLASS="quote">
So Theoretically this is not on pump gas. Achieving 450 on pump is probably one of the biggest risks you are going to take on that motor.</TD></TR></TABLE>

Theoretically, no. But you get all the advantages of pump gas (cheaper, very readily available) with the advantages of race gas (high octane) plus the benefit of greatly reduced charge temps. The eclipse we ran this on is running a 2.3L stroker with a T66 P-trim, when we're spraying methanol the charge temps are actually below ambient at 27 pounds of boost.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by non-VTEC &raquo;</TD></TR><TR><TD CLASS="quote">with the right intake manifold, headwork, oversized valves and turbo cams you should make that number with the right ammount (lots) of boost.

and of course you better have the bottom end sleeved and built to handle that power. too</TD></TR></TABLE>

Yes the bottom end will be properly built of course.

 

Anythings possible, However i think that LS head is going to need some port work done to it to get that kinda power out of it..

 

It sounds like you'll be spending a pretty good amount of coin beefing up the bottom end, so why not vtec?

Like somebody mentioned, a P&P might be in order for a LS head to hit that kind of power. The cost of P&P'ing a LS head approaches that of buying a vtec head.

I personally have a LS and the torque benefits are really blown out of proportion. You'd get much more torque going to 2.0 liters when buidling the motor than with the r/s ratio and tiny displacement advantage of the LS.

A vtec motor beats a LS in pretty much every aspect except cost. To spend all that money building up the motor and not take advantage of vtec just seems odd. I guess some people just like the challenge.

 

complete vtec head is usually around 500-600.
vtec ecu is around 150
GE kit is around 250.

So around 900-1000 to go vtec...

PP head 350
springs/retainers 300
cams 300

950-1050 to go with LS

Personally at that point I would rather stay with an LS head mainly b/c you know you wont have problems with any kind of oil leaks or problems. Plus you dont have to deal with vtec when tuning...