Reverse LS-VTEC / B16 NO-TEC Technical Discussion, B16 Block LS Head
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From: Hiboosta, IL, USA
Reverse LS-VTEC / B16 NO-TEC Technical Discussion, B16 Block LS Head
Before we start I know this is not an optimal choice for any performance seeker.
I recently purchased an EK hatchback that is auto and has a D16Y7 in it. I want to do a manual swap on it and get it to B-Series so it can take all my hand-me-down parts from my CRX's past turbo setups. I'm currently fully building my CRX (B18C AEBS Sleeved 84mm, Arias 9.2:1 pistons, Crower billet rods) so I'm going to have an extra B16A block. I also have an LS head from a past LSVtec setup that I built. I have a full B-Series turbo kit from my past setups that I've ran on the CRX.
I know that this setup is not going to have any benefits to it but it will put me at a B-Series platfom and I'm willing to bet it will make more HP than the current D16. Now couple that with the fact that I'm going to throw my old turbo setup on it and I wouldn't be suprised if I end up with a free 200hp daily driver.
I've read one other thread on this topic but everyone was trying to convince the guy not to do it. There was one good point made in the thread though, since a b16 head goes on an LS but needs additional oil line, the LS head should go on the B16 and need nothing.
One concern I have with that thought is that I know the b16 requires an extra oil port that gives more oil during vtec engagment. Does anyone know which oil orifice this is and what will happen if the LS Head is on top of that port?
Has anyone actually tried this out and what do you think I should rev it to. It's normally determined by the head but the b16 bottom end is more balanced than the LS would have been.
Flame away but I have it and it'd be a free, new, turbo engine.
I recently purchased an EK hatchback that is auto and has a D16Y7 in it. I want to do a manual swap on it and get it to B-Series so it can take all my hand-me-down parts from my CRX's past turbo setups. I'm currently fully building my CRX (B18C AEBS Sleeved 84mm, Arias 9.2:1 pistons, Crower billet rods) so I'm going to have an extra B16A block. I also have an LS head from a past LSVtec setup that I built. I have a full B-Series turbo kit from my past setups that I've ran on the CRX.
I know that this setup is not going to have any benefits to it but it will put me at a B-Series platfom and I'm willing to bet it will make more HP than the current D16. Now couple that with the fact that I'm going to throw my old turbo setup on it and I wouldn't be suprised if I end up with a free 200hp daily driver.
I've read one other thread on this topic but everyone was trying to convince the guy not to do it. There was one good point made in the thread though, since a b16 head goes on an LS but needs additional oil line, the LS head should go on the B16 and need nothing.
One concern I have with that thought is that I know the b16 requires an extra oil port that gives more oil during vtec engagment. Does anyone know which oil orifice this is and what will happen if the LS Head is on top of that port?
Has anyone actually tried this out and what do you think I should rev it to. It's normally determined by the head but the b16 bottom end is more balanced than the LS would have been.
Flame away but I have it and it'd be a free, new, turbo engine.
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ScottEK
Hybrid / Engine Swaps
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Feb 8, 2005 04:48 AM
