Good day people! I'm pondering a big question about engine swap into my 88 CRX. Is the LS/VTEC or the GSR Swap better? I'm plannig on buying my engine from JHPUSA.com. They sell the JDM B16A 92-93 SIR1 V2 Engine Swap for $1540. They also sell the JDM B20 Longblock for $730. That's a total of $2270. With HASport mounts, HASport, linkage, Stage 1 axles, rywire.com OBD-0 to OBD-1 conversion harnesses, Golden Eagle LS/VTEC Kit, throttle cable, radiator hoses, engine brackets and the small stuff it adds up to about $3300 (I already have the rywire.com conversion items). That's what the average man expect to spend on a low end GSR swap before getting the the stuff you need!


LS/VTEC
170hp from the B16 Head + 127 ft/lbs torque from B18 Block


OR

CRV/VTEC
170hp from the B16 Head + 133 ft/lbs torque from B20 Block


OR

B18C GSR
170HP from the GSR Head + 128 ft/lbs torque from the GSR Block


I would think that the LS/VTEC or CRV/VTEC would be the best choice, yes?
Granted I know that B20 sleeves are built so much for boost. The B18/B20 are easier to install too. Parts are cheaper. You still have money left over! How could you go wrong! And after spending less money to do a non-GSR swap, you still have a good B16 Block and a good B18 or B20 Head you can sell for money, give away, keep later, eat, whatever! Make your decision, may the force be with you!

- Marcus Thomas
1988 Honda CRX Si
1989 Honda CRX Dx (POS)
Shreveport, LA


Modified by knwldge54 at 10:58 PM 5/29/2005

 

where's the "stick with a b16" option. personally, i like revving the snot out of my engine (and still getting 30 mpg when i want to). i don't trust the low R/S ratio of the LS/CR/VTEC bastardizations. if you really don't think 1.6 liters are enough, then i'd recommend the b18c1 for reliability's sake. of course, all the LS/VTEC and CR/VTEC owners on here will tell you that their motors are just as reliable if built properly, and they're probably right since none of us can probably go 50k+ miles without getting an itch to rip apart everything and rebuild it. but still, i wouldn't feel safe taking an LS/VTEC to 10k rpms all day long.

 

go for the most torque

 

For brute power, LS/VTEC and CRVTEC take top prize (especially CRVTEC, that extra displacement really helps). The LS and CRV setups will also make more torque than the GSR due to stroke. BUT, the GSR is already setup for 8000 rpm, whereas the other two need work to rev that high.

My choice: LS/VTEC, but if I had the money I would have done a CRVTEC.

 

Why would you settle for a B16? Why are you "revving the snot" out of your engine? The B16 has enough torque beat well, maybe another crx with a plain B16. 111 lbs/tq isn't good enough. Period. Also, if your revving your motor that high (and don't drive a Skyline), your just asking for it.

- Marcus Thomas
1988 Honda CRX Si
1989 Honda CRX Dx (POS)
Shreveport, LA

 

Oh yeah, one more thing. The reason the LS/VTEC swap's picture is bigger isn't because I voted for it. It's because it's a damn good picture. Just in case any of you get suspicious!

- Marcus Thomas
1988 Honda CRX Si
1989 Honda CRX Dx (POS)
Shreveport, LA

 

I voted B18C1, yes it costs a little more, but why not? The B18C block was designed for high revving, thus the best rod/stroke ratio out of all the engines you mentioned. The LS and B20 were designed for brute power, but not too high of a rev limit. I say stick with the C1. The GSR head is very close to the b16 head, if not the same. I see the GSR engine as a 1.8 liter B16 engine. Thats IMO. So, I voted B18C1.

 

I vote for my engine!! LOL. (ya, thats my eng. bay allright)

Its really 180 HP... and 127 TQ (stock, because its jdm yo)
Ryan

PS, Dyno'd @ 178whp/130tq

 

i voted ls/vtec, cause that's what i'm doing....
b18a1 block, rods and crank, c1 pistons and a b16 head....

 

B18C, no question.

Plus, if you put some work into such as cams, high compression piston, etc. it will have power equal to or better than ITRs.

 

depends on what you want/expect out of the engine

 

crvtec!

 

1. knwldge54 you have a ******* sig for a reason, use it.

2. Your Skyline comment is just plain stupid.. Steronz knows what the hell he is talking about, hear him out.

 

Hey you know what? That's what! It's just the man's opinion and I just gave mine. Those are things I hope to hear in a thread list this. I want to know why people spend an extra 1 to 2 grand on a GSR. I don't think my skyline joke was stupid. It's just the truth ("The truth is an offense, but not a sin!) And why are you hate-ing on my signature? Just let it be. I didn't see any signature on your reply and not up your *** about it.


- Marcus Thomas
1988 Honda CRX Si
1989 Honda CRX Dx (POS)
Shreveport, LA

 

i got a b16 in my ef and i love it...the only thing i dont like about it is all the power is up top...i want to go CRVTEC....not too say i dont love revin over 9k but the LS/VTEC and the CRVTEC have much better powerbands throughout the entire rpm range than does the b16...what is it 19 lb/ft more torque stock than the b16...ive driven an ef hatch with a CRVTEC in it that was not as built as my b16 and i loved it...perfect for a guy my size...definetely gonna be my next step in building my hatch

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Mach69 &raquo;</TD></TR><TR><TD CLASS="quote">I voted B18C1, yes it costs a little more, but why not? The B18C block was designed for high revving, thus the best rod/stroke ratio out of all the engines you mentioned. </TD></TR></TABLE>

Your wrong the best R/S Ratio comes from the B16A at 1.74:1

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by I3ackfire &raquo;</TD></TR><TR><TD CLASS="quote">Your wrong the best R/S Ratio comes from the B16A at 1.74:1</TD></TR></TABLE>
he said from the motors that were mentioned...

 

the b16 wasnt one of the choices. the choices were gsr, ls/vtec, cr/vtec. so he is correct.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Mach69 &raquo;</TD></TR><TR><TD CLASS="quote"> The LS and B20 were designed for brute power, but not too high of a rev limit. </TD></TR></TABLE>

You can rev a b20vtec or an lsvtec to 8,000 and have no problems at all

As long as you get them tune they will last

I would suggest a b20vtec, bump the compression, get new rods, new pistons and new rod bolts and your set. I have seen people make around 220hp with close to similar setups.

 

I personally would prefer an engine that was built to have vtec reliably from the factory, just my 2 cents though.

 

B18c1, since its gonna last longer and i have seen very few ls/vtec or Crvtec's that last that long using all stock parts.
If you do chose to one of those, at the very least put in rods/pistons.... but that will knock the price up alot.
Maybe i am biased ...since i have a built gsr in mine... but i just go from my personal experience.
But please do the abve if you build one of other two and get it tuned!
Also if you just do the conversion and nothing else it wont make much power.

 

b20vtec!!

Yesterday at the track a 92 hatch with slicks (street trim) with a bone stock B20Vtec was running 12.6's!!

IT was so intesnse and he was spinning it to atleast 8500rpm

 

Wow. This is an everyday none ending battle. Its preference if you use after market parts they will all be fast. case closed.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by HamiltonRex &raquo;</TD></TR><TR><TD CLASS="quote">b20vtec!!

Yesterday at the track a 92 hatch with slicks (street trim) with a bone stock B20Vtec was running 12.6's!
</TD></TR></TABLE>

non gutted,stock,in an eg running 12.6...i think ur off by about a second

 

i agree