hi all,

i just purchased a ls crank to put in my type r motor, and my friend i bought it from said it never spun a bearing, it just needs to be micro polished. because of oxidation, the journals look like a light brown color is this ok?

after the micro polishing can i still use oem ls main and rod bearings? or would i have to use aftermarket ones?

i know i have to get ls rods for my combo as well, but is there anything else i need to do to the crank? the oil holes have been chamfered(i think thats how u spell it) as well, any thought and help would be appreciated

does anyone know of any good machine shops in Phoenix or surrounding areas?

 

"ls" crank in a ITR motor? hmmmm

 

yeah my type r crank spun the bearings on it about 3 damn times the 2 shops i was working with screwed up. after about 10k$ i decided if i want to do something right i have to do it myself.

so now the motor is in pieces, all i need are main and rod bearings. im going with a ls crank for the low end torque, and im going with overbore pistons 81.5 endyns rollerwaves 11.5 c/r.

im just trying to get the r alive like she should be

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by mehdiR &raquo;</TD></TR><TR><TD CLASS="quote">"ls" crank in a ITR motor? hmmmm

</TD></TR></TABLE>

yes....gives the itr alittle more displacement and more tq....NOT MUCH but alittle....basically an ls vtec.....but with a vtec block

you will use LS rod bearings and ITR MAINs.....(b16,b18,b20b&z) all share the same main bearings....

ROD BEARINGS ARE DIFFERENT for:
ls/b20
b16
itr/gsr

 

I have brand new ITR internals just sitting in my garage, crank, rods, pistons, oil pump, etc. Make me an offer and treat that r motor right.

 

pm'd

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Leopold Scotch &raquo;</TD></TR><TR><TD CLASS="quote">I have brand new ITR internals just sitting in my garage, crank, rods, pistons, oil pump, etc. Make me an offer and treat that r motor right.</TD></TR></TABLE>


so even after the micropolishing can i still use the oem main and rod bearings or do i have to use some aftermarket ones?

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

yes....gives the itr alittle more displacement and more tq....NOT MUCH but alittle....basically an ls vtec.....but with a vtec block

you will use LS rod bearings and ITR MAINs.....(b16,b18,b20b&z) all share the same main bearings....

ROD BEARINGS ARE DIFFERENT for:
ls/b20
b16
itr/gsr</TD></TR></TABLE>

 

how about the balance issue at high RPM's.
Make sure you get the crank balanced to 9K RPM.

 

anyone else?
i want to hear more about his

 

Why would he need to rebalance the crank?
Micropolishing doesnt take off enuff material to justify that IMO.

 

i have heard since the ls crank is only supposed to get up to 7k rpm it could spin a bearing, and from others i have heard the crank can get up to 8.5k rpm with no problems.

who is right?

 

ive seen many people spin those things well well well past 7k.
**** look at all the people runing LS Vtecs. Some are revving to almost 10k

 

I am actually doing this build as we speak. LS crank into an ITR block. I know chad has participated in some of threads I have researched as well.

Its basically an LSVTEC "dunrite!" ()

 

LS crank in my B18C5 also.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by chad &raquo;</TD></TR><TR><TD CLASS="quote">yes....gives the itr alittle more displacement and more tq....NOT MUCH but alittle....basically an ls vtec.....but with a vtec block</TD></TR></TABLE>

Hmmm....I did not know that. I really do learn something new everyday here on H-T

 

Ill add onto what chad said.

Peak numbers it may not give you much. But from Ive researched the new block will give you more area coverage. For instance, you will make your peak torque alot sooner than 7000+rpm.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by migs &raquo;</TD></TR><TR><TD CLASS="quote">Ill add onto what chad said.

Peak numbers it may not give you much. But from Ive researched the new block will give you more area coverage. For instance, you will make your peak torque alot sooner than 7000+rpm.</TD></TR></TABLE>

EXACTLY.....

it does not have ideal rod stroke ratio.....but......i think the added power under curve is where it is at!

 

Nothing wrong with using an LS crank. It does not have the factory counterweights like the ITR does, but that really does not come into play unless your spinning over 9000rpms, which in that case you can just as easily balance the LS crank.

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by typer2k1 &raquo;</TD></TR><TR><TD CLASS="quote">i have heard since the ls crank is only supposed to get up to 7k rpm it could spin a bearing, and from others i have heard the crank can get up to 8.5k rpm with no problems.</TD></TR></TABLE>

That information is false. The weak link in the LS rotating assembly are the rod bolts. If you upgrade the rod bolts via ARP units, I see no problems with making daily trips to 8500. Generally you wont spin a bearing unless there is a loss of oil pressure or improperly sized bearings, which has nothing to do with the size of the crank.

 

what about the oil squirters? for you guys that have done this, did you have problems with the squirters hitting? i know they can be bent out of the way but here recently i put together a similar motor and they just didn't want to clear.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by delacampos &raquo;</TD></TR><TR><TD CLASS="quote">i know they can be bent out of the way</TD></TR></TABLE>

 

sorry to bump old thread up but i would like to see some updates/feedbacks from typer2k1. keep this thread alive!!!

 

i would lilke to hear feedback as well too. bc i'm doing the same setup, and im woundering if its worth it or not bc i have both cranks (gsr and ls), just don't know which one to go with.

 

It's all about the stroke.

Of the top of my head...

ITR/GSR Crank = 87.2 stroke
LS Crank = 89 stroke

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by neo_ &raquo;</TD></TR><TR><TD CLASS="quote">It's all about the stroke.

Of the top of my head...

ITR/GSR Crank = 87.2 stroke
LS Crank = 89 stroke</TD></TR></TABLE>

Yep.

 

using the ls crank wouldn't make it any less reliable would it? I heard bc of the not as good rod length to stroke ratio of the ls crank in a b18c1 block it can cause more stress on the cylinder walls. Is this true?

 

I just did this conversion in my own B18C5 block. I used a micropolished LS crank, new LS rods, and new ITR pistons. Squirters could have been bent but tony1 suggested that I weld them shut. ~350 miles, still breaking it in. The power band is much nicer and more useable.