i have a ls block and i want turbo but i cant decide if i should stay with a ls head or use a b16 and have vtec??

 

Either or. There's plenty of people making ridiculous horsepower on either head.

the b16 has a better looking flowchart, but with 300whp an LS head will be plenty fast too.

6 of one, half dozen of the other.

 

If your going turbo save the money that you would pay for the b16 head and conversion kit an buy some pistons and rods. Or if you already took that money in to consideration upgrade the LS valve train. There are alot of things you can do with that money. I would only go with the b16 head if you were goin to go all motor.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by smileycvc &raquo;</TD></TR><TR><TD CLASS="quote">If your going turbo save the money that you would pay for the b16 head and conversion kit an buy some pistons and rods. </TD></TR></TABLE>

I agree, valve/retainers/springs wouldn't hurt either.

 

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

I agree, valve/retainers/springs wouldn't hurt either.</TD></TR></TABLE>

That was my second suggestion, there are so many things to get before upgrading the head.

 

The B16 head is a much stronger design, and has better oil flow suitable for high RPM use.

The B18B head is kinda weak, and has a crappy provision for oiling the lobes which is something to consider if your gonna put a lot of load on the valvetrain.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by slowcivic2k &raquo;</TD></TR><TR><TD CLASS="quote">The B16 head is a much stronger design, and has better oil flow suitable for high RPM use.

The B18B head is kinda weak, and has a crappy provision for oiling the lobes which is something to consider if your gonna put a lot of load on the valvetrain.</TD></TR></TABLE>

It's hard to get a beter oil flow by just changing the head, you would have to tap in DOHC VTEC oil squirters, modify the oil pan, and the pickup.

 

drop a 350 small block.lol jp

 

i would use a b16 head. LS head sux. You'll make more power with a b16 head.

 

Crower makes turbo cams for the LS head

 

crower 403s, springs/retainers, and a 3 angle all in the LS head.

LS isnt a revving motor so oil flow isnt a problem. and if someone were to rev one daily beyond 7200 rpm the stock rod bolts would be the first thing to go, they stretch very easily at higher RPMs causing bearing clearances to increase and fail.

i say upgrade the LS valvetrain, keep the revs at or below 7200rpm and beat on it forever.

if you do choose to go with an LS/vtec upgrade the rod bolts ATLEAST, or plan on swapping in another LS bottom end shortly after.

 

If you have the money, go for a B16a head. As far as I can tell, getting a LS head will give you less flow, however it is nothing a P+P and some head work can't recover. The only thing your losing is VTEC, but in high horsepower applications it becomes useless anyway.

If you strive for performance, get a VTEC head.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by drSquish &raquo;</TD></TR><TR><TD CLASS="quote"> The only thing your losing is VTEC, but in high horsepower applications it becomes useless anyway.

If you strive for performance, get a VTEC head.</TD></TR></TABLE>

very nice contradiction there.

 

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

It's hard to get a beter oil flow by just changing the head, you would have to tap in DOHC VTEC oil squirters, modify the oil pan, and the pickup.</TD></TR></TABLE>

I was referring to the methods that head uses to oil the parts within it. The VTEC head sprays oil directly on the cams and rockers, where as the LS head kinda squirts oil from the cam caps diagonally and hopes it hits something vital.... Not oil flow, but more oil in the right locations.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by schardbody &raquo;</TD></TR><TR><TD CLASS="quote">very nice contradiction there. </TD></TR></TABLE>

I meant it in the sense that a race ported VTEC B16 head will more than likely outperform a race ported LS head. If he decides to go in the 500+ HP range, then the difference will be minimal. Sorry for the confusion.

 

vtec fo sho....

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by drSquish &raquo;</TD></TR><TR><TD CLASS="quote">I meant it in the sense that a race ported VTEC B16 head will more than likely outperform a race ported LS head. If he decides to go in the 500+ HP range, then the difference will be minimal. Sorry for the confusion.</TD></TR></TABLE>

i knew what you meant, but its still a contradiction, for more HP use VTEC, then in the same sentence you say "high horsepower applications VTEC isnt needed".

its like this, VTEC IS FOR STREET DRIVEN CARS where you need less valve lift for low end torque (ie: taking off from a stopsign at less than the rev limiter). when going for outrageous HP for drag racing ONLY vtec isnt needed because the car launches near redline (in its powerband) and never leaves that area of the torque curve. plain and simple HIGH HP STREET CARS NEED VTEC.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by schardbody &raquo;</TD></TR><TR><TD CLASS="quote">
VTEC IS FOR STREET DRIVEN CARS</TD></TR></TABLE>

Couldn't of said it better.