It's getting to that time where I have to consider internal work for my build (which will have a separate thread with suggestions etc).

I have most of the build mapped out, but one thing I overlooked is the crank.

I'm going for a DD/occasional trackcar, fully built from the top to the bottom end. 97 B18C1.

I was considering getting my crank knife-edged, micropolished and balanced. Yet recently have read information about the advantages of running an LS crank for greater torque numbers.

Rumors? Truth? What are the advantages of running the LS crank in the B18C1 over the original GSR crank?

 

CRANKY

 

LS crank = more displacement + more torque.
I just happen to have a knife edged and balanced LS crank for sale

 

castillo cranks

 

well wud u say the reliability with a diff motor is the same? are there any complications that could arise? or not more so than a stock gsr crank?

 

u may have to bend or remove your oil squirters but other than that u should have no problems. i say go for it. its a cheap lil stroker kit.

 

I would recommand buying B19 crank, buying a set of castilo (sp) rods and a set of 11.5:1 wiseco or cp pistons.

 

in a high CR, aggressive engine wouldn't removing the oil squirters lead to quicker deterioration? i mean, granted its still a DD and im not gonna be ripping on it every minute of the day, but even with proper use wudnt it all wear down faster without the squirters?

 

Naw, plugging up the oil squirters will just give you better oil in other places, plus i think the LS rods have a hole in them that oil comes out of and hits the cylinder walls anyways.

 

hmm in that case that doesn't sound too bad of an idea.

However, since I'm going to be revving higher would the LS rods hold under such high RPMs or no, I'm assuming there would be some sort of seizing there.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by OC Geezer &raquo;</TD></TR><TR><TD CLASS="quote">hmm in that case that doesn't sound too bad of an idea.

However, since I'm going to be revving higher would the LS rods hold under such high RPMs or no</TD></TR></TABLE>

you could always get them shot peened.

 

and balance a LS crank.
more torque and all.. its a cool crank.

 

say i run aftermarket rods and balance the crank, i should expect a little pick up in torque while still holding down reliability?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by all-mtr-teg &raquo;</TD></TR><TR><TD CLASS="quote">Naw, plugging up the oil squirters will just give you better oil in other places.</TD></TR></TABLE>

Ehh, ya. I'll pretend you didn't say that.

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by OC Geezer &raquo;</TD></TR><TR><TD CLASS="quote">hmm in that case that doesn't sound too bad of an idea.

However, since I'm going to be revving higher would the LS rods hold under such high RPMs or no, I'm assuming there would be some sort of seizing there.</TD></TR></TABLE>

You can revv a 89mm crank just as well as a 87.2mm crank, despite what you will hear about rod-stroke ratio and piston speed. It is true that some 87.2mm cranks like the ITR are counterweighted better for high RPM use, but this is something you can easily overcome by having the 89mm crank balanced.

If you size your bearings properly, there will be no seizing occuring - unless you run into oil starvation *knock on wood*

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 92TypeR &raquo;</TD></TR><TR><TD CLASS="quote">

Ehh, ya. I'll pretend you didn't say that.

You can revv a 89mm crank just as well as a 87.2mm crank, despite what you will hear about rod-stroke ratio and piston speed. It is true that some 87.2mm cranks like the ITR are counterweighted better for high RPM use, but this is something you can easily overcome by having the 89mm crank balanced.

If you size your bearings properly, there will be no seizing occuring - unless you run into oil starvation *knock on wood*</TD></TR></TABLE>

Any good companies that make bearings or will I have to have these made? how would I run into oil starvation? plugging the squirters? and if i would have to do that what are some other ways of properly rerouting lines to allow for proper lubrication.

and from my understanding of what you're saying, with the properly balanced LS crank (89mm) and properly sized bearings I can reliably and safely pick up a little torque/run high lift cams/and not be worried about seizing or floating?

 

any other ways of increasing torque without going 2.0, cuz i'm definitely going to stay 1.8 NA.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by OC Geezer &raquo;</TD></TR><TR><TD CLASS="quote">any other ways of increasing torque without going 2.0, cuz i'm definitely going to stay 1.8 NA. </TD></TR></TABLE>

run a higher comp ratio and a better cam. unfortunately displacement makes torque. the ls crank is a good start for making more torque but other than sleeving and raising the compression your only option is stroking the motor which is more expensive than sleeving lol.

usually alot of the 1.8L guys like myself look into gearsets or final drives. im running a 4.9 final in an itr tranny and i love the thing but i hate it when im on the highway.

 

I've looked into the ATS 4.9 FDs, what's the gain in that and why is it so "harsh" on the freeways? I've also looked into the short first gear ratio, any opinions on that?

happy thanksgiving guys.

 

as for gear ratios you can use oem b-series gears from various transmissions and ull have a lil close gear tranny on your hands. but the final drive raises the rpm's significantly in every rpm and 5th including. 5th is usually your overdrive or your cruising gear but with a 4.9 final it pretty much makes it like a 6 speed but without 6th gear. get me? i know in my itr setup at 65mph im doing 5300 rpms lol im way up there. gas mileage drops a decent amount for highway driving due to the rpm and the fact that 5th is now an actual "gear". even if you pickup a stock gsr tranny and put an oem 4.7ish final drive in it youll have a pretty good tranny on your hands especially for all motor.

 

how tolerable and gas guzzling is the 4.7 cuz i have the gsr tranny right now but I'm thinking of going with the b16 hydro with LSD.

how would the FD help me or give me an advantage though?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by OC Geezer &raquo;</TD></TR><TR><TD CLASS="quote">how tolerable and gas guzzling is the 4.7 cuz i have the gsr tranny right now but I'm thinking of going with the b16 hydro with LSD.

how would the FD help me or give me an advantage though?</TD></TR></TABLE>


gsr 5th with ITR 4.785 FD 3700 rpm @ 70 mph (205/55/15)
b16 5th with ITR FD 4000 rpm @ 70 mph
ls 5th with ITR FD 3350 rpm @ 70

if u dont know what shorter final drives do then u dont need to be building anything

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by cartune network &raquo;</TD></TR><TR><TD CLASS="quote">i know in my itr setup at 65mph im doing 5300 rpms lol im way up there.</TD></TR></TABLE>

I don't know what type of 5th gear you have, but with the ATS 4.9 and my USDM ITR gearbox I am at 4800rpm at 80mph. with a 215/45/16 tire.

As for efficiency, I averaged 33-35mpg the last time I drove at length on the highway. This is also with a 2.0L @ 12:1cr, with Pro3's and a full weight ITR. But then again, I tuned that area of the map for ~15.5:1 afr.

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by OC Geezer &raquo;</TD></TR><TR><TD CLASS="quote">I've looked into the ATS 4.9 FDs, what's the gain in that and why is it so "harsh" on the freeways? I've also looked into the short first gear ratio, any opinions on that?</TD></TR></TABLE>

To be honest, the only downside to the 4.9 is the noise on the highway. If you have a loud exhaust/engine, you may not enjoy the 500rpm increase at highway speed.

 

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

if u dont know what shorter final drives do then u dont need to be building anything </TD></TR></TABLE>

And hence continues my research cockblock. I've got my build down, just mastering the possibilities of different tranny combos.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 92TypeR &raquo;</TD></TR><TR><TD CLASS="quote">

I don't know what type of 5th gear you have, but with the ATS 4.9 and my USDM ITR gearbox I am at 4800rpm at 80mph. with a 215/45/16 tire.

As for efficiency, I averaged 33-35mpg the last time I drove at length on the highway. This is also with a 2.0L @ 12:1cr, with Pro3's and a full weight ITR. But then again, I tuned that area of the map for ~15.5:1 afr.

To be honest, the only downside to the 4.9 is the noise on the highway. If you have a loud exhaust/engine, you may not enjoy the 500rpm increase at highway speed.</TD></TR></TABLE>

I'll have to keep searching around seeing what would best fit my needs regarding the FDs. Road noise isn't an issue, it's just the practicality and durability of the parts under DD conditions and under racetrack conditions that I'm trying to find a happy medium in.