Current Set-Up:
1994 Integra RS
B18B1 Stock
GSR Tranny

Fellow Honda-Tech'rs i currently have a couple dilemas i would like some assistance on figuring out. My motor currently has about 135k on it, and just blew a head gasket, and piston ring.

I plan on turboeing my car with-in the near future, and am not sure if i wanna just go Turbo LS or Turbo LS.Vtec. If i do it, i want to do re-haul my motor while its basicly apart.

Questions & Concerns:
Generally when you boost up the car, your aiming for lower compression build. BUT, wouldn't vtec alone increase compression of the motor?
Is it even worth spending the money for a B18C1 head, even knowing that i wouldn't have vtec hooked up?
If i did have vtec hooked up, would i even be able to feel it on a low compression car?
What turbo Garret GT35r T4 or Precision SC61 T4?

Turbo Set-Up:
Skunk2 Pro Intake Manifold
ITR Throttle Body
Greddy TypeR Bov
Tial 44mm Wastegate
AEM Fuel Rail
Aeromotive FPR
1000cc Injectors
Full Race Manifold T4
Walbro 255lph
Fluidyne Half Sized Rad
BiG *** Intercooler (Fits w/o Cutting Grill)

Garret GT35r T4
or
Precision SC61 T4

---------------------------------------------------------------------------------------------------------
If you see anything wrong or would like to +ADD something. I'm open for any suggestions.

 

VTEC will always help...it wont raise your compression...it is worth it.

What are your goals because you have a stock engine now and the turbos you're "suggesting" are 600+whp turbos

 

Maybe a fuel pressure guage , and a good engine management system. See what engine management systems your tuner is comfortable with. Good set of tires, and have your suspension dialed in.

Garret GT35r T4
or
Precision SC61 T4

I think both those turbo's are pretty big.

my friend has the sc61, its full boost on his gsr is like 4400-5k rpm.

If its on an LS i would think it would only spool a few hundred rpm's sooner, maybe 4,000-4400?. By the time it hits full boost , you would have around 2,500-3,000rpms till you have to shift. Which with a big turbo and no rpms to play with on a LS, happens in a split second. Not really a useful powerband for the street. Vtec + turbo , and more rpms = a lot of HOLLY SH!!%T HOLD THE FUUU@K ON!!!

ls-vtec+turbo + a good rebuild like you said. Sounds like its going to a beast.

 

LS Vtec Turbo is the way to go... like mentioned before it going to be in boost alot longer because of the higher revs. Low compression can handle more boost but high compression will make the same power on lower boost.

 

It looks like youre looking for huge numbers. Id say do the ls/vtec turbo since youre going to do all that anyways. A built LS head isnt going to outperform a built vtec head.

If I had a choice between those turbos without price in mind, Id grab the GT35R no question

 

Im not sure if you've seen this thread

https://honda-tech.com/zerothread?id=1323059

 

thanks everyone.

- I thought vtec raised compression because it rides on a higher lobe.
- I did wanna just do a GSR build, with a mid compression turbo build.
- If i spend 600 on a head, i might as well spend the extra 300 for the block. Have a full GSR swap.

 

I don't think you need 1000cc injectors unless you are going for huge numbers.

Not totally sure on the wastegate, but a 38mm may suffice.

It's not so much the size of an intercooler that makes or breaks its efficiency, it's the intercooler's construction that matters most. Research different kind of intercoolers and go from there.

Also, think about bullet proofing the motor if you want reliability. New rod bearings, main bearings, head studs, main studs, headgasket, block guard, etc. It would be great if all of those were utilized but the addition of even one of those options can greatly increase reliability.

There are plenty more options but those are some that come to mind.

 

what are your goals?

Also, you need to read up on how VTEC works...

 

I plan on having 350whp+. Just to start out, and yes i am buying all the **** needed to fully build the motor. Just didn't write everything down on internals and stuff, just named the turbo parts etc. i want the car in 11sec range.

-- My Civic Fully Built H22 --
Garret GT40 20psi (street tune for break in process)
Tial 50mm bov
Fiber-Tuned Intake
2 Fuel Pumps
RC1000cc Injectors
Hondata s300
1 fab top mount
etc etc etc...




Modified by Mfoehrkolb at 8:55 PM 10/23/2007

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by TurbdEG6 &raquo;</TD></TR><TR><TD CLASS="quote">I don't think you need 1000cc injectors unless you are going for huge numbers.
Not totally sure on the wastegate, but a 38mm may suffice.
</TD></TR></TABLE>

--- 1000cc injectors because when tuned you dont have to worry about going too small etc. Always room for improvment and more fuel.
--- Wastegate is fine imo.

 

Just make sure you take advise from people that actually own boosted hondas..

And expletive a block guard, they are for idiots. Period.

Sleeve it or regret it with those type of power goals.

LS-tec rocks. If I were you to match up all that nice equipt, I would do a 84mm sleeved block, forged everything. You would have an 11 sec dependable car easily.

Once again, don't take advise from idiots that just read, have no experience and drive 16 sec turd hondas.

 

although 350whp can be had without sleeving I would still rec the sleeves for the insurance and the choice to go with big numbers, 600-800hp is not un common with a sleeved setup as you may know.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Boosted_B_Series &raquo;</TD></TR><TR><TD CLASS="quote">16 sec turd hondas. </TD></TR></TABLE>

--- What my integra is now. haha... not my beast *** civic though

--- Ya i would def. get the **** sleeved once i start boosting like crazy. My boy just called me up and has a 100k 95 GSR complete swap. for 1500... its eehh. he also has f/s a 2000 gsr complete head with skunk2 pro intake mani, and 65mm tB for 600. I dunno what to do really.

The choices, the choices. I 'think' i know most of my ****, but im not pro lol. I hate to make decisions without others advice, even for the most simple idea.

--- Currently, my piston ring and head gasket is blown. So im going to have to take the head off no matter what. I don't wanna replace everything and rebuy everything later on when i buy a gsr head. So its either FULL gsr swap now, or ls.vtec w/ gsr trans swap now.

 

ls vtec power numbers are crazy. I'm honestly thinking about using a ls crank and pistons in my gsr when I sleeve it up.

 

Ya, im thinking ima just buy that gsr head from my friend, and put that on when i redo my piston ring. and later on after i get the turbo put on, ima buy the internals for the block. B18C1 Head, turbo, headwork, block work, J. evans tune.

--- I was gonna go for a 10:1 compression turbo build, but im thinking now that its gonna be too unsafe @ higher HP applications. I wanted some low end acceleration with the perks of a big turbo.

 

Block guards are def not for idiots. Have you seen a bare honda block, its an open deck. Basically you can use it to make cookies lol, but seriously the rod to stroke ratio of the ls block is shitty so at tdc the rods are at an angle pushing agaisnt the cylinder walls excerting alot more force horizontally instead of vertically. The block guard helps to prevent excess cylinder wall stress by closing the block deck. If ya want max hp id go with a b16 best rod to stroke ratio of the b's. As far as injectors if you go with 1000cc and your max hp is only 350 your idle is going to be pritty rough. 350 hp really only requires 450cc injectors. As for the lsvtec Id say go either one or the other. The lsvtec is alot of extra work that I dont think is worth it. The ls is cheap, easy to upgrade and can be made a beast with the right head and bottom end work. The vtec engines are engineered at the factory by honda engineers to be the best. Everything is balanced and blueprinted to get maximum efficiency. The downside is that vtec is really for emissions having 2 different cam profiles one mild for lower rpms and one higher for top end aka vtec. If you want alotta power wouldnt you want the more aggressive cam all the time?? To me vtec seems stupid if max power is your goal.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by aWeimaraner &raquo;</TD></TR><TR><TD CLASS="quote">Block guards are def not for idiots. Have you seen a bare honda block, its an open deck. Basically you can use it to make cookies lol, but seriously the rod to stroke ratio of the ls block is shitty so at tdc the rods are at an angle pushing agaisnt the cylinder walls excerting alot more force horizontally instead of vertically. The block guard helps to prevent excess cylinder wall stress by closing the block deck. If ya want max hp id go with a b16 best rod to stroke ratio of the b's. As far as injectors if you go with 1000cc and your max hp is only 350 your idle is going to be pritty rough. 350 hp really only requires 450cc injectors. As for the lsvtec Id say go either one or the other. The lsvtec is alot of extra work that I dont think is worth it. The ls is cheap, easy to upgrade and can be made a beast with the right head and bottom end work. The vtec engines are engineered at the factory by honda engineers to be the best. Everything is balanced and blueprinted to get maximum efficiency. The downside is that vtec is really for emissions having 2 different cam profiles one mild for lower rpms and one higher for top end aka vtec. If you want alotta power wouldnt you want the more aggressive cam all the time?? To me vtec seems stupid if max power is your goal.</TD></TR></TABLE>

--- 350whp w/o sleeve. Sleeve w.e i wish And the gsr head is far superior to the ls head. even if i wouldn't use vtec And put a more aggressive came like you say, the gsr valve train &gt; ls valve train -- stock v stock heads, gsr &gt; ls. As for going for max hp, what you said about the heads and vtec is logical.

to b16 to b18

--- I'm going to GSR swap my car, and just begone with the LS if i can find a cheap enough longblock. If not, Ls.Vtec monstuR build.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Mfoehrkolb &raquo;</TD></TR><TR><TD CLASS="quote">Y
--- I was gonna go for a 10:1 compression turbo build, but im thinking now that its gonna be too unsafe @ higher HP applications. I wanted some low end acceleration with the perks of a big turbo.</TD></TR></TABLE>

I would go with the GSR head.

I boosted my stock GSR with Type R cams and ran the **** out of it for a good year until I sold it to buy a house.

 

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

--- I'm going to GSR swap my car, and just begone with the LS if i can find a cheap enough longblock. If not, Ls.Vtec monstuR build.</TD></TR></TABLE>

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by juda7 &raquo;</TD></TR><TR><TD CLASS="quote">

I would go with the GSR head.

I boosted my stock GSR with Type R cams and ran the **** out of it for a good year until I sold it to buy a house.


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

--- What was your compression ratio? What kind of turbo set up? Stock Head.Block? What kind of power were you making?

 

[b]--- How important is the GSR's oil squirters and block girdle?

Towards the LS's none of thE above. Those 2 things is what makes me really just want the gsr swap.

 

I totally agree with you about the gsr head being better. Im just not a big fan of vtec. The oil squirters squirt the bottom or skirt of the piston therefore cutting down on heat and is one of the factors that allows the b18c to rev to 8 grand. Can't remember about the girdle off the op of my head.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by aWeimaraner &raquo;</TD></TR><TR><TD CLASS="quote">Block guards are def not for idiots. Have you seen a bare honda block, its an open deck. Basically you can use it to make cookies lol, but seriously the rod to stroke ratio of the ls block is shitty so at tdc the rods are at an angle pushing agaisnt the cylinder walls excerting alot more force horizontally instead of vertically. The block guard helps to prevent excess cylinder wall stress by closing the block deck. If ya want max hp id go with a b16 best rod to stroke ratio of the b's. As far as injectors if you go with 1000cc and your max hp is only 350 your idle is going to be pritty rough. 350 hp really only requires 450cc injectors. As for the lsvtec Id say go either one or the other. The lsvtec is alot of extra work that I dont think is worth it. The ls is cheap, easy to upgrade and can be made a beast with the right head and bottom end work. The vtec engines are engineered at the factory by honda engineers to be the best. Everything is balanced and blueprinted to get maximum efficiency. The downside is that vtec is really for emissions having 2 different cam profiles one mild for lower rpms and one higher for top end aka vtec. If you want alotta power wouldnt you want the more aggressive cam all the time?? To me vtec seems stupid if max power is your goal.</TD></TR></TABLE>

Block guards are for idiots just like you, period.
Simply do a search on block guards and you will find out why they suck ***.

"To me vtec seems stupid if max power is your goal"
Yet another dumb *** you don't know **** remark

Do some research and get some hands on experience before you steer someone in the wrong direction.

 

Just from personal experience, block guards are crap. Sleeve and be done. Don't cheap out or you will pay for it later.