hello fellow H-T peps.. so after looking over my options and what my goals are i decided to put my free motor to good use.... to catch up on how i got it for free look here https://honda-tech.com/zerothread?id=2044627
this is whats up i got a mild lsvtec all motor setup quick specs... 83mm GE sleeved...going to bore to 84mm...the motor was a "loose" setup.... its not a TRUE lsvtec it has gsr rod lenght eagle rods. and type r crank......so on that note.. i would think staying LSVTEC would be a better idea.. IMO. the head is basic b16 mild port match...crower stage 3 cams, dual retainers TI retainers....i will be using ITR cam for my boost.

should i go ls head on the motor... or stay VTEC. due to the fact of my misc. crap collection i got some chooses.

the turbo setup is the basic sc61 60a/r.. t3.....880 injectors...3inch DP and 3 in exhaust.....blah...well i know that ****...

what should i do for fuel...i need a new gas tank should i just go fuel cell????
what fuel pump? 255?? or bigger?
are my 880 injectors big enough..??
thinking about going crome pro package from Xenocron...

with a good tune as the common variables ...at what PSI will i see 200..300....400 and 500whp. a guy just made 506 whp @ 21 psi on c16... so that kinda being a best case scenario....i want to know hp at boost levels so i can have a good all around car to drive...400 hp civic is nott he best for the occasional back road sprint...lol..

well flame if u want i just would like some educated options in my build....ill post build thread as soon as i get going...lata

 

Stay with the vtec head, they easily outflow an LS head. 255 Walbro will support just over 600whp. Power at "x" psi depends on alot of variables...just build it and find out for yourself. It's gonna make power, and your motor will be built for it, so just build it and see what it does. 880's can get you into the 500's.

 

THANKS....by fare the best answer i have reciever over 3 different sites.. are there any SCFM or CFM how ever u wanta see it of stock heads LS vs gsr vs. b16 vs type r.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by punkracer &raquo;</TD></TR><TR><TD CLASS="quote">the motor was a "loose" setup.... its not a TRUE lsvtec it has gsr rod lenght eagle rods. and type r crank......so on that note.. i would think staying LSVTEC would be a better idea.. IMO. </TD></TR></TABLE> Are you saying you want to ditch the rods and crank for LS internals? You should stick with what you have. I have an 83mm lsvtec with a stock port b16 using 97 spec itr intake cam and gsr exhaust and I made 416 on 15psi with at 60trim so i expect to see your numbers around there if not higher at that psi. GL

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by champLSinteg &raquo;</TD></TR><TR><TD CLASS="quote"> Are you saying you want to ditch the rods and crank for LS internals? </TD></TR></TABLE>
no go to ls rod lenght and ls crank.....

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by champLSinteg &raquo;</TD></TR><TR><TD CLASS="quote"> ...using 97 spec itr intake cam and gsr exhaust and I made 416 on 15psi with at 60trim ...</TD></TR></TABLE>

thats a good comb....any reason for it....i have 2001 itr cams and GSR cams should i do the same.....

BUMP for some more input....

 

if the motor is sleeved i wouldn't worry about doin it again, and if you were an all motor guy my assumption would be that you have fairly high compression, lower compression pistons and/or a thicker head gasket might be in order. it would allow you to run more boost on pump gas if it's a street set up. just my $.02.

 

wasnt really said but yes the motor is sleeved Golden Eagle and it will be bored to 84mm @ around 9.1:1 ish comp ratio.....swaping the cams out at lease to the ITRs or might go GSR so i dont have to tair down the b16 motor in my four door......

mid day bumpage

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by punkracer &raquo;</TD></TR><TR><TD CLASS="quote">THANKS....by fare the best answer i have reciever over 3 different sites.. are there any SCFM or CFM how ever u wanta see it of stock heads LS vs gsr vs. b16 vs type r.</TD></TR></TABLE>

Numbers aside, just suffice to say that the LS head heavily ported struggles to flow like a stock B16 head. The ports in the vtec heads are superior with a much softer short turn, along with larger valves....then there's that whole vtec thing which certainly helps

If you have it, use it. There's certainly no reason to consider putting AWAY a vtec head in order to replace it with an LS head.

 

froze my *** off last night...bump

 

Why go to 84mm from 83mm? Did you ruin a cylinder? Thats the only reason you'd want to do that for high-HP FI. Its not too common for high-HP Hondas to use a gsr crank & smaller than 84mm bore, mainly because you can safely run much more HP, and just have to rev a little higher. I could see doing 84mm just for cheaper pistons, but that 1mm is basicly 'blown motors' worth of rebuilds you're throwing away.

I'd stick to the vtec head if its already on there and working. Just be sure no valves are bent, since they can pop off easily and ruin everything. There are always a few heads that come from a bad block where a valve gets slightly bent, but seems fine and lasts 1-5000 miles.

As for the cams, you'd be surprised how well an NA cam can do for FI on a Honda. Albeit stg3's are very aggressive, there is plenty of proof showing ITR cams are good for 600+ whp. People usually go with just the ITR intake cam because its half the price of doing both, but not twice the gain.

 

yah but my crower stage threes have so much overlap alreay
can a cam gear tune out the overlap....

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by punkracer &raquo;</TD></TR><TR><TD CLASS="quote">can a cam gear tune out the overlap....</TD></TR></TABLE>

To an extent, of course.

 

isn't it a 63 a/r but to be safe i'd go with some 1000cc injectors, and you should see 450 to 500 on pump at around 18 psi on that turbo

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by RC000E &raquo;</TD></TR><TR><TD CLASS="quote">

To an extent, of course.</TD></TR></TABLE>

so could i tune my overlap of my CROWER STAGE 3 cams down to overlap of at leae an ITR

 

bump casue i am board at work................any
any one on cam timming question...i made a sperate thread..but i would liek answers here too

 

end of the week at the office bUMP....TGIF

 

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

so could i tune my overlap of my CROWER STAGE 3 cams down to overlap of at leae an ITR
</TD></TR></TABLE>

To make an estimate you'd just have to see the "cam card" for each set. Ramp angle profiles are going to affect how many degrees it'll take to reduce the overlap to that of ITR's.

You need to just do some searching around for the profiles.

 

bump.............................................. ...................

 

up to the top for any new IMO