do i have to change my pistons in my ls because im using a gsr head...i was reading this
http://forums.hondatuningmagaz....html
it says something in there about the gsr head and ls pistons... how the intake valves will hit the ls pistons....i would like to know before i do this swap.... thank you in advance.........


Modified by thedb63 at 8:09 PM 5/18/2008

 

I have personally done LS/Vtec swaps on many many many cars and haven't changed any pistons, rods, oil pump or water pump. Parts are all the same, it's just a good excuse from the manufactur so you spend more money. CAll any Honda dealer and ask for part numbers on a (ex.) water pump for an LS and GSR and you'll see it's the same exact thing. Only thing you need is wiring for the vtec and vtec ECU

 

ummm no! im looking at a gsr waterpump and a ls waterpump and the ls waterpump defintely has 19teeth compared to a gsr waterpump with 22 teeth and the timing belt is different as well... the guy on honda tuning is telling about the intake valves dont have enough clearence for the ls pistons if i use the gsr head... all im trying to figure out is if this is true or not


Modified by thedb63 at 8:33 PM 5/18/2008

 

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ttt

 

ok lemme do some research.... i've done this countless times with no problems.

 

Newer year oil pumps are the same across all the b-series. No way are the VTEC and non VTEC water pumps the same, as the op said. You need to use whatever timing belt for whatever water pump you use, including the B16 timing belt is different than a GSR/ITR. I've known people that have done LS/VTEC's without changing the pistons no problem, any other B-series piston will have a higher dome. You would need to change the rods to bring the piston down from the head some as the LS rods are longer than the VTEC motors.

 

so its gonna be ok to do this or are you saying that i need to get different rods now?

 

Should be fine. Changing rods would lower your compression with those pistons.

 

ok im not doing anything to the pistons or rods and i will start doing this swap this week sometime...i have everything i needed to know thank u for all your help and i will let you know if i blow my block to $H!T or if the intake valves do indeed hit the block bending the $H!T out of them then this will be a lesson for people for buying a gsr head or to definetly buy a gsr head!!!!!!!!

 

WELL I JUST FINISHED THE LSVTEC ENGINE.... TOOK IT AROUND THE BLOCK A FEW TIMES AND OH MY GOD!!!!!!!! ITS THE MOST CRAZIEST THING EVER!!!!!!!! I DROVE A REGULAR GSR ENGINE AND IT WAS SO SO....BUT I DROVE MINE AND I COULDNT BELIEVE THE DIFFERENCE THAT THE CAR MAKES COMPARED TO THE REGULAR GSR...

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by thedb63 &raquo;</TD></TR><TR><TD CLASS="quote">WELL I JUST FINISHED THE LSVTEC ENGINE.... TOOK IT AROUND THE BLOCK A FEW TIMES AND OH MY GOD!!!!!!!! ITS THE MOST CRAZIEST THING EVER!!!!!!!! I DROVE A REGULAR GSR ENGINE AND IT WAS SO SO....BUT I DROVE MINE AND I COULDNT BELIEVE THE DIFFERENCE THAT THE CAR MAKES COMPARED TO THE REGULAR GSR...</TD></TR></TABLE>

lol it may feel faster to the assometer, but it's not a night and day difference. My gsr is able to beat lsv's out there. But some are able to beat mine. Driver's race I guess.

 

well i put it in a 91 ls switched everything over to obd1 and yeah it is night and day let me tell you going from 120 hp to 170 + is night and day..imo...anyways your prolly right about the gsr engine if its running right.........the kid is running a del sol with a gsr and an aftermarket intake manifold "blox" with the stock ecu the engine falls on its face in the mid range... so if he gets it chipped or something maybe it will be better....

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by thedb63 &raquo;</TD></TR><TR><TD CLASS="quote">gsr and an aftermarket intake manifold "blox" with the stock ecu </TD></TR></TABLE>

I couldn't agree more. When I had my s2 pro mani, low end to mid end felt like crap. There was a slight improve in high end, according to my assometer. As soon as I got it chipped with the right fuel curve, vtec engagement, yada yada, it felt MUCH more better.

 

forgot i posted this so heres a update dont go past 8000 rpms with stock internals makes your engine go "caplow"! anyways now i did a poormans type r and spun a bearing and thats where im stuck right now waiting on cashflow to fix block

 

did you balance the bottom end? what bearings did you get, ACL? go YELLOW box, not BLUE AND WHITE box.....stock internals will be ok, recomend to shot peen the LS rods, and new OEM piston rings with a good hone on the inside of the block. had an ls vtec turbo build on my buddies car, 9K all day, lasted 2.5 years... HOLLA

 

The biggest concern in ls vtecs would probably be the rod bolts. Upgrading to the ARP's and having the rod's bored to fit them is worth the money

 

im running lsv and im using a gsr head..... i take my car to 8 grand a lot and runs hard..... with sk2 mani AND TRI -Y HEADER... AND SOME MORE FUEL AND STREET TUNE AND IT RUNS GREAT IN MY DA