WTB Head for LS/VTEC build NEPA
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From: Stamford, CT.
Re: (f22beast)
Just a suggestion for you to save some cash and have a better engine. The LS engine has the lower compression and will give you an extra 32cc of displacement plus no VTEC which for a boost application will end up netting you more power.
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Re: (EG6_Axle)
I have the B18B1 Block. If displacement is Bore X stroke X number of cylinders, how is any head goning to change the displacement?
Different heads will change the compression, but I am building the whole this so the compression will mostly be based on whatever pistons I choose.
I am also boring to 83 mm so the extra 32cc you speak of dosent really matter
Please clarify if i am mistaken.
Different heads will change the compression, but I am building the whole this so the compression will mostly be based on whatever pistons I choose.
I am also boring to 83 mm so the extra 32cc you speak of dosent really matter
Please clarify if i am mistaken.
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Joined: Nov 2007
Posts: 162
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From: Stamford, CT.
Re: (f22beast)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by f22beast »</TD></TR><TR><TD CLASS="quote">I have the B18B1 Block. If displacement is Bore X stroke X number of cylinders, how is any head goning to change the displacement?
Different heads will change the compression, but I am building the whole this so the compression will mostly be based on whatever pistons I choose.
I am also boring to 83 mm so the extra 32cc you speak of dosent really matter
Please clarify if i am mistaken.</TD></TR></TABLE>
Since you are boring it out and putting different pistons into the engine that the extra 32cc of displacement won't matter. I believe it is the deck height from the B18b versus the B16a/B18C and B18C1 that are different that would cause the increase.
As for VTEC, you are ultimately either going to cost yourself a whole lot more money to produce the power you are looking for with a VTEC head. If you have a B18b Head, I would say use that regardless of what you are doing internally.
While boosting with a VTEC head, you are going to experience overlap and duration problems. Quoted by a engine builder who I know, - > "Overlap (very pronounced in Vtec cams) blows boost right out the exhaust instead of keeping it in the cylinder. Overlap is there to increase scavenging at higher PRM on NA motors. Boosted cars don't have the same issues as NA motors with airflow, because one is under vacuum while the other is from boost. Now, you could get turbo cams (and no, GS-R cams are not turbo cams, not even close) for the Vtec head, but now you have Vtec killing your power at lower RPM because of it's design. So, you could eliminate Vtec, but at that point why bother with the Vtec head. Also, LS/Vtecs are cheap ways to increase compression. If your going boost, unless your running race fuel all the time, this is counterproductive. So, you spend a lot of money to do the opposite of what you wanted when you could have spent that money making more power or building the motor up stronger." Quoted by Jake Zeppa.
In the end regardless of the displacement issue which you are resolving by boring out the block, for a Turbo application the VTEC head will be robbing you of either power or money. . .
Different heads will change the compression, but I am building the whole this so the compression will mostly be based on whatever pistons I choose.
I am also boring to 83 mm so the extra 32cc you speak of dosent really matter
Please clarify if i am mistaken.</TD></TR></TABLE>
Since you are boring it out and putting different pistons into the engine that the extra 32cc of displacement won't matter. I believe it is the deck height from the B18b versus the B16a/B18C and B18C1 that are different that would cause the increase.
As for VTEC, you are ultimately either going to cost yourself a whole lot more money to produce the power you are looking for with a VTEC head. If you have a B18b Head, I would say use that regardless of what you are doing internally.
While boosting with a VTEC head, you are going to experience overlap and duration problems. Quoted by a engine builder who I know, - > "Overlap (very pronounced in Vtec cams) blows boost right out the exhaust instead of keeping it in the cylinder. Overlap is there to increase scavenging at higher PRM on NA motors. Boosted cars don't have the same issues as NA motors with airflow, because one is under vacuum while the other is from boost. Now, you could get turbo cams (and no, GS-R cams are not turbo cams, not even close) for the Vtec head, but now you have Vtec killing your power at lower RPM because of it's design. So, you could eliminate Vtec, but at that point why bother with the Vtec head. Also, LS/Vtecs are cheap ways to increase compression. If your going boost, unless your running race fuel all the time, this is counterproductive. So, you spend a lot of money to do the opposite of what you wanted when you could have spent that money making more power or building the motor up stronger." Quoted by Jake Zeppa.
In the end regardless of the displacement issue which you are resolving by boring out the block, for a Turbo application the VTEC head will be robbing you of either power or money. . .
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From: CT
Re: (EG6_Axle)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by EG6_Axle »</TD></TR><TR><TD CLASS="quote">
Since you are boring it out and putting different pistons into the engine that the extra 32cc of displacement won't matter. I believe it is the deck height from the B18b versus the B16a/B18C and B18C1 that are different that would cause the increase.
As for VTEC, you are ultimately either going to cost yourself a whole lot more money to produce the power you are looking for with a VTEC head. If you have a B18b Head, I would say use that regardless of what you are doing internally.
While boosting with a VTEC head, you are going to experience overlap and duration problems. Quoted by a engine builder who I know, - > "Overlap (very pronounced in Vtec cams) blows boost right out the exhaust instead of keeping it in the cylinder. Overlap is there to increase scavenging at higher PRM on NA motors. Boosted cars don't have the same issues as NA motors with airflow, because one is under vacuum while the other is from boost. Now, you could get turbo cams (and no, GS-R cams are not turbo cams, not even close) for the Vtec head, but now you have Vtec killing your power at lower RPM because of it's design. So, you could eliminate Vtec, but at that point why bother with the Vtec head. Also, LS/Vtecs are cheap ways to increase compression. If your going boost, unless your running race fuel all the time, this is counterproductive. So, you spend a lot of money to do the opposite of what you wanted when you could have spent that money making more power or building the motor up stronger." Quoted by Jake Zeppa.
In the end regardless of the displacement issue which you are resolving by boring out the block, for a Turbo application the VTEC head will be robbing you of either power or money. . . </TD></TR></TABLE>
Wait, am i reading this right?
You're basically saying a Vtec head is useless with turbo application? and that a LS head would be better?
I hope you are on crack because that is the most BS i've ever heard, A ported LS will probably wont even flow as well as a stock vtec head.
Who told you Vtec cam like GSR are bad for turbo application, Out of all the oem cam. CTR/ITR are best, GSR, B16 so on
Get your fact straight, a LS head will not be able to make the power that a Vtec head can
Since you are boring it out and putting different pistons into the engine that the extra 32cc of displacement won't matter. I believe it is the deck height from the B18b versus the B16a/B18C and B18C1 that are different that would cause the increase.
As for VTEC, you are ultimately either going to cost yourself a whole lot more money to produce the power you are looking for with a VTEC head. If you have a B18b Head, I would say use that regardless of what you are doing internally.
While boosting with a VTEC head, you are going to experience overlap and duration problems. Quoted by a engine builder who I know, - > "Overlap (very pronounced in Vtec cams) blows boost right out the exhaust instead of keeping it in the cylinder. Overlap is there to increase scavenging at higher PRM on NA motors. Boosted cars don't have the same issues as NA motors with airflow, because one is under vacuum while the other is from boost. Now, you could get turbo cams (and no, GS-R cams are not turbo cams, not even close) for the Vtec head, but now you have Vtec killing your power at lower RPM because of it's design. So, you could eliminate Vtec, but at that point why bother with the Vtec head. Also, LS/Vtecs are cheap ways to increase compression. If your going boost, unless your running race fuel all the time, this is counterproductive. So, you spend a lot of money to do the opposite of what you wanted when you could have spent that money making more power or building the motor up stronger." Quoted by Jake Zeppa.
In the end regardless of the displacement issue which you are resolving by boring out the block, for a Turbo application the VTEC head will be robbing you of either power or money. . . </TD></TR></TABLE>
Wait, am i reading this right?
You're basically saying a Vtec head is useless with turbo application? and that a LS head would be better?
I hope you are on crack because that is the most BS i've ever heard, A ported LS will probably wont even flow as well as a stock vtec head.
Who told you Vtec cam like GSR are bad for turbo application, Out of all the oem cam. CTR/ITR are best, GSR, B16 so on
Get your fact straight, a LS head will not be able to make the power that a Vtec head can
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punkracer
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Dec 2, 2005 08:19 AM
