I have a B18b short block sitting in my garage, i bought it 5 months ago but i never used it yet. It has PCT pistons (ctr, i'm assuming everyone knows that), but i haven't taken it apart yet.

my advice is as follows, would it be cheaper to build this short block with an LS head or a Vtec head?

I've been researching ls/vtec, but there seems to be a lot of money involved in this setup and some probable complications with CTR pistons, due to the high compression.
However, LS heads are cheaper and i'll have about 11.4 :1 compression. Vtec is not a huge priority for me, low cost is. I'm putting this motor in a car that i need money to finish.

Am i mistaken about the cost? Also, are there any mechanical deterrants from me using an LS head? I intend on building this head so i can take advantage of the high compression, so cams, springs, and retainers are a must. Also, if i increase the redline, should i consider a block girdle? I'm not sure if this shortblock has LS rods or not, but i've heard somewhere that CTR pistons do not mate to them. I'm kinda curious as to what i'll see when i open this shortblock.

I have a Hytech header for a b-series, and i've been pricing the rebuild kit from FJ distributors for my car. about 360 dollars for a kit that i've been hearing nothing but good things about. any imput on that as well?

I need a transmission as well for this setup. What gearing would be best for this as a streetcar? I use the engine's power most when i'm either going from 1st or 2nd, but i also play around on the highway as well. Plus, LS engines are torquey, so those considering, which b-series trans is best for me?

 

No replies, wow. After 38 views.
bump for response.

 

Use the LS head...there is a thread around here about all motor ls builds and you could get some good info out of it. I'll try and look for it

 

Thanks. I've searching for some stuff, but i need some advice from someone seasoned with ls motors.

 

If you want to be different then go ahead and do the ls head. I would get rid of those piston and just do some RS B16 pistons and find a vtec head. The power you will see with a stock vtec head will be very hard to get on the ls head. Power is much cheaper with vtec.

 

I don't really want a vtec head. I can have the cylinder head ported and polished for 400 bucks, my brother owns a local machine shop. Plus, vtec is just a comfort feature by having stock idle quality and low emissions. I don't mind a lopey idle, and there are no emissions where i live.

Plus, it is so easy to make power on ls motors. A vtec head is hard to improve on, so putting money into an LS would be much better spent than a vtec head. Also, why would i get rid of the CTR pistons? Is that what you mean when you suggest it, or do you mean just with a vtec head? I thought higher compression was better, plus, that compression is still very tuneable with 93 octane without having to retard the ignition.

I've made my mind up that Ls is the path i want to go. Now, any advice as to what valvetrain components and transmission to go with? Also, what would be the probable limit for the power i'd make if i didn't port and polish the head?

 

Cammed and ported LS heads make about as much power as a stock VTEC head, plus if you add up the price for cams, valvetrain, and a port job the LS head will end up being more expensive. If I was in your position I would just buy some RS Machine type R pistons then snoop around the classifieds for a B16 head and a B16 tranny then have yourself a pretty quick car

 

dude if you're already set on what you'd like to do, then what is the purpose of this thread? Also, if you want to get the most out of the motor I would go with a vtec head. It is true that you can port the crap out of a ls head and make good power, say 200 whp. Now I personally own an lsvtec, with a little bit of work you can make as much power or even more without porting the head. Imagine the potential of the engine if you were to port the head. Anyways good luck with your build.

 

ya best thing i would do if i were you is go with a vtec head....and a b16 tranny as stated before..ive seen stock ls vtecs make around 180 whp with just a couple bolt ons...a built ls is ganna be a bit more costly to make the power a ls vtec would make

 

You should get a b16 head. I tought building an all LS motor would make power but after dumping almost 2grand in the head I was still not happy. So I found someone to buy it for $1200 and I got a B16 head, put about 1grand into it (cams, springs/retainers) and it made way more power than my LS head. Save your self from doing what I did and just go with a vtec head.

 

LOL! Who told you its easy to make power on ls motors? If you boost or spray you will but all motor, no. Sell the ls head for and use that money and the $400 you would have spent on porting and buy a vtec head and itr cams. I picked up my b16 head on craigslist for $200 complete. You said you are on a budget but you still want power...BUT if you want to go the ls path then why ask for our advice.

 

I asked for advice on an all-motor LS. I do not want any information on Ls/vtec. I have considered that option 1,432,534,235,293 times. I do not intend to build this short block with a vtec head any longer. Now, this being said, i asked what trans i should use, and what parts would be beneficial. Since nitrous has been mentioned, yes, i intend to use a 75 shot. I apologize for not mentioning this earlier.

Now, if i stick with CTR pistons, and only use a Crower 402 cam (recommended for nitrous use and doesn't need a valvetrain upgrade), will i have piston to valve contact? Is this a good idea, using 11.4:1 compression and a 75 shot? I have heard that high-compression and nitrous are a good match, if tuned properly. I know a good tuner locally that is fairly reputable, and he's done tons of nitrous cars.

No more LS/VTEC advice. Thank you guys for contributing advice, but it is not advice that i desire.

 

I intend to do the same. but I don't know if the 402's will give me enough power. I would like to see how things pan out for you and if you are happy in the end with the results.