I currently have a 94 Civic Si w/ the stock SOHC Vtec motor. I am looking into doing a b18b swap so that i can eventually go LS/VTEC. My question is, should i do this or go w/ a first gen b16a. I found a few for really good prices, but i was wondering if the cable transmission was much worse or different at all from the hydro one. I love the tranny i have now and don't want to have to compromise transmissions to get a faster motor. Thanks.

 

LS/VTEC is only good in some cases. LS block internals can only hold up to bout 6500 rpm or little more so, and your b series head can rev up to bout 7500+ rpm, therefore your block have better chances of blowing up. thats extra 1000 rpm that your doing to the ls block. Just imagine you reving your doch vtec motor to bout 9000-9500 rpm continuesly, it will hurt the motor eventually. unless your planning to blueprint the motor throw in b18c's interanals that are capable of holding up to 8000 rpm or so, or after market pistons/rods.

If your planning to run stock b18b block with stock b series vtec head, you asking to run a slower time, my buddy had LS in his eg hatch and best time at the track was 14.6, did a ls/vtec running gsr head, best time was 14.9 but consistant low 15's with 4 different drivers and still running low 15's.

as for your 1st b16 gen engine, you will eventually have to swap out your tranny to hydraulic, thats like getting a JDM b16 2nd gen. so y not just get a b16 2nd gen thats already equipped with hydraulic and if lucky may come with LSD already.

 

umm.. you're talking about putting gsr internals in the bottom end of an ls? do you have any clue what you're talking about? are you talking about using just the crank, just the rods, or both?? you do realize a gsr crank cannot be used with ls rods because the rod journal diameter doesn't match (and vice versa with ls crank and gsr rods, not to mention the fact that you'd be sitting about .034" outta the hole with this combo). what about cylinder lubrication issues? remember that ls blocks don't have oil squirters, their cylinder lubrication comes in the form of oil galleys in the rods so you'd need custom holes in the top of the rods drilled as well as the respective holes in the upper bearing shell..

it's been proven that stock ls internals can hold up quite nicely to 9500rpm spurts.. just make sure the rods are in good condition (get them shotpeened if it makes you feel better) and GET A SET OF ARP ROD BOLTS! these bolts will stretch before anything else..

you don't HAVE to use a hydro tranny.. you can convert your car to cable if you prefer..

if you're that determined to do a swap before completing your lsvtec i'd recommend doing the b16 swap so you can build the ls block properly before you stuff it in.. it's up to you and your budget tho.. i say build the lsvtec right THEN drop it but what do i know, i'm just a newbie with 2 posts right? =P

 

Ok. since gsr rods will not work w/ LS crank, what about GSR pistons? Does the same apply? I've read a lot about putting GSR pistons into the LS block, but none of the articles seems to mention which rod or crank is being used.

Ok, also a few more questions that i need answered. I've heard (and it makes sense to me) that the LS longblock is perfect for doing a forced induction setup due to the low compression ratio. Would this be a better setup than the LS/VTEC? I know "better" is not a good word to use, but i should say, can i expect more power from the turbo setup/better reliablity/more potential from the turbo or the LSVTEC? Also, what are the disadvantages to the cable tranny? thanks