I did a search and found some really good stuff,... but one thing i didn't find is the performance gains.

Have anyone of you guys done this to a Gen2 Integra?? I have a 92' Integra with a b18a engine i think, How hard and how much money should I expect to do the conversion??? What gains should I expect??? Any dyno sheets???

Another thing, my redline is like around 7,000 rpms,. with the conversion to Vtec would I need a new ECU with higher rev limiter??
Can I have the Vtec to engage at any RPM or,... ummm, i'm comfused.

help.
Thanks in advance.

 

Yes, LS/Vtec's can be done in Gen 2's. The b18a and b18B is same as far as the block. There's only small differences between the two. That conversion though will for sure cost you a few thousand dollars, because you have to really know what you're doing, and its not the most reliable to make.

I'm not positive off hand, but, I'd guess to say that it would make you a mid 14 to upper 14 second car. Don't quote me on that.

Yes, you do need a new ECU because your stock B18a ECU doesn't recognize Vtec. I believe people recommend a b16a ECU. I heard LS/Vtec redline's are like around 7400-7500rpm. Again don't quote me on that one.

And lastly, get a vtec controller to adjust the engagement of it.

 

waste of money unless you rebuild your motor with difference pistons and blah blah blah. just turbo it.

 

yeah, that's what I thought,.. just turbo it, right?....
I just wanted to know how much cash is for that and the gains in power,.... as for the money,.. thousands of dollars is rediculus just to get me a 14 second car IMO.

Hey dlplayboy,.. what mods do you have on your b18b??? what 1/4 times are you running?
thanks.

 

im doing an ls vtec in my car... my friend with a ls vtec 5thgen hatch taht weighs like 2400 lbs ran a 14.1 on street tires... and 13.3 on slicks... so im asuming that you can run mid 13's with an ls vtec in a gen2 ..my gen2 weighs like 2600 lbs some **** like that

 

you can slap the vtec on your block with out rebuild although it is advised. for a b16 head and the labor will cost you about 1200. you will still need to get the ecu though. you should run a gsr ecu when you do this for the added fuel over a b16 fuel map.

 

if you go ls/vtec get your hands on a type r computer, you'll be running single runners on your intake manifold(just like the type r) and if you get the itr i/e cams and springs you'll be able to hit the same redline as the type r, somewhere around 8400rpm. good luck!

forgort to mention why he shouldn't get the gsr ecu- the gsr runs on a dual runner intake manifold. it has what people on this board like to call butterfly runners inside it. these runners are programmed to open up at 5800 rpm, and they sure make a great sound when they do, but if you're not running a gsr intake manifold you should definitely get your hands on the type r ecu


[Modified by au-gsr, 8:07 AM 9/3/2002]


[Modified by au-gsr, 8:08 AM 9/3/2002]


[Modified by au-gsr, 8:08 AM 9/3/2002]


[Modified by au-gsr, 8:08 AM 9/3/2002]

 

To clear up some smokey areas....

The process is involved and somewhat complicated, it includes some work to the head and is not recommended you run the non vtec parts like oil and water pumps. Just putting a vtec head on a B18a or b bottom end will not yeild the power you may want... due to the lower compression pistons LS/GS/RS range from 9 to 9.2:1 CR and the GSR is 10:1, ITR 10.8:1, B16... ummm..can't remember... but pretty high.

An LSVT on stock bottom end should yeild close to a GSR output level, only due to the increase in displacement, which, being under 100cc's, is not tremendous... but does produce more power.

There are stories of the dreaded LSVT unreliability issue.... many people tout this rhetoric because that's what they hear, so thats what they know. Truth is, you need to speak w/ people that have LSVTs. When assembled properly... they are reliable motors. The bad Rod-stroke ratio which soooo many people fear... is actually not that bad. (Take a look at the R/S of a B20A !!!) What kills these motors are rod bolts that can't hold up to the strain at higher RPMs. A bad R/S ratio just increases the wear at higher rpms. Another downfall to the LSVT is crappy install/assembly... the majority of people bitching about LSVT are doing this because they had some Joe Schmo with an SAE certification did it for $500 and let 'em go with a smack on the ***....

You can do the LSVT conv. with any B series vtec head. However, the ECU used depends on which head you choose. The GSR head is the only head that will work properly with the GSR ecu, as this head uses a dual runner intake mani, the fuel maps are set for this feature. The B16, B17 and ITR heads all have single runner mani's and the ECUs are programmed with different fuel maps because of this. A GSR ecu will offer no performance advantage over another ECU on a single runner head.

Your rev limit will be whatever the ECU dictates, GSR is about 7800-8K, ITR is like 8500... B16, 8K...what you need to worry about is the bottom end of the LSVT.... a typical LS can rev to 8500 time and time again, but was not designed to do so... it's designed for low end tq... hence the longer stroke of the crank... the antithesis of high rpm.... If you put in ARP rod bolts, they will stand up to higher rpms better... but with NO upgrading on the bottom end whatsoever... will result in a higher possibility of bearing failure.

Keep in mind you can build a bare bones LSVT, but you should ONLY do that if you have the $$ to rebuild the bottom end (even with stock parts) as you COULD spin a rod bearing on your first venture into 8 grand.

AE