In the process of building a fully built GSR engine have NEW eagle rods for both b18c1/c5 & b18a/b/b20 & both oem cranks as well. I had the gsr crank ground .25mm & balanced to gsr eagle rods & cp gsr pistons. Having many misconseptions about nitride coating on the crank, some say its fine some say wouldnt risk it Clevites say .25mm is max grind. I like the idea of longer stroke 89 ls vs 87 gsr, but the piston to valve clearance is off will def hit. Should I get a thicker head gasket & run LS crank & rod set up & pay to have it balanced or will my compression drop too much to make it worth my while. My head supposidly hasnt been milled just resurfaced and block same deal. The LS eagle rods & crank with cp 11.0.1 slugs stick out a bit so in a toss up FYI LS crank is clean & virgin the GSR was a lil boogerd up prior to grind car is gonna build aroud 150tq &220hp so VALVE GASKET THICKNESS is my concern thx

 

With the LS crank, your pistons will go up about 1 point. Depending upon the compression you want, I'd stick with either .028" or OEM .026" for 12.3 to 12.5 compression.. I've done this build already, and I'm pretty happy with it, but I'll be changing cams myself to something with a bit better ramping. But please remember, the cams used is just as important as the gasket when you go to clearance the engine.

Nitrite treating is a nice touch for the crank, but not entirely necessary, so you don't have to have it. keep it simple, and they'll work just fine.

Here's mine just for reference. It's not much, but I really have no regrets going to the LS crank.
https://honda-tech.com/forums/all-motor-naturally-aspirated-44/project-em1-shodan-goes-na-2458563/

 

so if u have 11:1 pistons on a 87mm stroked gsr..and you switch to ls crank and rods that will bump your compression to 12:1???or do they go up if u keep gsr rods and ls crank...got confused..

 

Im running skunk2 tuner 2s with dual valve springs/ti-retainers idk what 1 point means but honestly the piston stuck up out of the block quite a bit almost like 2 oem h/g stoked that I have parts to do either route but also run into the possible oil squirter clearance Fully built port & polished head ALL NEW ITR valvetrain Crower retainers never run but prob gonna run skunk valve springs because people say the itr are too weak for my cams already have skunks in my current head

 

You cant mix & match gsr to ls has to be LS crank LS rods or GSR crank GSR rods I believe your on the right track with the longer stroke it should yield around 12.1 as you specified but with a really think h/g prob gonna drop some points

 

That depends upon the pistons that you have. Typically I have found that those that have about a 5.00cc dome or so with a B16 head can fit with the LS crank in a GSR block. anything higher with those cams, you may have to do some claying before you get it correct

 

Running p72 gsr head

 

mmmkay. what PISTONS? What's the dome height?

 

CP SC7113 82.00mm 11.0.1

 

Glad I caught this thread, I was lookin into a setup like this a couple of nights ago.

May I ask though if the pistons you are using similar to the 82mm B16a pistons im planning on using? 12:1 comp is a bit much for my build purposes.

And yes, i am still a noob at this, so please dont hate

 

I dont believe oem b16 pistons come that large, I am also running p72 gsr head which makes compression higher I believe.... good luck, I am prob just gonna run my gsr crank

 

 

With that dome height, going with a 0.030" gasket would keep you at about 11.8-12.0 compression with the LS crank. It's possible, but you don't "slap" them together like OEM stuff.

 

Do you think that I'll still run into oil squirter issues even though these are GSR pistons ? What is the oem thickness of gsr head gasket ? Are you sure that this 0.030 is thick enough ? Whos got the best rep buddy club cometic ? Cometic makes .040 .051 as well Im fairly new to the engine build game so I dont really know how to calculate or figure out what gasket thickness I would need. Also if I choose to run my LS crank Ls eagle rods do u recommend having this set up balanced as well ? I have 2 flywheels too act 12lb & kaiten 8.8lb which is better for daily driving, benefits of each 1. Lastly I was told by a bearing distributor that acl race & king race bearings use softer metals & he recommended to use the oem spec kings & or acls if I plan on keeping my engine last a long time. Currently have the acl oem/duraglides in my engine. But for my new build have oem kings for GSR crank/ acls for LS are they good enough or should I reconsider something else

 

Pistons aren't the problem, the crank you use is. If you go with the GSR crank, you won't have a problem, if you use the LS crank, just block off the oil squirters.

It's the same as all the B series VTEC head gaskets which is about .026" thou thick.

thick enough for what? Cometic is usually used in builds that require a thicker than stock head gasket and Buddy Club is used in builds that require a thinner than stock head gasket.

Try playing with this for a while: http://www.zealautowerks.com/bseries.html


Yes.

12lb is better for daily driving however both can be used with little if any issue. 8.8lb is better for performance and acceleration (faster to rev) a heavier flywheel is "easier" to drive in heavy traffic.

You're fine/that's fine.

 

i have a question..on this topic..if u have11:1 pistons and they become 12:1 pistons with ls crank on gsr block...and you use those pistons on a straight lsvtec with oem b18b block...will they still got up a point? since b18b deck height is a lil higher?

 

If you were to use say JDM type R pistons in that GSR block, they'd be rated at 11.1:1 (with a PR3 head). If you were to install an LS crank, you'd also have to use LS rods with that crank so your compression would only jump by .2 to 11.3:1 in that GSR block.

If you were to use those pistons in an LS block (with LS crank and rods) and PR3 VTEC head, 3 layer headgasket, you would theoretically be at 12:1 compression using the same JDM Type R pistons. These calculations assume a lot but it should give you some idea of where you'd be ballpark. In my personal estimation, you'd probably be somewhere between 11.5:1 and 12:1.

According to Zeal compression calculator, the GSR block is slightly taller than the LS.

 

I am going to run a fresh p72 gsr head all itr valves, guides, dual springs, crower retainers, port n polish I need a thick head gasket because the LS crank LS rods gsr CP pistons sticks out of the gsr block quite a bit im prob gonna just run my gsr crank & rods id rather retain oil squirters & not have to worry about clearance issues my GSR crank is already freshly ground .25 balanced to my pistons & eagle rods. I may just build my LS block as a spare since I already have rs machine itr spec pistons. Are crower retainers compatible with all brands of springs most likely gonna run supertech due to my skunk2 cams I could always take my springs off of my current engine's head but uncertain of brand supposedly skunk springs prob supertech or other brand building new engine due to current drinking oil bad

What kind of #s did your build make on the dyno not spraying & what type of dyno thx

 

This is my build thread so far:

https://honda-tech.com/forums/all-motor-naturally-aspirated-44/my-b18c5-dyno-graph-m22x-simple-basemap-2132208/