So, i just joined this forum. Already been told read the stickies. lol. Well i wanted to introduce myself in the integra section...since that is what this motor is going in. But, i soon found out i should of introduced myself here...i guess the more performance/engine orientated crowd. Which i think is right, because im not really caring about the looks of my car...just how fast i can make it go.

Here is the previous thread where i fuked it up. Pics are inside. https://honda-tech.com/forums/acura-integra-6/new-guy-da-integra-hopes-500-hp-%2Apics-inside%2A-2857707/ Post # 9 and 11 is really what i want confirmed.


Just wondering....if a GSR engine has a lift of (random number here) 10 in idle and 20 in vtec...and the LS head...well it's always at 20... does that mean the the LS head is always "in vtec"?

 

No. the vtec lobes are larger than the lobes of the non vtec cam. vtec heads flow quite abit better than non vtec heads. search there is lots of info on this. It is possible to make good power out of your setup with a aggressive cam but depending on how aggressive you can start to make the car not fun to drive around town

 

Ok, so i am correct then.

Yes, that's what everyone is telling me about driveability... Which i dont mind the sound or the vibration...i just want one where it wont be shutting off alot because of the cam lobe/profiles.... Crower 404 or a custom grind are my options that im looking at right now.

Also, what do you think about this quote and post. My text are in red that i added in his quote. My response follows after.

So i don't think the bottom end of a B18C1 and B18A1 is different enough to make a significant difference..B18A1 beats or is equal in everything in the B18C1 except in the R/S ratio...by .04... and the Intake valve diameter...which wont matter because the LS head being built to move more air...


edit: i just saw your location, my brother is working in idaho....putting up windmill turbines and working on them...They have him all over the place.

 

Welcome.

 

 

yeah there putting up windmills like mad here.

honestly you can make any thing fast all it takes is money. lots of people have made good power out of ls setups. yes the rod stoke ratios are a bit different but lots of people run ls/vtec and are spinning them to stupid numbers on built setups

 

404 cams are gonna drive extremely choppy out of boost. 403s would drive much better.

bottom ends between the two are completely different. the gsr bottom end blows the ls away, from an oem standpoint anyway. better bearings, girdle. stock vtec bottom ends can take more abuse than ls motors usually.

as far as the head goes..

 

I still dont get why people use LS bottom ends....the gsr bottom end is far better....if you must have the 89mm stroke of the LS then put the LS crank and rods in the gsr block...but i dont think going from 87.2mm stroke to an 89mm stroke really makes enough difference.

 

Ok so a bored and sleeved B18a1 is weaker then a stock gsr bottom end? I doubt it. Once a B18a1 is sleeved and girdled it should be same as any other. Its not a half sleeve. Its full take out the old metal and stick in new performance sleeves. If I had a b18c it wouldn't matter because none of the old OEM metal sleeves are in it.

B18a1 sleeved is the same as a b18c1 sleeved by the same company. Right?

 

at that point, you're just better off with an ls crank in a gsr bottom end. no need to have the crank align honed when you add a girdle, thus having to mess with oil pump alignment also. but a girdle isn't really that necessary on most builds anyway.

 

Well I guess I'll just have to stick with my sleeved b18a1 with the OEM LS crank and hope its strong enough.

What does a girdle do? I thought it was to help the main caps keep the crank in check because of the RPM these engines can produce?