Well I have a B18b now, obviously but I plan to go VTEC. Im going to buy another block and build it on the side. What Im struggling with is if I should just use another B18b block or go with a B18c block. Advantages I can think of:

B18b block:

Wont have to block any oil squirters
Once I put it in I could rebuild my stock B18b block to have as a direct spare
Can reuse my timing cover plus whatever else might be different

B18c block:

Will be an easier VTEC setup, no LSVTEC kit needed
Girdle

 

if possible gsr block ls crank. plug the squirters with the aftermarket pistons.

 

I agree. This is just easier.

 

Done. Thanks guys

 

^^ THIS^^

 

How do the pistons plug the squirters?

 

He means use a Golden Eagle oil squirter block kit and use both aftermarket pistons and connecting rods... Just couldn't fill in the sentence.

 

i would use the gsr block if you can get one cheap enough if not go with a b1 block both are very strong but what ever block you use use the ls crank not the gsr.

 

If you are sleeving a block, what is the advantage to a b18c over b18b? Other than the vtec conversion?

 

Girdle

 

laziness got the best of me.

the girdle is the advantage between the b18c1 and b18b1 blocks. its not totally necessary though, my first lsvtec way back like 10 years ago was a sleeved b18b1 block and it saw 8500-8700 rpm without issue

 

nice your car was still making power that high? which cams were you using?

Trying to estimate how high I will be able to go with my poor man type R ....type R head/ Type R cams B18c1 Block

 

Estimating that is pointless... Get to the dyno when it's tune time, and you and your tuner will know for sure.
Because it's not about how HIGH you need to rev the car overall.. All cars drop off in the upper rpm range.
Look to your purpose before worrying about what the rev limit needs to be.

Not only do you need to look at camshaft, but the other supplemental components as well, such as specifically what turbocharger you're using, exhaust manifold type, boost control device, etc.

If you're staying with an OEM camshaft, you're going to pretty much stop making PEAK power by about 7800-8000 on a GS-R setup, anyway. A type R (00-01) maybe a few hundred rpms more, but after that, the question is really.."does it matter for my purpose?"

For example, I'm using GSC T1 camshafts with a TR3030R, and I kept rev limiter to 8800rpms. Why that specific number? because for my purpose, there was no reason to go any higher as I'd never be at that level for anymore than less than a 1/10 second for any reason. I typically shift at close to 8000 anyway, as my torque is dropping by then. I kept the other 800rpms for rev-match breaking. My tuner and I then concentrated on making the torque I needed instead.

Many that know my personality realize that I believe that rpm and peak power mean nothing if the torque curve isn't right.

 

thanks just wanted a rough estimate for plotting turbo maps

 

Again, there's nothing to plot. The adiabatic efficiency maps are based strictly on petrol engines. You'll know your information once you dyno. You'll have to wait until then.

 

a random pump gas run from a while back. this was itr cams, victor x, and a t3 60-1 on an 84mm vtec. power peaked at 7500 which seems common for itr's but for a few reasons i was able to keep power from falling off bad though its dropping tq. rev limiter was also partially dictated by what rpm i would come into gear in upon upshifting.
build it to handle a lot of power/rpm and if you need to go there good, if not then no sweat. better safe than sorry i guess

 

^I wonder if a longer runner intake would have been better on that setup?

 

I chose the Performer X, also 84mm LSVTEC. Power falls off a few hundred rpm sooner but torque gain makes up for it. And the car still makes plenty of power. I really need to get back on this year without the boost creeping