Ok so i bought a fully built sleeved b18b1 that had a hole in the block. I then got a b18c1bottom end sleeved and now i want to take all internals from the LS and put it into the b18c1. When the LS block was together all internals were blueprinted for 10:4:1 compression. The problem i am having is that i have both the LS crank and GSR crank, but i want to use the LS crank because its been blueprinted to the rods and pistons. I did some research and the GSR block is shorter than the LS by like 0.55mm i think, if i put the LS crank in the GSR will this raise or lower my compression? (All the internals are aftermarket golden eagle rods, cp pistons and darton mid sleeves and golden eagle girdle with acl race bearings all around.) This is a turbo build that i plan to make about 600whp

 

Honda B-Series Compression Calculator by ZealAutowerks

Zeal's compression ratio calculator may help you figure some things out. I'm no expert but I think the LS crank may have too long of a stroke. But, hopefully someone else will chime in.

 

It's perfectly fine to migrate the internals of the B18B1 to the B18C1. This is something that honestly should be done more often, so that an LS-VTEC conversion kit isn't necessary, but there are a couple of caveats and nuances that you have to be aware of.

1) Raised compression - As you stated, due the difference in deck heights, you will raise your compression pretty significantly. By how much, we're not sure, which is why CX-Adam was gracious enough to give you a great compression calculator so that you can plug in the specifications of your pistons and work with the new deck height and other nuances to get a more accurate number. Remember, the type of cylinder head (B16/Type R vs. GS-R) makes a difference in that final static compression, so be aware of it.

2) Oil Squirters should be blocked - Especially since you're using the LS crank, it can easily effect the use of the oil squirters, as the piston skirts can really cause issues. So you want to make sure that you use an oil squirter block kit from Golden Eagle. (best $12 you'll spend). This way, whether or not you do have to change pistons, you don't have to worry about unnecessary vibrations and knocking the P2W clearance out of wack, in effect, damaging the engine.

3) A retune is required - You didn't state which cylinder head that you're using, but either way, an entire re-tune of the car will be required. Once you've started using VTEC, the entire map changes, so be prepared to start with new software mapping.

Hope this helps put you in at least in the right direction.


Hopefully this helps to put you in the right direction.

 

Thank you for the calculator, i am using a b16 head that has full supertech valve train

 

In my initial response I had used a B16B connecting rod which bumped the CR WAY up. A B18B rod is shorter and the calculator is giving the green light.

 

yes its still a slightly increase CR but it will work just fine