which motor and tranny would be better for an all turbo application in thinking to start with about 10 psi ,

 

all turbo and no motor? what are you building, a jet car?

 

my opinion for cost efficiency, is to use the b18b1 (LS,RS,SE) platform as your starting point. an entire ls engine is much cheaper to replace then the b18c platforms.
with that said, i would swap in a GSR tranny, and if you had the money, a lightened Flywheel & Limited-Slip-Differental. (possibly an ls 5th gear as well) Then boost it!

i mean ls/vtec is cool and all. but a turbo will be more cost efficient, easyer to tune, and cheaper to build.

either way you go, run engine management & TUNE!

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Medek &raquo;</TD></TR><TR><TD CLASS="quote">my opinion for cost efficiency, is to use the b18b1 (LS,RS,SE) platform as your starting point. an entire ls engine is much cheaper to replace then the b18c platforms.
with that said, i would swap in a GSR tranny, and if you had the money, a lightened Flywheel & Limited-Slip-Differental. (possibly an ls 5th gear as well) Then boost it!

i mean ls/vtec is cool and all. but a turbo will be more cost efficient, easyer to tune, and cheaper to build.

either way you go, run engine management & TUNE!
</TD></TR></TABLE>

Medek put it very well!

 

i disagree with what medek said. LS/vtec is easy to maintain and very reliable if built right instead of half-assed like most are. even built right an LS/vtec is much cheaper to build. the turbo has much more maintanance involved, but will make more power, but the turbo is more expensive.

no matter which motor you go with, you will end up making 300-330ish whp tuned w/ a stock internal motor. might as well go the cheaper way out and buy the LS. as for the tranny: the shorter gears = faster acceleration. LS and GSR 5th's are extremely close in ratio, so you wouldn't benefit from a LS 5th in a gsr trans. the final on the two are different, so you would accelerate faster having a gsr final in an LS trans, and you'd have a higher top speed but slower acceleration having an LS final in a GSR trans.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 3.504 &raquo;</TD></TR><TR><TD CLASS="quote">i disagree with what medek said. LS/vtec is easy to maintain and very reliable if built right instead of half-assed like most are. even built right an LS/vtec is much cheaper to build. the turbo has much more maintanance involved, but will make more power, but the turbo is more expensive.


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That is not true, for the cost of buying a b18c1 head or a b16a head along with all the other parts neccisary for a ls/vtec. It usually ends up costing way more then a pieced together turbo. And even with an ls/vtec set up you are still not supposed to rev higher then 6800. It would be much smarter to build internals on a b18b1 and turbo that. You would save much more money then a c1 head swap and a turbo.
Not to mention a WELL tuned turbo is very reliable.

 

pr3 head is normally around 400-500. golden eagle ls/vtec kit is around 300. you might need an intake mani, normally 150 used or get an aebs. chipped p28 = 185 here on HT. arp rod bolts are 50ish. vtec oil pump and water pumps are about 175 together @ honda. tuning is about 100 an hour and usually about 2 hours will cover it. this will rev to 7500 rpm easily and make it to 150-170whp

if all done yourself, that comes up to just shy of 1600. can you piece a turbo together for that price and tune it? cause if you could... i'd be interested in one.

 

i would go with a full gsr set-up for realiability issues....LSvtec set-ups are too much of a hassle.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 3.504 &raquo;</TD></TR><TR><TD CLASS="quote">pr3 head is normally around 400-500. golden eagle ls/vtec kit is around 300. you might need an intake mani, normally 150 used or get an aebs. chipped p28 = 185 here on HT. arp rod bolts are 50ish. vtec oil pump and water pumps are about 175 together @ honda. tuning is about 100 an hour and usually about 2 hours will cover it. this will rev to 7500 rpm easily and make it to 150-170whp

if all done yourself, that comes up to just shy of 1600. can you piece a turbo together for that price and tune it? cause if you could... i'd be interested in one.</TD></TR></TABLE>

(to be clear, i am not dissing, or attempting to be argumentative)

what about the adapted head studs, machining, distributer, vtec solenoid, plugs, wires, (stuff usually left out of even the more complete heads)
valve train upgrade,throttle body, adjustable cam gears, a conversion harness (if needed), helms manual, the main wire harness, injectors(if needed), head gasket, header,intake piping, filters, msc. , and im sure im missing stuff.
then there's the tools, and the mechanical know how to do it yourself. oh, not so saavy, then there's the labor (i dont even want to know)

come-on now, i havnt even mentioned rods, pistons, or compression changes. nor have i mentioned any decent fuel upgrades, or management (unless you like chipping so much) an aem ems or hondata is gonna tack on a G.


i mean, sure slap on a head. neglect it's balance and integrity, and watch what happens. have ls/vtec been done reliably? Of course, there are some sick *** ls/vtecs out there. but lets be reasonable, im sure this kid wants the best bang for his buck, and the smaller the headache, the better. Buy a turbo kit, boost a reasonable psi on the b18b1 block, and if he blows it down the line, the motor is cheap to replace.