What are all the parts needed to build a LS /VTEC ( other than the VTEC head and the LS block ) ?

which is better ( power wise and reliable ) :-
a built GSR or a hybrid motor ?

 

lsvtec is way easyer to get to run right. but you could make more power with crvtec . you need oil line to go from the oil sending switch to the port on the head. id buy arp rod bolts and hone out cylender walls also might get it blanced depend on $ i think its about 100 bucs around here in florida iv seen pepole run 12.6 b20 12.3 1.8 i think if you get the b20 resleaved it runs alot better and also pistons are cheap for ls vtec

 

you need the LS bottem and the vtec head. thats just about it. To do this you will have to dill holes for the new pins and you will have to tap the oil supply.
Power wise the LS VTEC will be a lot better if you buil it right. You ca get all new internals to make it kick ***. Reliablilty- the GSR is really reliable, the LS/VETC can be just as reliable if it is built right.

 

Make sure you use an VTEC oil pump, and DO NOT let the engine builder use the oil pressure sensor on the front of the motor for the tap for the oil line that goes to the head, either have them go off of the rear oil passage or go off of the oil pump itsself, either will work just fine, and food for thought is that if you sleeve a B20B/Z, and sleeve an B18A/B to the same bore (say, 85 mm?) then they will both be 2 liter motors. The LS is cheaper no matter which way you go, but if you do get the B20 or sleeve the LS to a larger bore, make sure that the combustion chamber is sized to match the cyliner bore. If you dont do this you are loosing half of the reason to build the motor with the larger bore one of those reasons is the displacement, duh, and the other is the breathing capability, with the larger bore, if the combustion chamber can be matched to the bore, then there is more room between the edge of the valve and the cylinder wall, this eguates to better breathing capability. The bopttom line being do it right or dont do it at all.

 

another question :-

what make the LS and B20 hybrids so much more potent ?
is it just the stroke ?

cuz if it is then dropping a LS crank in a GSR block should be powerful ?

 

ttt

 

Well, yes most of the potency of the LSVTEC and the CRVTEC is in the increase in stroke. The LSVTECs potency is primarilty based on stroke increase, as well as the fact that most people use a B16A head, which has better flow characteristics the that of the GSR head. Keep in mind that the Type-R head is just a ported B16A head, reason being is that the difference between the B16A and the B18C5 is that the B18C5 has the increase in stroke, resulting in the ability to move more air, so the ports have the ability to be lasrger without loosing velocity. Using the B16A head on the LS block not only gives the LS block the VTEC function that we are all so fond of, but the B16A head has ports that are designed (from the factory, this does not apply to ported heads) for a 1.6 liter motor, Increasing the displacement not only aids in having more fuel and air in the comdustion, but the velocity increases that the B16 head persents, while the ports may not be "perfectly" matchd to the 1.8L motor, the velocity increases aid furthermore in atomization, providing better combustion. Yes, the ability of a type-r head to flow more over the B16 counterpart, does present its viabilities, but few of us can afford such an option, espicially when a ported and fully reworked B16 head can cost the same amount as the factory type-r head. The benefit to the B20B/Z blocks is the larger bore that they bring to the table, the bore being 84.5 mm in diameter, which most people bore to 85 mm for proper sealing of the rings and other factors which I will not address right now. The two tenths of a liter displacement increase certainly has its rewards but the main reward of the CRVTEC over the LSVTEC, or any other 81 mm bore Honda motor for that matter, is the ability for the valves to "breathe" better. But this is only accomplished if the combustion chamber diameter is opened up to the bore of the cylinders. Being that the B16/B18 cylinders are 81 mm in diameter the extra 3.5 or 4.0 mm provides much more space inbetween the valve edge and the cylinder wall, it should be obvious how this can help breathing capability of the motor, espicially if you've ever had a chance to look at a B20 cylinder head next to a B16/B18 cylinder head.

 

thanx riceboy, that was very helpful to us all.

 

ANything you need for the swap let me know I have a lot of nice stuff I'm letting go at a good price.

 

hey waffles, since your ls/vtec blew, do you now dislike it and think its bad.

 

your ls/vtec blew?? could you give us some details? sorry to hear that man