I have a b18c1 and a b18b1, now everyone's saying run ls vtec. My question is what's the actual difference between doing that instead of just swapping the whole gsr motor? I know the b1 has a bigger displacement but couldn't I just run the crank in that, in the gsr motor?

 

More headaches when not done correctly.

 

you can certainly run the b1 crank in the c1 motor. you will need the b1 rods with arp replacement rod studs and some pistons. you can run ls pistons, b16 pistons and i think itr pistons without modifications to the rod. i know for a fact that gsr pistons need to have work done on the connecting rod to fit. once you do that, you need b1 or b16 rod bearings. all the b series use the same main bearings. its doable for sure but if you dont really have experience inside a motor like marc said it could be more trouble than its worth

if you have both motors and they are in working order, just use the c1 engine, and maybe sell the b1 engine for some cash for mods and a tune

 

oh ya, if you use the ls crank in a b18c block you have to plug the oil squirters too

 

You really DON'T have to, they can be bent and cut down some to work, I've done it.

But then again , QUOTE ( its doable for sure but if you dont really have experience inside a motor like marc said it could be more trouble than its worth).

 

Thanks guys, it'll be easier for me anyways since I've already swapped a couple gsr before, I was only asking for more knowledge I guess haha

 

Swapping is not the same as converting an engine to an LS/VTEC configuration. Not by a longshot. Have you actually read any of the DIYs out there on how to do it? I wouldn't attempt it.

 

Lsvtec is easy to do

Plug the head

Insert dowels

Change pump and timing belt

Add hose to head from sandwich plate


Wheres the hard part?

 

Now that ive read your post

Stick with the gsr

 

Not what I've read. Most, if not all of these things I've read up on require some internals being swapped as well as milling. And let's not forget tuning since this is a combo for which there is no stock basemap for. For example...
LS / VTEC : BASICS OF BUILDING ONE - Team Integra Forums - Team Integra

So my question is, If it is that easy then why the hell are people having such an issue getting one done properly?
If I'm wrong then by all means clarify so that there won't be any more jacked up "New LS/VTEC swap but my **** is all fucked up and won't run" threads.

 

Im personally running a high comp b20 with phk pistons and a gsr head

Pretty straight forward

Ive always ran straight up gsr motors.

This b20v with 18g is by far the best.
I made 370whp on the gsr in its prime but all the low end tq on this b20v is enough to keep me smiling with the rev limiter set at 5k rpms

And its exactly straight forward how i described above

 

Is the ease at which a B20VTEC can be assembled comparable for the LS motor with VTEC head? Everything I've read says otherwise.

 

What did you read?

Same blocks bigger bore thinner sleeves

Tap the head insert plug pretty sure its a 1/8th npt hex head

Add sandwich plate

Add hose to feed oil to head

Gsr timing belt
Gsr water pump
Use the gasket that goes to the block

Thats pretty much it

I dont really know where your saying the hard part is

Nothing else is involved. If you're scared to tap the head have any other person that knows how to use a tap do it.

 

The guides I read, which include this one https://honda-tech.com/all-motor-nat...0vtec-1676914/ all mention modifying the stock internals due to the LS pistons being garbage. All I ever se is people trying to use any piston they can and run into clearance problems. Then to top it off, this is a combo never offered by Honda so a tune is most definitely required. Another big problem I see posted is that no one gets tuned and tried to run whatever B-0series ECU that they can get their hands on. That isn't in your list.

So it may be straight forward as you describe it when it comes to the parts list, but there are all these people that can't seem to follow even the simplest of directions.