<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by X2BOARD &raquo;</TD></TR><TR><TD CLASS="quote">

Yes.


BTW, didn't think SOHC VTEC motors had squirters... is that true ?


X2</TD></TR></TABLE>

I'll know for sure in a week when I get the shortblock I'm putting together, but I think that they do. Can someone confirm?

 

They (oil squirters) are not shown in my HELM manual for the D16Z6 motor (in 1992, anyway).

Also, I thought the main function of the oil squirters was to lubricate the wrist pin for stable operation at high RPM, with cooling being a positive side effect. Don't the R pistons have little holes in the wrist pin area on the underside of the casting?

 

i was posting about this same topic a few weeks ago. Apparantly you can still use the squirters with the ls crank, you just have to relocate them. Dont ask me how to do this, because i have no clue.

 

Two things:

1) I thought that the LS had longer connecting rods. If this is the case, how much extra displacement will changing out the crank net you?

2) Assuming that exchanging the crank gets you the same displacement as an LS, the overall change is something like 37 cc. It hardly seems worth the effort. I realize that the LS's longer stroke partially accounts for its generous midrange torque, but wouldn't its relatively mild cams also play a considerable part?

That's the way it looks to me, but I'm just asking....

 

the idea is to swap the LS crank and rods into the Gsr Block.. it is exactly the same as if you built an LS/vtec, except you have to modify the GSR journals to allow clearance for the wider LS rods, and the Oil squirters need to be dealt with. Outside of that, its make more sense to do it this way.

 

But does it really broaden the powerband? Not to mention LS rods + 8000 RPM = bad things.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Risingson &raquo;</TD></TR><TR><TD CLASS="quote">2) Assuming that exchanging the crank gets you the same displacement as an LS, the overall change is something like 37 cc. It hardly seems worth the effort. I realize that the LS's longer stroke partially accounts for its generous midrange torque, but wouldn't its relatively mild cams also play a considerable part?


But does it really broaden the powerband? Not to mention LS rods + 8000 RPM = bad things.</TD></TR></TABLE>

2) Yes the cams do play a role in midrange tq... but the name of the game is displacement.... and there is no replacement for it...

And the LS rods can spin 8K fine... it's the stock rod bolts that can't deal w/ the stress, which is why LSVT setups on stock internals should AT LEAST replace the stock rod bolts with stronger units (ARPs)

X2

 

so do you have to do any machine work on your bottem end (b18c) when you install the LS crank?

 

But 37cc?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote &raquo;</TD></TR><TR><TD CLASS="quote">1) How would removing the squirters affect the weight of the reciprocating assembly ? (Aside from the mass of the oil)</TD></TR></TABLE>

I think that's what he's talking about, the mass of the oil. May be insignificant for a street car, but anything for a little extra power in a race car. I've heard of removing squirters for the same reason, too.

 

I am not full sure of the squirters on the D16y8 But when we install and remove the oil pan for a turbo return line install I will verify that they are there or not. I belive they are but I will check to be sure.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Nissmaxx &raquo;</TD></TR><TR><TD CLASS="quote">I am not full sure of the squirters on the D16y8 But when we install and remove the oil pan for a turbo return line install I will verify that they are there or not. I belive they are but I will check to be sure. </TD></TR></TABLE>

Thanks

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Lsos &raquo;</TD></TR><TR><TD CLASS="quote">

I think that's what he's talking about, the mass of the oil. May be insignificant for a street car, but anything for a little extra power in a race car. I've heard of removing squirters for the same reason, too.</TD></TR></TABLE>

From what I see, yeah... but 1) How many people on this board actually have full drag/race cars ?
2) If you are at the point where you need that kinda extra Hp, you prolly wouldn't be asking for that info on a forum...lol

X2

 

Anyone want to answer my question?

 

the crank journals have to be enlarged to allow clearance for the wider LS rods... any machine shop can so this work. you could probabily do it with a die grinder if you have the patience.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by B16B &raquo;</TD></TR><TR><TD CLASS="quote">the idea is to swap the LS crank and rods into the Gsr Block.. it is exactly the same as if you built an LS/vtec, except you have to modify the GSR journals to allow clearance for the wider LS rods, and the Oil squirters need to be dealt with. Outside of that, its make more sense to do it this way.</TD></TR></TABLE>

If your using an LS crand AND LS rods then why do you have to modify anything? And if your using both LS parts, where does the GSR journals fall into play?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by B16B &raquo;</TD></TR><TR><TD CLASS="quote">the crank journals have to be enlarged to allow clearance for the wider LS rods... any machine shop can so this work. you could probabily do it with a die grinder if you have the patience.</TD></TR></TABLE>

The journals need to be enlarged ? Or do you mean the bottom part of the cylinder wall ?

 

yah id like some more info on this too (especially info on modifying the squirters), i plan on doin this summer so all info i can get the better. oh ya i plan on using itr pistons though and some s2 cams. i cant wait if only i had a little more money but ya thanks for the info

 

bottom part of the cylinder wall needs to be widened ... my mistake.

Crank fits right in, put rods in after to see what i mean.

 

why isn't swapping in a LS crank into a gsr more popular, if it is the same thing as LSVTEC, to me it would seem better as there is less to worry about reliability, speaking of oil leakin or somthing. i think the cams is not so important for that LS midrange as most people with lsvtecs still have midrange when using the vtec cams after switching heads. i think stroke is what creates mid range and b16 having the least stroke is why all its power is made up top.

 

gsr blocks are hard to find IMO and in my area so that is why I put in a gsr crank in my ls/vtec so I now have a gsr w/ no oil squirters....oh well.....I can rev higher/safer than a LS recip. assy. BTW I have 12.97:1 c/r so I sorta made up for the torque loss w/ higher comp.