Originally Posted by sherwood
the rod length only moves the piston position up and down in the chamber. the stroke is determined strictly by the crank.
the b16 head is not the same as the gsr head, the b16 head is from the same mold as the type-r head. the gsr head yields a higher compression. the same internals with the gsr head should give better results, that being said if you use every gsr part and the b16 head you wont have the performance of a gsr.
the ls doesnt have oil squirters. like said above
may i ask why you are doing this?
So what your saying is if I use my b16 crank i bypass the odd rod/stroke ratio problem? since this is what I want to do, what rods would I use assuming I use an LS block, and b16 crank?
As for why i'm doing this...
I currently have a B16 in my hatchback, turbo charged with a super mild "build" on the motor, just new rings and lower compression pistons. It runs great and makes 297 at the wheels, but smokes a little and my wish is to build a stronger motor, to handle more boost etc. I have an LS motor I pulled out of my brother-in-laws car when we did a B16 swap in it. So I was hoping, that it would be possible to have that block sleaved, and all the machineing/hard work done to it, allowing me to do final assymbly myself with the correct parts. Allowing for a shorter amount of down time as I have a local shop I would trust with the crank balancing.
The end goal not being to have a turboed LS-vtec (wich I think would be over kill, and prematurely end the life of my motor) but to have a bored out vtec motor to turbo charge, and to not have a lot of down time.
Thanks for the posts so far.