Originally Posted by
TheOtherDave™
So as not to confuse the issue... the overwhelming majority of LS-VTEC discussions follow this formula:
* A stock or near stock non-VTEC bottom end (B18A1, B18B1, B20B, B20Z)
* A VTEC cylinder head.
* The modifications, plumbing and wiring required to adapt the VTEC cylinder head to the non-VTEC bottom end.
Toy Civic: While your build is devilishly clever for passing CA smog.... IMO it does not fit the commonly accepted definition of an LS-VTEC motor build.
I know I am just asking for opinions, and I respect those opinions.
But I will continue to stand by my assertion that scenario #2
SHOULD also be accepted as an LS/VTEC definition. Yes I understand that on the surface, that the two setups cannot be named the same thing.
I maintain that the defining factor of LS/VTEC
SHOULD be the 89mm crankshaft and nothing else. Like I said the only other differences are the engine code stamp and the extra oil lines. I say scrap the engine code for the LS/VTEC definition.
Like I said, why bother with the extra work of mating a VTEC head to a non-VTEC block when you can find good condition bare B18C blocks for less than $500? You have to spend hundreds anyway to get the extra quality hardware for the non-VTEC block. This is functionally better than a B18A/B block.