I'm confused. My B18c1 head and intake will be nicely developed. Type r cams. double springs both sides. lightened retainers and vlaves. 3 angle seat work and chambers shaped. Adj cam gears. The B18c1 intake manifold and TB are....scary.
I'm ready to start working on the block. I will use a slightly lightened, polished and pointed LS crank. Type R windage/pickup/oil pan/oil pump/water pump. fluidampr single crank pulley. B18a1 full weight fly wheel. Eagle h beam rods with ARP rod bolts. Block Girdle.
Did I forget something? Oh yeah, No turbo. Natural. I want to use forged pistons (no oil squirters). Does anyone have an idea for the pistons ?? I will use a stock head gasket. I want to go no higher than 11 to 1 tops.
This will go in an EF hatch. 2100 lbs. I will be using a 4 into 1 header 2.5" collector and something nice back to the Hy-Tech "twice through" muffler. Maybe Hy Tech "header back" system.
What about them pistons? I don't know a damn thing. All the ls/vtec notes talk about using OEM pistons. I yiyiyi. Thanks to all.

 

you'd have to get brand new pistons that fit the ls block (84mm? anyone want to confirm?) BUT i thought i heard something before about notches in the pistons for valve clearence.... i'd really like to know this myself, this sounds like a pretty good build up, but for the money why not just get a c5.. or at least bore it out to 2 liters...

 

81mm. Pick up a set of aftermarket pistons and rods for the buildup. Any reputable piston maker such as JE or Wiesco will have what you are looking for. Claying the motor for clearances is always a good idea when building up the compression ratio.

 

ah yes, then the b20 must be 84, i remember one of them at least being 84, eh, o well...i still say just use the money to buy a c5 or bore it out to the size of a b20...

 

Yes, it is the B20 that is 84mm. If you want to do it right, you can bore it but then you might as well sleeve it since the walls will be very thin after boring to that diameter.

 

yeh, but look at allt he stuff he's adding to the engine, looks to me like he's taking this seriously, and a c5 with slightly higher comp pistons or a ls crank could achieve similar results... if he's shooting to do high comp and not go over 11:1 then it really is kind of pointless to go high comp... i'd say shoot for 12 and get big ass injectors and a tunable ECU that can allow him to change the A/F ratio easily..

i'm just tryin to make sure he knows that the comp ratio on the c5 is already up there and that witht he money he is spending on this thing he could just bolt that nice head of the c1 he's got and use it's (eeekkk..i am pretty sure i'm right here but i duno...) higher comp ratio to a c5 and save time and effort....

 

With the price of a C5 block with internals, he might as well work with what he has and get it sleeved. The compression ratio of 11:1 wouldn't make much power, though, so I think with all this work, he should shoot for something a little higher like 12:1 with a standalone ECU to enable tuning for pump gas use.

 

exactly what i'm sayin, but you wouldnt need to upgrade the interals on the c5 anyway, just leave the the same for the desired result....

 

resleeve not bore out foo.

 

do you follow me around looking for mistakes?