Nobody said it was just slapping a vtec head onto a block, obviously changing over to vtec head studs, using the golden eagle ls/vtec conversion kit, changing the crank and rod bearings to gsr bearings etc., etc., etc. Of course this is long, and expensive way of doing it! i've built about 15 or ls/vtec motors for people and i can tell that they are very capable of eating type r's alive!!!

of course half way through building these motors i realized the golden eagle conversion kit was a complete waste of time!! Dropping in the LS crank and Ls rod (stock or forged) is going to give you an LS/vtec without all of the hassle.

but to get back on the subject depending on the head that you "slapping on", you are going to get different compression results!! p72 are better for all motor ls/vtec and pr3 and itr heads are better for turbo applications!

 

well it's good to have someone that knows somthing, but what you fail to realize is that the p72 is by far the better head, regardless of setup, (due to it's higher flow and smaller chambers) and yes it will increase compression, but unless you are already running an 11:1 comp ratio i wouldnt worry about it much on a turbo setup, that being said it's pretty much just a better head to use.

as far as tossing a LS crank and rods into a gsr or type-r you are not going to gain much, i personally would rather go this route because i like the C-type blocks due to their effcient oil design, but when it comes down to it most high horsepower applications where you are going to be replacing most major components you don't need the oil squirters and it jsut comes down to the ideal equations of what will be the cheapest-- in most cases it's finding a intact p72 or pr3 head and the use of a cheap LS longblock

when it comes down to ls/vtec there is alot of stuff you need to know about the motors, and most people just don't take the time to research

 

You're right, with the lsvtec in general your no gaining of HP at all. it's basically upgrading the gsr or itr trq to the higher (not by much) LS trq.

 

not really.

compression will be raised due to a number of factors, one not normally thought about is the fact that the LS deck height is slightly lower than the deck height of the c series blocks-- this actually increases compression a good bit.

for example:

a stock ls block and rotating assembly mated with a p72 head will yeild a higher compression than a stock gs-r engine. this along with the added displacement increases power exponentially-- and this is the real reason why ls/vtecs can work out well with stock internals.

 

Which pistons are being used though? you're right, when using the p72 head the C/R is going to be raised slightly depending on the piston and what that piston would normally yield.

 

no what i'm saying is that due to the deck height of the LS being lower the combustion chamber size is even lower in an LS, that is once you get rid of the massive chambers of the pr3 head.

 

i understand what you're saying now!!!

 

Sherwood, i'm in hamden Ct, do you know anyone trying to get rid of a gsr block? i'm looking for one! let me know!!

 

I was always told that torque is acceleration and horsepewer is top end now how true that is I don't know but i do know that an ls/vtec is a very inexpensive worthy contender and probably had stock internals with just basic bolt ons to take the itr.

 

Your right on both parts! Building an ls/vtec is a little more expensive than people think!!