is the ls/vtec swap better than a b18c engine

 

If you build the LS/VTEC properly, you shouldn't have any problem; but with the money you spend to make that happen you could've used to build an even better B18C1.

 

If you can rev an LC/VTEC as high, and as reliably as you could a B18C, the LS/VTEC would have the advantage, hands-down. That said, your typical LS/VTEC usually can't rev as high, or as reliably as a B18C. Unless I had an LS/VTEC that was built with VTEC oiling components, and a properly installed block girdle(not just simply bolted on, but properly doweled in place, a la the stock B18C girdle), I wouldn't feel comfortable taking it past 7K or so. Sure, it'd be fine if your bottom end were perfectly balanced, but usually that isn't the case. Also, unless you're pretty good with machining work, it's going to cost quite a bit to get a girdle(stock B18C or Z10) properly installed with dowel pins. With that amount of money, you good probably pick up a GSR block, stick an LS crank and rods in it, and you'd have all the advantages of the GSR and the LS/VTEC. You'd have the stock reliability and revability of the GSR, along with the longer stroke of the LS.

 

My roomate has the GSR block with LS crank and rods in it, it hauls ass even with stock cams. As for building the LS for high revs, all you really need to take it to 8k is ARP rod studs. If you wanna go higher, you better be built, and have everything that inspyral mentioned.

 

the VTEC architecture already in the C1 block, the LS crank and rods seems like a nice mild stroker solution for more low and midrange TQ.... good idea... only the R/S is slightly lower... pulls the powerband down a few hundred rpm... but no worries, use some arp head studs, rod fasteners and shot peened LS rods. the 89mm stroke would raise CR too... hmm. LS crank in GSR block with GSR head, stock HG and JDM ITR pistons 81.25 bore is looking like 11.6:1... 1846cc. the intake valve closing spec of the GSR cam at 40abdc suggests a solid dynamic compression as well... not a bad idea! almost 12:1 using all stock stuff, no milling, no thinner HGs, no decking. gotta love it. did he have to do any machining to the block to accept the new rod/crank geometry? how high is he revving this beast? combining this with a ported GSR IM with a portmatched 65mm TB and full tuning. balanced 310ccs we are taking about a monster waiting to happen... throw in some 253/249 cams and retune on the dyno...I/H/2.5" exhaust... holy monkeys. we are talking off the line power, strong midrange through 6500 and respectable top end pull... drop some LSD on the GSR tranny with a lightened flywheel... awesome.

 

That's his setup...shotpeened & weightmatched LS rods with arp studs, block girdle, weight matched JDM itr pistons .25mm over, balanced rotating assembly, revving to 9.5 all day, taking it like a champ. P&P head, milled .020, skunk2 springs, retainers, valves, port matched IM, RC TB, 310's, jdm itr header, apexn1, random tech cat. Still using stock cams, he's gonna get some soon. Also using a stock intake, which is kinked because it's the wrong intake tube, so I know that's hurting him too. Still using the LSD LS trans, looking for JDM ITR lsd trans right now...it's gonna be a screamer...hell it already is a screamer. Even with the LS tranny it pulls people like NOTHING on the freeway. It's a really great setup. R/S ratio is slightly lower, but only .04....1.58 vs 1.54. It definitely pulled the powerband down lower, lots of torque, but all the top end power to back it up. Surprisingly the stock GSR cams don't fall on their face all the way up to 9.5. Ahh yeah, also a 7lb fidanza flywheel