i agree that with enough research and money you can get a well rounded (power house that last) but hell everyone thinks it is so easy to just slap a head and block together and tap a few lines.

honda engineers have years of expirence almost unlimited research funds and hi-tech tools to do whatever they want. most people in the "import hot rod" demographic don't!

i think the import tuner wit the spoon s200 has an article with "mr.spoon" and he talks about the downside to b20 vtec hybrids.

 

with a little more headwork, PVO can get over 600 hp out of the viper V10, but they chose not to do it. why? because it would cost them more money. you have to remember, if honda can save a dollar on every car they produce, multiply that by the enormous amount of cars they produce, and you have a huge chunk of change. a perfect example is Chrysler. they quit putting curcuit protection in all of the PCM's. this saved them roughly a dollar a car, and they expect that to add up to about $1.5 million in one year.

yes you can. i can get a complete OBD I B18C1 from an acura dealership for about $3400 (employee discount), and that is new, not a re-man.

 

Honda chalenge eh? Have you seen the green CRX that runs in the honda chalenge? it has a b18c jdm integra type r motor which was made for racig,it OWNS the ls/vtec, b20/vtec, you-name-it/ vtec. How do I know this? I built the car

My point is, ls/vtec's should'nt be used for roadracing, that's just my opinion. The b18c/b18c5 was built from the factory as a PERFECT race engine just stock, I ran the enigne in stock for and was surprised at how it kept up with the rest. :thumbup:

 

Man that article has been around forever. Do you even know what a r/s ratio is or how it affects revvability? Do you know that the LS/B20 r/s ratio isn't very different from that of a GSR/ITR? The problem does not lie in the r/s ratio, but in the OEM rod bolts of the LS/B20. They were not designed for the stress that 8000 rpm puts on a bottom end, they tend to strech out...this is not good. Throw in some ARP rod bolts, and you're good for 8k rpm. Wanna go past 8k, you need the valvetrain to do it, and a crank girdle like on the GSR/ITR. The stock LS/B20 rods are surprisingly strong. My roommate has a GSR block with LS crank and rods in it, retaining the oil squirters and crank girdle...the safest LSVTEC you could have. He is using ARP rod bolts and shotpeened OEM LS rods, taking them to 9500 rpm without a problem. What do you have to say about r/s ratio now?

 

other than getting ARP rod bolts is it also wise to get ARP head bolts? also since the ls block doesnt have oil squirters how much of a problem arises?

 

The oil squirters aren't too big of an issue really, they're not necessary. You don't need to get ARP head bolts either.

 

all oil squirters do is lower piston temps. it helps to reduce preignition/detonation, and reduce NOx emissions on high compression engines.

 

It's all theoretical debate. The fact is that properly-built examples of the motors are out running around and working just fine.

 

This is true, they are aimed at cooling the wrist pin.

 

Oooh, the rod to stroke is off .04 from a b18c1. :jerkit: