alright i'm going to be picking up a 91 teg more then likely this weekend.

i dont want to mess with the short block but will be willing to mess with the top end

goal is 200+hp n/a,max comp would be 12-1..

all the n/a players shoot me some setups..

thinking of doing the ls/vtec setup.but if i can get to my goal with out that then i wont do that setup.

cams,header,muffler,intake,cold air intake,head..let me know..planing on porting the head and intake.i dont care if she sounds like a raped ape at idel,i like it really..lol

but give me some ideas..i'm not a import guy,but gas is just to costly to run a nice v8 now a days for a d/d

 

ls vtec would be the easiest. u can use all honda parts on the bottom end and get nice compression numbers with honda reliability. put some good cams in there with a decent valve train and tune it and you will get 200 easy.

im runnin an ls vtec at the moment with itr pistons (11.0:1 comp), basic bolt ons, and an ok street tune that made 177 whp on STOCK gsr cams. so there is plenty of room to grow.

 

to get more compression i was going to mill the head to drop the cc of my chambers done..

anyone know if i would have piston to valve clearence issues if i use skunk pro 1 cams?

what off the shelf cams from honda or acura would be good?

the skunk cams are costly..i get 1 off cams cut cheaper then what they want.

 

if u use a vtec head it already has smaller combustion chambers than your ls one. skunk 2 pro 1's may hit. pm kj he would know best. buddy club spec III or IV cams will make great power.

 

yeah, once you get to milling or changing cam lift with a b-series vtec head on a stock ls bottom end, you're going to have clearance issues. I do not know much about doing what you plan on doing, but I am familiar with it, and I have heard that if do anything more than put the head on with the stock internals that you will have a serious problem, or four!! ! the best bet is to change out the pistons for pistons with bigger valve reliefs, as that is the major problem. but do not listen to me, as I do not know a whole lot, but I am willing to learn as this idea is my next step!

 

i was thinking i probley would run into a clearance issue.if i did mill the head an go to a higher lift cam..

anyone know what vtec heads give what compression when going to the ls block.and how much lift can be run safly for each setup???

 

b16 and b18c5 heads are almost the same as far as castings are concerned and should yet the same size combustion chambers, yielding near the same cr. in contrast, b18c1, aka 1.8l GSRs are a bit different, and the differences are unknown to me. but from what i hear, head gaskets play a small role in bumping up cr as many companies make two layer head gaskets, whereas the stock head gasket is three ply. the biggest factor in achieving a higher cr is the type of pistons you use. so, to get a 12.1 cr like you want, changing out the ls pistons for some b-series vtec pistons is a must. now as far as clearance issues with different pistons, there shouldn't be any. the same is true for higher lift cams.

 

u r correct sir^
as i do not kno the details but if u were to get a gsr head ur comp ratio will be higher as to using a b16/b18c5 head u would yeild more volume. as for ur build u might as well build the motor from the ground up because u'll run into some complications along the way. now unlees u want to do the head work on a ls and mill it down and what not just add some spray and u'll be at the 200hp mark every time u hit that button

imho

 

yea in order to get 12-1 compression you will have to go with pct (b16b) pistons and probably a 2 layer head gasket, but the first upgrade should be arp rod bolts as the ls rod bolts are very weak.

 

^ i concur.
the LS bottom ends were not designed to be high reving motors. the rod/stroke atio causes the rings to wear alot faster when taken higher than the stock rev limit. the rod bolts are the biggest concern with the LS motor. anytime you upgrade an LS ARP rod bolts are a must.

as far as getting to your comp. ratio, you are gonna have to change out the pistons. try to stay in the 11.5:1-12:1 range anything higher will have to be DE-tuned for pump gas. im personally using weisco 12:1 pistons in my motor, and my last motor had Endyne "roller wave" high comp. pistons.

now be aware your also going to have to upgrade your fuel system to support your horsepower goal. i maxed the stock fuel system out at 190WHP with my current motor.

these builds can get a lil costly when done properly, but you get what you pay for. if you decide to go cheap it will bite you later down the road.

goodluck with your build, its nice to see other people's builds in progress.