hey im building a ls turbo head and i wanna see what i could do to it to make some power. I wanna do everything possible.
(Any suggestions on what i should do just post on my thread thanks alot.


my current set up

b18b1
srp 8:5 pistons
eagle rods
kms block gaurd

rev hard stage 2 turbo kit

 

Get yourself a box and some padding, put the head in the box ship it off the PortFlow(in Texas) and ask for the WORKS IMHO they will give you back a nasty race ready head... Most any sponsored teams use them for there headwork(I used them and could not be happier ) after you get it back, look into some nice street/race cams and be done.. Look to spend soem coin, I think protflow is running around $900 for a full port/polish/valve job, then add some oversized valves/guides/springs/seals&retainers for say another $500-$650 and be done


Good luck and have fun

 

For the $900 for the port work you can pick up a vtec head and valvetrain and the head will flow almost as good stock as a worked ls head. Without going crazy on the valves they don't like to flow more than 260ish cfm. Cam selection is also better for the vtec heads. Unless you are dead set on keeping the ls head to prove a point I'd look to a vtec head over working the ls head. If you do decide to work the ls head portflow is a good choice as previously mentioned. I've used a couple heads from them with great results and turnaround time.

 

I honestly dont know why people bother building up ls heads

 

me either...espicially when you consider things other than air flow....what about VTEC? a b16 head will be well worth the money.

b16 > ls + p&p
b16 + p&p = the way to go

 

the higher the hp, and the more work done to the car, the less the vtec makes a difference, if you put 10,000 - 15,000 into an ls motor and the same into an ls/vtec the difference in hp will be minimal. as was told to me by many different people who actually built up both with pretty much the same upgrades

 

well it depends, is it an all out race car that stays in high RPM all the time?
then yeah, VTEC doesn't mean squat, but if its a street car you still have good idle, and good low end power right?
so an LS all hopped up is like a b16 or whatever in VTEC all the time

 

umm.....no

 

What are your power goals??? Ive seen 672whp on an LS head, with more torque than a VTEC motor making comparable power... Took a bit more boost to get it to those power levels though, thus the higher torque numbers...

 

If you are set on keeping the LS head ship it out to Port Flow to have them work it over. You will need a set of cams, valve springs, etc. Here are a couple of LS's Jeff Evans tuned.

Car: Integra LS

Engine: 84mm benson sleeved LS, 9:1 pistons, eagle rods, cometic headgasket, arp studs, ported and polished head, crower valvetrain, crower 402t cams, golden eagle intake manifold, stock tb

Mods: FR manifold, innovative "sc61" equivalent turbo, 3" dp, 3" exhaust, no cat, FR intercooler, FR charge piping, Tial bov, Tial 44mm wg, RC 750cc injectors, walboro 255lph pump, 3bar map sensor, neptune

Tuning at 14-15psi on pump gas:


Tuning at 18psi on race gas (110 octane)


The powerband of this LS, feels like that of a vtec on the street. The short redline catches up really really quick, even with the LS transmission. The head porting, cams, intake manifold, turbo and turbo kit really shift the powerband to higher rpms with the LS. This set-up would have easily made 450-500whp with larger injectors and a non-slipping clutch. Increasing the boost to 19-20psi resulted in clutch slippage from an ACT organic clutch (rated at only 300 ft-lbs of torque).

Car: Eg hatch

Engine: Stock sleeve LS block, 9:1 SRP pistons, eagle rods, stock headbolts, oem headgasket, crane stage 2 turbo cams, stock IM and tb

Mods: FR stage 2 GT kit, dumptube under oil pan, 3" thermal exhaust, no cat/resonator, RC 750cc injectors, walboro 255lph HP pump, 3bar map sensor, greddy profec b spec II boost controller, neptune

Tuning at 25psi on 110 octane:


* Dotted line represents pump gas 13psi tune, solid lines represent race gas tune. Tuning session was cut short at 25psi due to cylinder head lifting off block. Stock OEM head bolts and high boost dont mix. Luckily headgasket didnt tear, and customer was able to drive car back to fix iissue. As soon as headbolts are installed, going to 30psi. Probably going to make 500whp/425tq.