b18b ???

D16SiHatch said:

factor in all the price of parts and install, plus the tune.

i just don't see it costing sub $1000 to get it done.



how so? they both have the same displacement.

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if you do it yourself and shop arround you will get it done for about 800-1k.

I dont feel like posting parts and costs. seller by the name of uyunira sells oem quality parts for crazy cheap. nippon piston sets for 150 shipped and gasket sets for less than 90 shipped.

DIY and you will cut cost like crazy.

BrutalB83 said:

The rod/stroke ratio is different also...

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yes, it is. but not in the favor of the ls. a gsr is 1.58:1 where as the b18a/b is 1.54:1. the ideal r/s ratio is 1.75:1.

BrutalB83 said:

but actually the non-VTEC engines displace about 35cc's more then a GS-R does.

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and? it's a whopping 2 percent increase. not even worth mentioning.

BrutalB83 said:

They're close enough that we refer to both of them as 1.8 liters.

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my point exactly

shut up just shut your mouth! you know nothing! stop posting stupid comments!

lol are you serious dude? i really hope you're being sarcastic.

cause if not, you're an idiot

why would people build LSV's? have you ever seen a GSR VS LSV on a dyno? have you ever built a LSV?

Please, me the idiot?? ha ha Im not gonna argue with you but please STFU and learn you idiot.

Do you know people fill GSR blocks with LS crank and rods as a cheap way to gain torque and HP?

lol your the idiot.

well, i guess that solves that. you're a bigger dumb*hit than i had previously gave you credit.

lets see, why would people build ls/v's? same reason that they do a lot of things in life. because they feel like it. i'm not saying its the wrong route to go, i'm just stating it's not the best for everyone.

a gsr vs ls-v on a dyno? what does the ls-v have? stock gsr head, stock ls rods? or is it a ported polished b16 head with some fancy cams, aftermarket rods, and higher compression pistons? the point is there are too many variables to just assert that a ls-v is better than a gsr. and how are you defining better? if it makes more power? or if it costs less? sure you can build a nasty lsv, but it also is going to cost more than just throwing some arp hardware in a stock ls bottom end and dropping a stock vtec head on it.

LSV with oem p30 pistons, stock rods with arp rod bolts, stock crank, stock b16 or gsr head, stock b16 cams, tune , will make more power and torque than a stock GSR for a hell of a lot less than a GSR swap....half the price if you already have a LS.

you didnt answer me, have you built a LSV? The best option baised on price for this guy was a LSV, but you had to run your mouth saying.

D16SiHatch said:

for the price of a reliable ls/vtec you might as well just purchase a gsr.

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the more you post the more stupid you look. I really hope other people would chip in on this so you can see im not talking out my ass.

I have not personally done it, but I've seen enough builds and posts from others who have done it to get an idea what it might cost. I would go with a gsr myself, that's just me. If I want more power I'd just run boost, which is what I'll be doing with my new car. I'd rather do a vitara d16 build then spend the money on buying another b series for the car and boosting that. Different people go about things different ways. Doesn't make it wrong or right

D16SiHatch said:

yes, it is. but not in the favor of the ls. a gsr is 1.58:1 where as the b18a/b is 1.54:1. the ideal r/s ratio is 1.75:1.

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D16SiHatch said:

and? it's a whopping 2 percent increase. not even worth mentioning.

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It is worth mentioning because it's enough to make a difference. Take an LS block, upgrade to GS-R or better (B16, Type R, etc.) pistions, and install a VTEC head, and you'll end up with a motor that has more torque then just a straight GS-R swap.

That lower R/S ratio can put stress on the engine though, so that's where using beefier parts and making sure the motor is assembled correctly comes into play...

ballerxforxsho said:

v-tackk all day !

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Um, okay? Post whore much?

Doesn't the compression go up with the Frankenstein? Figured that was a god portion of the power gains against a GSR bottom end?? I have always known the LSV to be a power house in comparison to GSR. But the longevity and variances with the building (bearing clearances and micor balanced crank....blah blah blah)

CAFROG said:

Doesn't the compression go up with the Frankenstein? Figured that was a god portion of the power gains against a GSR bottom end?? I have always known the LSV to be a power house in comparison to GSR. But the longevity and variances with the building (bearing clearances and micor balanced crank....blah blah blah)

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ITR pistons about a 11:1 with B16 head

P30 pistons about a 11.5:1

compression dose go up, but when you add a slightly longer stroke and bump the compression....well theres were you make the extra power.

any build will last you a ton of time if you build it right. I could take a stock GSR and get 250kmiles easy. now if I build a GSR with oem parts but screw up the oil clearance, dont resurface the head and block.....well its gonna blow.

Magana559 said:

now if I build a GSR with oem parts but screw up the oil clearance, dont resurface the head and block.....well its gonna blow.

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I agree...and this is also why most LSV's go snap crackle pop. I feel this is why LSV's get a bad rap because it takes a considerable amount of knowledge and most LSV builds are done with a worn out bottom end and they just slap a VTEC top end/trans to it.

CAFROG said:

I agree...and this is also why most LSV's go snap crackle pop. I feel this is why LSV's get a bad rap because it takes a considerable amount of knowledge and most LSV builds are done with a worn out bottom end and they just slap a VTEC top end/trans to it.

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