B16A to B18C

^and then have to deal with the fuel consumption? :p

exactly.. so your best and bang for buck bet is ls/vtec.. learn more about the frank setup its been done like a million times on h-t.

pm zeforce or gsipsi or fatboys39 and Benson even tho they didnt do lsvtec conversion and did b20vtec like myself they would like an allround knowledge about the setup

Quote:

---

Originally Posted by Chr1s

I think there is a little more than just a quick slap together than most of you are mentioning.

There is a lack of a few things from a quick browse of the thread, a tune, a chipped ecu, new clutch, machining work, head servicing if need be, gasket kit, fluids, misc work for install, breather setup, etc

What is with the internet nowdays and talk of rod ratios? I always see this come up. Yes it matters, are we circuit racing? no, is it going to make much of a difference if you drive like you should and maintain your car? no. When your building a motor with high goals for power, then come talk about rod ratio's and its effect on engine longevity and power.

Piston squirters - I dont run them, I don't see a point unless the car is seeing extended RPM's for a long time. Even then, in a motor with that purpose, it will have forged pistons which can handle the heat and abuses of such work.

I think best option is find a B18 and rebuild the bottom to freshen it up.

---

I know of 2 LS/Vtec setup that where done over the last couple of years 1 had PR3 pistons STD P72 head ITR JDM header 2.5" exhaust tuned on Crome made 126kw it was in a DC2 VtiR the other had P73 81.75mm ebay pistons ported P72 head BC Spec4 cams DTR custom header made 140 something kw on Insights dyno also tuned on Crome the 2nd engine was sold less head not that long ago for $1500 which I think was not bad for what was done to it.These engines are very good even in a race car there is one in the Phil Parsons rarely seen EG IPRA car i know they make very good power with that one and it is very reliable.

Quote:

---

Originally Posted by GSi_PSi

Rod Stroke ratio is for a B20/LSVTEC is 1.54:1 , a B18C is 1.58:1 there isnt that great of a difference.... again people are fed poo by the internet... tell me this.... how come no one ever talks about the K24 Engine and how shit the rod/stroke ratio is?... because they have the same 1.54:1
what do u mean by the Revs a B16a head can reach lol?
Run a PCV breather system your frank conversion will be fine.
I think the BYP B20 have shown how reliable/quick a Frank engine can be

---

b16a redlines at 8,200rpm.. b18a/b redlines at 6,750 or so..

peak power is at 7,600rpm for b16a from memory..? i just dont think the b18a/b were built to handle that sort of rpm WITHOUT replacing parts. the OP stated he doesnt want to spend a whole lot so i imagine he doesnt have the budget to do that..

Rod bolts and maybe head studs is all you really need

nah its just my daily driver so i dont intend to build a monster BXX engine...

Quote:

---

Originally Posted by NSPYRE

b16a redlines at 8,200rpm.. b18a/b redlines at 6,750 or so..

peak power is at 7,600rpm for b16a from memory..? i just dont think the b18a/b were built to handle that sort of rpm WITHOUT replacing parts. the OP stated he doesnt want to spend a whole lot so i imagine he doesnt have the budget to do that..

---

Determining how hard a motor can spin isn't by where it makes its peak power, it's the geometry/fixtures of the bottom end internals.

I know where you are coming from though and you are right, I would be replacing the rod bolts and headstuds, the rods will be fine for an acceptable RPM limit.

These B20 threads always get out of hand, if you guys want answer or a discussion, make a new thread and we'll have a ball :).

When your converting an LSVTEC/B20 if you half the brain of knowing how to convert them to vtec, then you should also know to change the appropriate rod bolts (maybe even freshen it up with new rings,bearings etc) as they are the weaklink in the bottom ends...
Let me just summarisee..

Sounds like the OP doesnt wanna mess around with frank conversions has around 3 grand to spend this will net you a healthy VTiR B18C2 along with ecu, oils, lil parts , installation labour etc Thats a realistic figure
selling off ur old B16a with gearbox should lower the cost.

wouldnt it be more around the 5k area fitted & drive-away GSi?????

^ yeah bordo ur probly right, if the dude gets jippped on labour then it will come to that

Which he prob might

Quote:

---

Originally Posted by Chr1s

...
I would be replacing the rod bolts and headstuds, the rods will be fine for an acceptable RPM limit.
...

---

and what would be an acceptable rpm limit for stock rods & sleeves?