Putting a DOHC VTEC head on a B18b block. A few minor modifications need to be made, but it gives you DOHC VTEC on a budget. Quite popular in the US, but not over here.
Putting a DOHC VTEC head on a B18b block. A few minor modifications need to be made, but it gives you DOHC VTEC on a budget. Quite popular in the US, but not over here.
...so what would be a ballpark figure to get the GSi VTEC'd?
Not on a budget.. with all the extra work rebuilding the engine.. you'd prob be cheaper to get a stock B18C ( integra VTiR )... the advantage of the LS-VTEC frankenstein motor is the added torque from the LS block and bottom-end. you will be approaching B18C-R territory with the LS-VTEC with the B18B having almost the same torque output as type R, but then with a high-flowwing B16A head you get the best of both worlds.
essentially the B18C-R is a B18C block with a P+P B16A head.
advantage of LS-VTEC over B20-VTEC ? well the B20-VTEC has a bucket-load of torque but requires the bottom end and block to be built-up to withstand the high-revs of the VTEC head.. however the B18B ( LS ) is already a bullet-proof motor and can handle high RPM.
Err no.....the B18B with the VTEC head has a lower compression ratio than the B18C from the vti-r, thus good for turbo setups. It is cheaper in the sense that it doesn't require afull engine change. Ideall you change the ECU to an equivalent VTi-r one, and make a new oil line to activate the VTEC solenoid.
essentially the B18C-R is a B18C block with a P+P B16A head.
The B18C7 (ITR) is a totally different motor apart from just the head. To name a few these are the differences b/w the ITR and vti-r motor
1. Ported+polished head
2. lighter valve springs
3. lighter valves
4. Special cylinder wall coating
5. Totally different Pistons and conrods to the vti-r.
6. ITR has different intake runners to the ITR (vit-r has primary & secondary intake runners, whereas ITR has one set optimised for high RPM)
I don't know where you got the facts that the B18B + VTEC gives you similar output to the ITR.
No doubt. The LS VTEC conversion is huge in the States, a lot of guys building those up for boost in particular. Don't believe me? Have a look at H-T and do a search. There's a huge knowledge base there on this topic, plenty of workshops that sell fully built engines too.
if you put a B20 block next to a B18B block you will clearly see the difference in size, the B20 has thicker walls, however the B20 have much weaker sleeves...something that needs to be addressed if youre gonna turbo charge ur B20. the Lsvtec conversion is a good idea and you may put out similar power with the b18c, but the reliability is questionable!
there is no comparison between a B18C1 and LSVTEC.
the B18C1 is so much more a superior engine!
[quote="wynode"
The LS-VTEC is more suited to FI because it runs a lowercompression than the B18C DOHC VTEC[/quote]
YEAH SO YOU KEEP TELLING US _ DO YOU KNOW ANYTHING ELSE ABOUT THIS ENGINE ? OBVIOUSLY NOT !!!!!
yes it IS lower compression than B18C, but if you check out the output of the B18B you will be surprised to notice it actually has a higher TORQUE output some 2,000RPM lower than the B18C..
this is why we add the B16A VTEC head to the B18B Block - to give it some top-end power.. you are left with a motor that is arguably stronger than the B18C but it is also better flowing and open to tuning a lot better than the B18C head.
the B18C head is regarded as the worst of the DOHC VTEC's.
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Originally Posted by wynode
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