You’re right, ignorance is everywhere.
Here’s my problem with you now. You are one of those who thinks that because he’s “old skool”, he’s right. Period. It’s guys like you that believe that you are truly iterating facts. Your email post is clearly assumption. I have half a mind to find two blown blocks and have the damn things tested.
You came in MY thread, and started running your mouth off with unnecessary comments from the start.
“Ice,
It’s just that I’ve known more LS-V projects go bad with spun bearings and other small failures then I can count. And I mean this from a long term use basis. I think it comes down to is that Kevin Nugyen, the first kid I actually knew of to make the head swap work did so because GSR blocks were a truly expensive proposition compared to now. We all knew that it wasn’t anything complicated to put together, but considering the price drop of P72 blocks I think I would spend the extra G’ for the piece of mind.
Maybe I’ve just been playing with these things too long…
J.”
You never clarified why you thought it was piece of mind until much later with that email. So I asked why in response to the post above. Here was your answer.
“Ice,
Yes, of course I’m referring to the squirters, but not specifically in my comment. Do all the research you want, but those squirters are key for any good LS-V build! I’m more referring to the fact that if you look at a Honda head and block you can see how the two are specifically designed to work together by disapating heat and flexing/dispersing vibrations under high/heavy loads. An LS-V will never benefit from that kind of original design so for about the last 5 years I’ve had the oppinion that regardless of what you do to a thorough LS-V build sometimes it’s just cheaper to invest in that block now rather then deal with the long term issues of two totally different designs trying to work together. My comments are based on the fact that you clearly are trying to build a project the right way, which is admirable, but sometimes our industry has pushed a bad premise off as a good long term solution to a problem which doesn’t really exist anymore; considering the pricing of B18C blocks today. Just something to think about from an old guy, thats all.
J.”
That email makes NO reference to oil squirters though you specifically stated those were a failure point but NEVER once have you demonstrated why. You do mention the block differences in passing. That I’ll give you. But that’s it just passing.
“Ice,
You are missing the big picture piece of my response…
I know that LS-Vs make great power, I know they are reliable and I know they can be built as well as anything that you can drop into a Honda chassis and that you shouldn’t have any problems with your build…but if I was you, and you clearly aren’t me, based on what I’ve seen, I’d invest a couple hundred bucks into a P72/P73 block because of the above email and experience I’ve seen over the last 17 years of building Hondas.”
Now you’re backpeddling. I shouldn’t have any problems with my build? Wait. Earlier on you stated that you have seen them have problems time and time again. The nature of your posts let me to believe you expect them all to, b/c the c1 block is superior. So which is it? You obviously think it’s going to fail or you wouldn’t have made the comment about being worried in the first place.
17 years is great. I’m 28. I’ve been doing this for 12, 10 of them with Hondas. You have a few years on me fine. Doesn’t automatically make you right, but since you seem to think age brings the knowledge ppl should listen to, open your ears. Larry at Endyn has been doing it longer than both of us.
“We ONLY install squirters in applications where the engine is going to be run at full throttle for very prolonged periods, such as road racing on tracks with long straight sections.
We have LS/VTEC’s and B20VTEC’s without them that have been running since before the year 2000 and they have NO issues. Most LSVTEC’s are doomed due to the engine assembly practices of their owners, ie. the use of aftermarket bearings, poor bearing clearance fitment, improper piston to wall clearance/ring end gap, paying no attention to piston to valve clearances, use of old (used oil pumps, etc, etc.)”
The year 2000. That’s almost 9 full years. Wonder why he hasn’t had any issues. Hmmmmm. Interesting. He’s not the only one either. There are members on nearly every board on the net dedicated to Hondas with ls/vtec builds that have NOT suffered from the same issues you have. If he had I’m sure he would have said something to me.
I’m not afraid of saying anything right to your face if necessary smartass, you can get all nuthurt and pissed off all you want. It won’t deter me from contesting your information. Period. God forbid the allmighty J be contested. He keeps saying he’s old so he must always be right right? I mean there is NO WAY that he could be wrong. Oh and the “contact” you got that email from? He can’t be speculating can he? No he wouldn’t do that. Can’t imagine that.
Bottom line, I think you’re so old skool your brain is locked into thinking based on information you’ve received over a decade ago. Apparently the strides made, the successes since then mean nothing to you. I know why you posted, not to help, to flex whatever knowledge you have, regardless of how dated it is.
Guess what . . . I don’t buy it.
You’re not a liar . . . in my observation, you’re one of the masses who are misinformed. You’ve seen them fail, maybe the builders are to blame, not the block.
People SHOULD use this thread in the future. As an example. Do as much research as possible. Don’t believe everything just b/c someone is adament about it being truth. I’ll trust a mainstream shop with sucesses guiding me through a build than some know it all on a board with a complex.
I don’t believe you. Period. Happy? I don’t give a damn if you’re an old member on here and have done this that or the other. There are plenty of others who have succeeded where you failed. I’d rather listen to them.
I researched my ass off before jumping into this. I read every failed thread and every success thread I could find on here, honda tech, team integra, superhonda, etc. I talked to countless shops including Endyn, Hasport, Inlinefour, Revline Motors, and more. I spoke to every local ls/vtec owner i could getting information about builds, and their success or failure in it.
These young whippersnappers can and probably do have more knowledge than you do and that gets under your skin clearly.
So take your anger somewhere else. OR come back with some examples. More information is always good. But get this straight. Don’t expect ppl to listen to you just because you’re an old member on here. I’m bound to be contested as well. But if you open your mouth, be prepared to be called on it if someone doesn’t believe you. Don’t get your feelings hurt.
:read:
I’m done.
Just got this.
“Our largest customer is Honda Research and Development. They came to due to our engine building expertise, looking to source endurance racing engines, as well as engines for special projects.
We measure and fit components to a tolerance of 1 micron. Road race engines we build leak less than 1% after a season of competition, and the bearings look like they haven’t been around the block.
Fitting bearings may as long as 4-5 hours before I am satisfied. Building Honda engines correctly demands exacting machinework, exacting components, and exacting assembly methods.
At any rate, we have B20VTEC’s and LS VTEC’s that were built back in 2000 that are still running hard. There is absolutely no reason one of these engines shouldn’t have the same service life as any other Honda performance engine (ITR).
Every engine we build is unconditionally guaranteed…”
Again from Larry at Endyn. Take it for whatever you want.
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