[QUOTE=TurboG2teg311;1707114]bottom line is this, and ive had experience with both.
Turbo LS: your going to have to beef it up and rebuild it if you want to run anything over 10psi, it has smaller rod bolts, and generally has high mileage, this equals blown rings, and snapped rods/spun bearings. anyone who tells you otherwise is probably not running it, and spends to much time reading posts by idiots, or has no fucking clue as to what they are talking about, and probably just both. But the advantage to this is you already have the engine, and LS stuff is cheap and easy to come by. for crying out loud you can go to the local pick and pull and get an LS motor for dirt.
Turbo B16: your going to make alot more power, probably ~50 more wheel, at the same boost pressure, because like everyone else said a VTEC head out performs an LS head all day long, and anyone who knows anything knows that the majority of power made on a Honda comes from the cylinder head. plus you get the larger rod bolts out of the box, which will handle some more power. Another advantage is your going to have to buy one from an engine importer, so your going to get an engine with roughly 30k miles on it. so it will be relatively new. The disadvantage is on top of the turbo kit expense, now you have to purchase a new engine, and possibly an ecu depending on what your going to do for tuning.
Hope this helps and VTEC killer cams are fucking awesome.[/QUOTE]
in my original post i stated that i would build either motor
but im leaning away from the b18a totally…like you said, most have high mileage.
[QUOTE=kNOwLedGe420;1707106]You’re full of shit. What does displacement have to do with head flow and port characteristics? VTEC heads are SUPERIOR to non-VTEC heads in every way possible when stock and not ported. No matter what block is attached to the head whether NA or FI, a head that can flow more air faster is better than one that can’t.
No. I chimed in to tell you that VTEC heads flow better than non-VTEC heads, so a turbo B16A can be a potent setup. I never said anything about a high-compression turbo setup making more power than a low compression setup. :read:
If you had equal turbo B18As, one with a PR4 head and one with a PR3 or P72 head, the one with the VTEC head will make more power. BOTTOM LINE.
There is no wrong info there. VTEC delete cams, often called “VTEC killers” are camshafts made for VTEC engines that no don’t have 2 cam profiles on them. When you put these in, it’s like always running in VTEC. You remove all of the lost motion assemblies and VTEC rocker arms with this setup, which greatly reduces valvetrain weight. Race ready NA Honda engines rarely see RPMs below 6,000 RPM on the circuit, so VTEC is pointless. You don’t really have to worry about emissions or gas mileage on a time attack car.
Most people on this message board DAILY DRIVE their cars. VTEC killer cams are not practical for street use. You won’t idle well, you will have horrible emissions, and will get SHIT for gas mileage. VTEC provides all of these. It has nothing to do with hearing the VTEC crossover, although I LOVE hearing that [/QUOTE]
Wasnt responding to you. I said I would rather have more torque than a guttless b16 any day of the weak. But thats cool you can get you b16 and say its a better choice because of Vtec. And whats this crap with flo of the vtec head, you can go ahead and have sex with Vtec all you want but I wouldn’t solely pick an engine based on this technology. And a vtec head would flo better, but its on a engine which many consider gutless, I would rather have a higher displacement and more torque. The LS would probably have lot better feel and response as well. And with P&P work and a set of cams would flo good to.
I never said the engine was a better choice becuase of VTEC. Can you read? Again, all I said was that VTEC heads flow more air faster than non-VTEC PR4 heads.
You obviously either can’t comprehend what I’m trying to tell you, or you have no idea how VTEC works or what it is.
VTEC (having 2 cam profiles in one engine) has little to do with the flow of the cylinder head. I’m telling you that the actual intake and exhaust PORTS themselves in VTEC heads flow better than non-VTEC PR4 heads. Geez, you’re dense…
An engine is nothing more than an air pump. With a turbo (another air pump) attached top it, THE ENGINE IS ONLY AS GOOD AS THE AMOUNT OF AIR AND FUEL IT CAN PUMP INTO ITS CYLINDERS. Even though the non-VTEC engine is bigger, if the head can’t flow all of the air and fuel into the cylinders fast enough, it’s not going to matter when if the smaller B16A IS able to flow more air and fuel into a smaller displacement. I’m not sure which engine would make more power if both were internally stock (because I don’t care for turbo Hondas), but I’m trying to tell you that displacement means little if the engine can’t flow well.
Mick: Get the fuck out of this thread if you don’t know engine fundamentals 101.
this is the most informative fight that i have ever followed, lol.you guys are going back and forth but as it happens, all kinds of misconceptions are being cleared up.
Vtec killer cams? first time i’ve heard of them, but as mentioned previously, they would most likely give you a bad idle and gas mileage. look at the good ol’ 350’s. whenever they run fat cams, the engine has a choppy idle, sounds like it’s gonna turn off and has almost no vaccum. these types of cams usually wake up after hitting over 2500rpm and make alot of power close to red. same principle with big cams on imports i guess.
Well jaidedeye you would actually probably save money if you just got a B18c head for your LS and then built up you motor compared to buying an entire B16.
Ill just end the debate no and go test out both setups on Forza 2. We can both agree this would be the most accurate way to tell which is best… :read:
[QUOTE=Mick Garvey;1708905]Well jaidedeye you would actually probably save money if you just got a B18c head for your LS and then built up you motor compared to buying an entire B16.
Ill just end the debate no and go test out both setups on Forza 2. We can both agree this would be the most accurate way to tell which is best… :read:[/QUOTE]
id do that BUT i found out that the b18a out of my car is trash…so i have to buy another motor anyways
sounds like the majority of the advice you give, is based on what you READ, not personal experience, which in turns now makes sense of all the nonsense you talk about, you need to stop staying up so late reading the b/s on H-T.
[QUOTE=TurboG2teg311;1708979]i agree, turbo’s are for girls, i had to learn that the hard way, and i wish it wasnt in my member name.
IMHO, a 2 litre with 12.5:1 c/r, crower all motor light rods, and some JUN 3’s or VTEC Killers is t3h sex.
2 litre, high compression, and windin up like a 16…soundin like a hayabusa.[/QUOTE]
There was a white DC2-R with a Mugen aero kit (and clear taillights) in a Best Motoring DVD that had a very similar setup w/ VTEC killers. 268 whp, and it was so loud, Tsuchiya said it would make him deaf. It had no power below 6,000, but it made power all the way to 10,000. :drool:
Hmm have you heard of history? Or research. Just because someone doesnt have personally expierience doesnt mean you cannot research a subject and have input. Somethings have been done and documented, and yes the internet even allows you to read about these things. And I am quite aware of BS when I see it… Expecialy the shit on H-S.
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slap a turbo on a B16 and its not “gutless” anymore. it will produce more power all day long, than an LS.