this cant be tru.. can it??

whassup guys
is it tru that i wud be better off getting an ls stock motor instead of a vtech bcuz i culd turbo it easier?? and if so, what engine shuld i buy for my '92 integra ls?? will it be jus as powerfull in the end without the vtech?? any help is appreciated.

This site has a search feature :sunglasse

the ls motor can handle more boost stock then the gsr(safey)

It's vtec, not vtech.

If you're building a motor for boost, GSR's internals are stronger, and it makes more power per pound of boost. Slap an inline pro headgasket in the GSR motor and saying the LS is better for turbo becomes totally irrelevant.

from what ive heard is the gsr on stock internals you can only run 7 psi maybe 8 psi and on a ls you can 12psi to 15 psi i pretty sure that the extra 8 psi of boost is going to make up from the 26 hp diff. between the ls and gsr 142hp (ls) Vs. 168hp (gsr)

Well the gsr motor has VTEC and the vtec cam lobes have too much duration for turbo use. The VTEC lobes are designed for extra N/A power. So right off the bat you need to change the cams to make more use of the boost. Turbo cams need to have obserd amounts of lift and short duration. I you go with the LS you might spend $3000 at the most for a turbo kit (custom) then $300 for turbo cams, then the usual other stuff. Then the gsr turbo $3000 at the most and turbo cams $700 at the least, head gasket $100-200. Final price for LS=12psi = $3300 final price for the gsr = 12psi = $4000 and the gsr will have more of a chance of detonating because of the higher compression ratio, unless the head gasket takes away alot of the compression , but then you have too much distance between the crank pulley and the cam gears, and cam timming is all screwed up. Too much crap involved in making a good turbo GSR the GSR is much better suited for N/A. And the stock sleeves are not going to hold up to much over 15psi in either motor. so the 15psi cap is there for both in the end even with the head gasket for the GSR. Unless it is resleeved. :2cents:

whtteg thanks for posting you can explain it a lot better then i can

from what ive heard is the gsr on stock internals you can only run 7 psi maybe 8 psi and on a ls you can 12psi to 15 psi i pretty sure that the extra 8 psi of boost is going to make up from the 26 hp diff. between the ls and gsr 142hp (ls) Vs. 168hp (gsr)

No, you don't understand. The VTEC head flows MUCH better then the non-vtec head. Right off the bat that makes more power, and more power per pound of boost. Second, the VTEC lobes do not have too much duration for a turbo setup. Give me a break. If they had such massive overlap and duration they would bleed off all cylinder pressure in a N/A GSR and severly reduce power you make. The small amount of overlap you do get with GSR cams are totally inconsequential because the motor is spinning at such high RPM's that you arn't going to bleed off any sizeable amount of boost anyways.

whassup guys
is it tru that i wud be better off getting an ls stock motor instead of a vtech bcuz i culd turbo it easier?? and if so, what engine shuld i buy for my '92 integra ls?? will it be jus as powerfull in the end without the vtech?? any help is appreciated.

this ? had been asked numerous times im getting really tired of it, next time just do a search please. as far as which one is the better motor, get the ls, u'll be glad u did. it handles more boost than the b18c and when u do blow your motor from over boosting, the price of an ls is tremedously less compared to a gsr. when higher boost is achieved due to internal work on the b18c, the b18a/b will still have a higher boost after having its internals done. honda design the b18c to be an advance n/a motor as an alternative toward the turbo route, so if i were u, i would keep it that way. lastly i know a person who has a turbo gsr and and he told me himself he would rather have it on an ls.

Yes the vtec head flows better but the LS cam profile is much better for turbo than the GSR's. And yes the GSR has too much duration, not so much that it won't work but enough that you will not be making anyway near the efficency that the LS would. And the higher compression ratio is bad also. So the only real thing the B18C has going for it in the turbo situation is the better flowing head. And the oil squirters. Alot of the racers that use trubo vtec engines have cams that eliminate vtec all together.

Yes the vtec head flows better but the LS cam profile is much better for turbo than the GSR's. And yes the GSR has too much duration, not so much that it won't work but enough that you will not be making anyway near the efficency that the LS would. And the higher compression ratio is bad also. So the only real thing the B18C has going for it in the turbo situation is the better flowing head. And the oil squirters. Alot of the racers that use trubo vtec engines have cams that eliminate vtec all together.

:eek7: Tell me, how does the GSR cam have too much duration for turbos? Lets compare GSR cams to some crower turbo cams, shall we? GSR: 230/216 Dur. @ .050, .423/.378 valve lift
crower: 230/226 Dur. @ .050, .466/.465 valve lift

I guess you know better than crower. And did I say anything about the compression ratio being good or bad? No. If the GSR cams had such almighty overlap that it bled out all this boost and was bad for turbo, they would bleed off all your cylinder pressure in a naturally aspirated setup, which is far worse than in a turbo motor, because once the piston is moving from BDC to TDC there is nothing to keep pushing more air in, you just keep loosing pressure and power. But, I guess you know better than hondas engineers. :uhoh: And about your rather dumb comment about why some racers eliminate VTEC, it's mostly road racers, and they all eliminate VTEC to reduce valvetrain rotating mass, not because the VTEC lobes give you more overlap or some nonsense crap like that.

And please, don't go saying that crowers LS turbo cams are 190 advertised duration and that's why duration is bad. LS' don't have vtec, they have to use that lobe for the whole RPM range. 230/226 duration would give you no low end power and would be bleeding off some cylinder pressure at lower RPM's and getting rid of a lot of your low end torque, but that's a non issue @ 5500 RPM's.