Update: As of 12-18-01
The old B16a died due to a few thrown rod bearings. The Mad Scientist and I haven't ripped apart the block yet, but it will happen soon. I am currently working on my Ls/Vtec.
I purchased a 1990 B18a1 from Whitey's Wrecking, there was some rust on two of the cylinder walls which was easily honed out. However, there was a rut formed on the top of each cylinder walls from the previous piston rings. So, I opted to bore out the block .25mm oversize with a brand new set of B16B(PCT) or Civic Type R pistons. I decided to use the PCT pistons because they were the cheapest I could find. They have a Compression ratio of 10.8. The stock LS pistons have a dreadfully low compression ratio that would only kill my performance. (Unless, I wanted to turbo). I am getting a thicker head gasket than the stock one to lower the high compression.
Update 1-25-02: I am not getting the fatty head gasket yet. The final calculations revealed that I will be running 12.3:1 compression. With some fuel and ignition upgrades and tuning, that should be good for another 10-15hp. Downsides, I have to run high octane all the time!
One downside to the PCT piston is the rods have to be milled .050" (1.25mm) to fit with the new pistons. A process that regrettfully takes an hour and a half equaling to $100. Another one of those hidden things that slows my engine building down.
I will be using the Head from my B16a, even though it has a small crack in it. I think it should be fine. Unfortunately the 1990-91 blocks do not come with a knock sensor, so one must be added to prevent detonation and to run the VTEC.
What's an LS/VTEC??
An ls/vtec is simply a b18a/b with a attached to any B-series VTEC head. (i.e. 89-00 JDM b16a, 92-00 GSR USDM,JDM, 99-00 Civic Si) It is a simple process, the only things that you need to do is create an oil supply for the new head on the non-vtec bottom, and modify the head to fit on the new bottom. I chose to follow C-speedracing for my ls/vtec.
Why an LS/VTEC??
A lot of people wonder, why would I want to build an ls/vtec? Why not just buy a B16a or a GSR? First of all, I had a B16a for a year and a half, and I know that they are fun. The b16a lacks a lot of lower end torque. Which is essential to having a fast engine. Second, the GSR motor is a little more spendy. It has the lower end torque and the high end gains of the luscious VTEC. Thirdly, a b18a/b has a lot of lower end torque. For example:
95-00 Integra GSR has 128-129 ft-lbs. of torque @ 6200 rpm. Not bad, but the LS, GS, and RS models have 127 ft-lbs. @ 5200 rpm. That is 1000 rpm sooner for the same amount of torque. The block that I have only has 121 ft-lbs. @ 5000 rpm. That is still enough to have a fast engine. Combine that low end torque with the high revving head, and you have a monster of an engine. (As long as you can deliver enough fuel). To compare the torque readings from my B16a vs. the stock b18a: The b16a is 112 ft-lbs. @7000 vs. 121 ft-lbs. @5000. That is 9 ft-lbs. more 2000 rpm sooner. Simpler put, the most power that my B16a had will be available around 5000 rpm on my LS/VTEC! Imagine how it will feel when I revv it up to 8200!
How much will the Ls/Vtec Cost me?
Well, here is what I spent:
10-10-02: Overall it was a very fast motor. I should have tuned it better but I didn't really have any good tools or anything. I am doing it right this time and turboing my b16a. Ls/vtec would have been extremely fast with a few more upgrades like cams, fidanza flywheel, and better fuel tuning.
Milling: A process in which small amounts of something like cylinder head, rods, or pistons are ground to have a flat surface or to fit better.
Knock Sensor: Detects engine knocking due to pre-ignition and changes timing or boost level to correct.
Coming soon: Pics, links, and for sale!