Again,
WHY DO I NEED TO JUSTIFY AN OPINION IN THE FIRST PLACE?
Even if it does make more power sooner, it's so very insignificant. If it were worthwhile everybody and their brother would be tossing the GSR bottom end out for an LS block.
You haven't disproven a thing. You posted a built motor's dyno, which has no merit when referring to stock parts. Even so, the dyno you posted, although close, still made less power then a full on counterpart. Decent torque curve? Still has no bearing when I'm not trying to say anything about power curves at all.
What was yours 180/133? Bone stock ITR, making more power and torque than your "LSV."191whp/140tq
Build the head and throw in cams like your motor, and I bet you it would be even further off.
Never once did I say either of these.
YOU'RE spreading misinformation by saying that. I simply said my opinion was that it was half assed. My OPINION. I never once said "It's wrong" or "Stop Using it." Where the f*** are you getting THAT one? For someone who keeps talking about misinformation you sure do make up a lot of crap. And simply because you dislike the guy, does not disprove what he said. You tried saying he was telling people that the B16 was better than the GSR motor.. which he never said,
and I pointed out with quotes, not quotes taken out of context and what you assumed they meant. Hahaha. :roll:
It wasn't built, the only modification to it was ARP head studs- the point was that little old me rebuilt the motor myself. But I know how you blow things out of proportion so I thought I would mention it.
$300 for the kit to actually bolt the head to your bottom end.
http://passwordjdm.com/Golden-Eagle-B-Series-LSVTEC-Conversion-Kit-P3593C581.aspx
$65 for rod bolts, another $120 for head studs, $500 there. Another $100 to mill the head, deck possibly too might need decked you're at $600 just slapping a stock head on- keeping your old bearings, rings, ect.
I have yet to see a LSV's max power more of that of a GSR. (I'm speaking generally, both being built to the teeth.)
LOL. Oh look, a GSR bottom end. -_-
You see how posting up built motors does you no good? We're not talking of built motors.
Lmfao, Butt hurt much? You didn't really educate me on anything yet.. and because you seem to be missing the concept of compression when talking about LS/V. Why do you think so many people upgrade pistons when building them?
You will see the motor as well as a full list of specs soon. I'll be making a well documented build thread soon enough. A few members here have already seen the motor
in person. :roll:
From your buddy Jeff Evans himself..
LS/V: 165whp/124tq
LS/VTEC b16a head conversion
b17a cams
itr intake manifold
usdm itr exhaust manifold
GSR: 171whp/138tq
Edelbrock Performer X Intake Manifold
ITR: 186whp/136tq
AEBS intake manifold
(All had 2.5" exhausts.)
There you go, nearly stock GSR and ITR against a stock-ish LS/V. Having trouble finding completely stock motors, nobody really tunes a stock motor... To be fair I did find a LS/V making 192whp/148tq..... with a 12:1 compression, lol. :roll:
Does that satisfy you? I justified my opinion.
I know i'm not supposed to feed the trolls, but I can't help it sometimes. :thumbs up[/QUOTE]
that itr was even said in the article to be a factory freak to be making that kind of power with a straight through exhaust and no adjustments other than tuning.
This output was unbelievable for a bone stock honda engine with no internal engine work, cam gear adjustments, etc. Only mods were intake, exhaust and NepTune (Current Recommendation: Hondata S300). Much more midrange gains would be realized, as well as more peak power output with cam gear adjustments.
http://www.evans-tuning.com/dynos/2010/11/crx-bone-stock-jdm-itr-swap-191whp140tq/
that is by no means the norm and is an outlier can't base every engine off of that one particular one. how many itr's do you see making that kind of power with those mods? seriously that's k20 level of response. that's 220 flywheel hp + even the modified itr you posted down the sheet didn't make that kind of power with aftermarket cams and built head.
-lol our definition of a "built" motor varies greatly. Obviously you can't just bolt the head onto the block. it takes work. It's not a "half-assed" procedure. and only a fool would pay that much. the kit is $240 not $300. only a moron would pay password jdm's inflated prices.
http://www.robearracing.com/pd-golden-eagle-vtec-full-conversion-kit-lsb20-vtec.cfm .$1000 into your b18b is still cheaper than buying a used unknown mileage $2000-2500 dollar stock gsr. again what's your point.
-congrats on rebuilding a stock ls to factory specs. nobody has ever done that before. it sounds really complicated. and then you put a turbo on it and boosted it to well below the factory hp limit on stock internals. do you want a cookie? According to you the ls bottom end wasn't meant to make power with a vtec head yet it can make power with a turbo? how does that even make sense?
-you really don't listen. i just said there is no such thing as a stockish lsvtec since they have 3 different combinations of heads with 3 different results. the b16 being the worst. I've said this 3 times now and you went and found an lsvtec with a b16 head.... that itr is running the same manifold as i am and he has pro 1 cams he makes 6 more whp than me and i have a stock rotating assembly save for rod bolts and my compression ratio is in the 9's. that is why i used it as an example. again please do no speak on topics you have absolutely no knowledge on.
-i don't understand compression? i had to explain/ teach it to you. especially when you make remarks about how the gsr cams are too much for the ls bottom end's compression ratio?
-feeding the troll? you make ignorant statements and proceed to display that you have no idea what you're talking about and i'm the troll? i've provided you with "real world" examples and proof and you do a google query for an outdated article written by people advocating b16's over lsvtecs. I even said that article was written at a time before they even had things like the golden eagle kits. I even said i knew the people in the article for years. it has nothing to do with whether i like them or not. they simply do no know what they are talking about. rod/stroke ratio? you'll be hard pressed to take your factory internals to an rpm where you actually have to worry about it lsvtec or not. it's null and void. "i've ridden in a b16 with skunk2 parts and it was fast" lol right... that guy was/is a tool.
-if you had read you would've seen that what i had said was..if you already have a gsr engine it's not worth it to swap to an ls block when you can build what you have, but if you have a b18b block it's plenty worthwhile to just build that into a vtec engine since a clean gsr swap with tranny typically goes for $2200-2500 and that's only at 140-145whp. again you have no idea what you're talking about.
- your dyno's have only proven what i have said earlier. you don't know what you're talking about. i gave you my dyno and what's done to my engine as proof. how is it half assed when it makes similar power to an equally modified ITR? go back to your magazines bro.
