B18c1 Turbo? Ls Turbo? or LS/VTEC Turbo? Please experts help.

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B18c1 Turbo? Ls Turbo? or LS/VTEC Turbo? Please experts help.

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Alright what Im trying to decide is if its better to throw the turbo kit on the gsr motor or fix the ls motor and put the turbo kit on and then maybe use the vtec head of the gsr with the ctr cams cuz then i still get the quaife and stage 3 clutch. Also this maybe a dumb question but Is the quaife LSD transferrable into the GSR tranny??? This motor will be going into a hatch
here are the two motors specs:

Motor 1:

99 GSR Motor and tranny
CTR cams
INTAKE
DC HEADERS
5ZIGEN EXHAUST
VAFC
CTR CAMS
ACT CLUTCH - RACING CLUTCH STAGE 2
RESURFACED PRESSURE PLATE
P72 ECU

Motor 2: (Blown but runs)
98 Integra Ls Motor with 23,000 miles on it
98 Integra Ls Transmission 5 speed
Quaife Limited Slip Differential (LSD)
ACT Stage 3 Clutch

Turbo kit (fits Ls motor above but Im willing to get a new manifold etc)

T3/T4 Turbonetics drag turbo
Greddy Type-S BOV
Tial wastegate
Vortec Fuel Pump
Turbosmart Boost Controller
Spearco Intercooler
4 RC Lucas 440cc injectors (not installed but included) stock injectors installed

[Weston]

LS motor + GS-R tranny + Type-R LSD

The LS motor is cheap and works very well with a turbo (quite reliable when you have it tuned properly), the short GS-R gears will make a significant improvement in torque multiplication and really help acceleration, and the Type-R LSD is the best bang-for-the-buck with good quality when it comes to LSDs (and it will fit the GS-R tranny, but not the LS).

I would not turbo a GS-R motor because it's setup for all motor, and mixing it with forced induction is just trying to have "the best of both worlds", which rarely works out well. It depends on what you use it for, but it would be no more than a grenade with a poor powerband for my uses. A LS/VTEC Turbo would be much worse. Both will make lots of peak horsepower, but it is very misleading and only good for bragging.

As for the transmission, long gears are for economy and daily driving, and short gears are for racing. Yes, longer gears will make more power on the dyno because of the increased load, but that's only because the turbo's supply and the engine's demands are racing each other... if you slow down the engine with increased load, it's much easier for the turbo to stay ahead and give you lots of boost. That makes good peak horsepower, but it is wasted and does not make up for the extra load. Remember that the goal is acceleration... I don't think I need to point out that you wont get better acceleration by slowing the engine down.

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wow thats confusing. I already have a Quaife LSD, which is better than a type r lsd. It is bolted to my ls tranny, will that fit my gsr tranny?

[Weston]

A LS differential will not directly fit a GS-R/Type-R because of the bolt pattern on the ring gear, and the LS ring gear will not work because it wont match the counter gear in the GS-R/Type-R tranny. What you would need is a compatible 4.40 FD ring gear with a LS differential's bolt pattern. It's my understanding that such a thing can be found in the Civic Si with the 4.40 final drive, but I have not confirmed this for myself. You could always sell the LS Quaife, buy a Type-R LSD and have some money left over... that's what I did about a year ago and I have no regrets.

[rmcdaniels]

Depends on what you want to do with it. You can add a few PSI of boost to a GSR engine with good management and be fine. As far as gearing goes, if you build the LS and boost it, keep the LS gears if you are going drag racing, use shorter ones if you are doing autox or road course. My B16 gears are great for autox, but a little too short for drag racing with the power I'm currently making.

I'd boost the GSR, I think it's got a better bottom end for it, but that's just heresay as I've never boosted either engine, and it's got better stock power, just add 6-8 PSI of boost to bump up the mid-high RPM power, then get the ITR LSD like Weston said. I'd probably also invest in some better engine management, maybe chip that P72 and get it dyno tuned, but I've never used a VAFC, so I don't really know how well you can tune it with one.

Of course after I boosted the GSR I'd probably start looking at getting the LS sleeved and building it, but I never stop messing with my car.

[HONDA GHANDI]

It's my understanding that such a thing can be found in the Civic Si with the 4.40 final drive, but I have not confirmed this for myself. .


You are correct sir. The 99-00 Si has the 4.40 ring gear with the smaller 10 bolt diff size.

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So then do you all agree with GSR motor turbo with ls tranny- ls tranny longer gears are good for the drag strip. And then I can keep the Quaife. How much money would it cost to have an ls tranny bolt with a quaife onto a gsr motor? Like parts and labor?

[Weston]

I'd still go for the GS-R gears for drag racing... it may be slightly harder to get traction when you make a lot of power, but 1st and 2nd gears aren't that big of a difference (gears are the same ratio as LS, but the FD is 4.40 rather than 4.266). The biggest difference is 3rd and 4th gears, which comes well after you have traction and makes a pretty nice improvement for me.

[rmcdaniels]

I'm just finding myself spinning them in 1st and 2nd and riding 4th too long because it would take me more time to shift into 5th than to just run 4th out to +9K. If my gears were a little taller, then I think it would help me at the drag strip, but I'd rather keep them short for other types of racing. Of course if you're just boosting a stock GSR engine, then I'd probably leave the tranny alone too (except for the LSD), not enough benefit from changing it out. If you build it up and start making 350+WHP out if it, then it may be time to reevaluate your gears.

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thanks for the input guys