now ive heard that the ls vtec is unreliable. now is it less reliable than a turboed ls. i know it depends on hoe the ls vtec is built. i was going to do b16 pistons, arp headstuds, single layer head gasket, and maybe some cams

 

Not sure which setup your considering but...

Single Layer head gaskets are a horrible way to raise compression. Same goes with using a "thick" head gasket to lower compression. Best to stick with the OEM 3 layer.

Both LS-Vtec and LS-Turbo setups are perfectly reliable when built correctly, and tuned "to the T." If you don't mind learning & performing the maintenance, going FI is the best bang for your buck, in terms of WHP. If your considering going the NA route, it's better to mill a small amount off the head if you need to raise compression, and use an OEM gasket. You can also use flat faced valves to gain a few points.

What CR are you looking for? And what cams are you considering?

 

find an old poewr pages modified did- I was gonna do an ls-vtec then turvo it. TUrns out thats what thye did....It was a good build. Do both, Then run a low shot of nitrous- Then purge that onto your intercooler, that'd be swete.

 

^ What?

 

Rather than use a system of power adders that increases the likelihood of catastrophic failure.... select one method of tuning and follow through.

You can build a reliable LS-VTEC.
We have many threads about this build.
Search.

You can also build a reliable turbocharged B18A1 (LS motor)
Again, use the FAQ and our search engine to learn about your options.

If it were my choice, I would skip the LS-VTEC head in favor of an overbuilt turbocharged B18A1.

 

you can always start out with a built ls/vtec motor and then later if you want more power then add a turbo kit later depending on what you are looking to spend!

 

Exactly.

 

but then again the turbo manifolds are the same so you can turbo it then switch the head. that's what i am doing. gonna run 7 lbs for a while put on the head then build it all.

 

but at the same time if he did it your way he going to need to get a gsr head, and lsvtec conversion kit, a gsr ecu, tuning injector etc etc etc. he's better off doing the lsvtec first and then the turbo kit

 

In order to "do it right", he is going to need a tunable ECU reguardless of wether or not a vtec head is present.

I do agree that the LSVtec should be done first though.