Which would be a more durable engine for daily driven boosting? Either a B16A (more boost; 8krpm) or a LS/VTEC (less boost; 7Krpm). Is the "better" geometry of the B16A enough to out weigh the displacement of the LS/VTEC. I'm looking at 300-350whp on upgraded internals (no sleeves) dyno tuned by way of Hondata. I don't want a tempermental engine that may or may not last 1-2 (or more) years of hard driving (not abuse). Also, since this is a 95% daily driver, I want usable power. I have a n/a B16 installed now and hate having to take it to 8K all the time just to get decent power.

Any thoughts or additional opinions?

 

Go with what you have and keep it simple. You and your wallet will be so much happier...

art

 

That's the problem, I have both...sort of. I have both B16A and B18B short blocks as well as a P72 head and a PR3 head. The P72 head is actually on the presently installed B16A. So, I have several options. I'm just tired of trying this and that and would like to do this just one time (don't we all say that). On a similar note, which would be the more beneficial head...PR3 or P72. I'm speaking from a combustion chamber and port design point of view. Manifolds and compression aside.

 

Well you make the call. Use the B18b for the displacement, or the b16 for the near perfect rod/stroke ratio...

art

 

Either block will be a good choice. Once you throw pistons and rods into either one, it will haul *** as long as you have the right turbo setup and fuel & ignition taken care of. The B18 has a little more displacement which is always better. The B16 will be fine as well.!

 

well, i could suggest that u resleeve the b16 and then bore it out with 84mm pistons, this could equal up to 1.8 liters, giving better displacement but with a near perfect r/s ratio..plus be good for 300whp with internals..

 

My suggestion is the LS/Vtec for turbo...

Using low comp pistons and getting that slight compression drop from a B16a head on the b18b block, just throw some head work on the b16 and you and your turbo will be in business.

With the right fuel and ignition, you will be happy.
Also swap out the b16 injectors for the LS injectors or just upgrade them to aftermarket... feeling gassy ?

 

Hmmm, I think given my dislike for extended revs on the street, I'll choose to go with the B18B block as my foundation. Thanks for the help.

Now about the head...I've done some searches, but am still at a loss. P72 or PR3? Forget about compression ratio, intake manifolds and any machining. I'm interested in the port and combustion chamber design. Like the fact the P72's intake ports are a more direct path into the chamber allowing "increased flow" compared to the PR3's which promote "better mixture". But more importantly the P72's chamber with it's more defined quench area, but increased valve shrouding. I've seen dyno plots of P72 heads making more power than a PR3 head on the same engine, but that was n/a. Does this hold true for f/i?


[Modified by DSF, 4:30 PM 12/21/2001]