JDM88EF9

Ok.... Whatz up guys! I have done some searching in here for more information on using a B18C bottom end with a B16 head but I'm not coming up with the results I would like.

What I want to know is who knowns anyone using this hybrid and how does it run even with "turbo". I'm really thinking about getting a 1st generation B16 setup with everything complete from my EF. So by me doing this I have came up with an idea to use the B18C bottom end to get some extra torque and use my cable tranny at the same time. I will use a LS tranny once I go turbocharged...

Does anyone know what I would have to do or use to perform this hybrid. And remember it will be turbocharged. I'm not looking for the high compression either.

Thanks

AzG35

Yes, it works well. It would be like turbocharging a ITR motor. Regardless of which B18C block you choose, you will most likely want to get low compression forged pistons. If you want to go all out, you should get the bottom end sleeved, but you can leave it stock, but I think the max boost it can handle will be 12psi or so before it really goes boom.

JDM88EF9

Excatly what I was thinking about it being an ITR motor. If I sleeve the block how much boost max you think I can hold on it? I'm looking for about 25...

Thanks

JDM88EF9

ttt


All these views and just one reply??? Oh come on

mskibbz-T

bump because I want to know too

Monty

Im looking into this too. Need another project. Im already running 1st gen b16 so this should add "a little" torque hehe.

A few qquestions:

What head bolts do you use? Will the delslow oil pump work?, I think the waterpumps are the same part number as 92-93 GSR so would it work on a 94-95? and last but not least..timing belt??


Keep this thread alive

jas0n

search forced induction on sleeves its been covered 100s of times search the archived to not just the recent

JDM88EF9

I hear if your gonna use the B18C bottom end with a B16 head you will need to use a GS-R timing belt and head studs. And while your at it, you might as well just use ARP head studs. You also must use the GS-R or Type-R oil pan ''if you have to get one'' because the B16, LS and B20 are all the same while the GS-R and Type-R uses a deeper oil pan cause of the block girdle. And yes keep this thread alive!

Solid Alibye

I did this exact build up on my EG, after I cracked the back of my 2nd gen JDM B16A block .. (that's a whole nother story.....)

Annnnnnnnnyways so I found a JDM B18C block, and I used;

-GS-R water pump
-GS-R timing belt
-GS-R timing belt cover (the short one between the valve cover and the bottom cover; it's TALLER than the B16A because of the taller block)
-Del Sol VTEC oil pump (same part# as GS-R)
-TYPE-R water pipe (the coolant pipe that runs from the back of the block, from the water pump to the thermostat housing)
-GS-R oil pan (wanted the "correct" one for the block)
-GS-R ARP head studs

.......adding the bigger block (yes all that whole 0.2L) made a NIGHT and DAY difference!!!!!!!! BEST mod I've done! A lot more torque, making city driving more fun and pulls wayyyyyyy harder on the highway!

Solid Alibye

oh yeah, as well my old B16A DC 4-1 header wouldn't fit anymore (too short for the 1.8L block)

So I had to switched to a 1.8L header (stock ITR for now)

............but yes TEMPORAIRLY you *can* use the stock B16A 2-peice header, **BUT** the front pipe will slightly touch the bottom of the GS-R oil pan....!!

Kataku2K3

My friend Kenny has a GSR with Golden Eagle sleeves, JE pistons, Crower rods, Portflow B16 head, Rev Hard stage 2C turbo with a straight T04 turbo, a 42.5mm turbo inovation wastegate, JG Edelbrock intake manifold, 900cc injectors, controlled by a Blitz SBC boost controller and Hondata 4b. It's in his EK boosting 22psi which made 505whp and 350 torque. He drives it on the street with full boost but there is no traction.


[Modified by JDMspecEG6, 12:39 PM 11/6/2002]

JDM88EF9

Why does he have 900cc injectors and only running 505whp. Shouldn't it be more?

Kataku2K3

Shouldn't what be more??? More power??

JDM88EF9

Yea. There's guys on the board that are running smaller size injectors and making more power. Am I missing something here?

Kataku2K3

Well it may be able to make more power out of it but i dunno.. It's not like the injectors are running at 100% duty cycle, they are trimmed down quite a bit. He had some 370's and 440's we had them maxed out so that's why he just went extra big and trim out what we didn't need... Does 505whp not seem that much for a daily driven car?


[Modified by JDMspecEG6, 12:15 AM 11/7/2002]

xtrafastcivic

i doubt he drives around @ 22psi of boost......

Kataku2K3

You doubt it.... I'll go video his car sometime on the inside on the street and show you what the SBC is reading for max boost... Just cuz we got boost controller set at 22psi doesn't mean he's got full boost, only when he punches it, hehehe.. He drove it to the dyno and then drove it back not changing any of his settings. He's also got an IS300 and a Tahoe so it's not like he's always driving it all the time but it's still a daily driver.


[Modified by JDMspecEG6, 3:31 PM 11/7/2002]

Katman

If you didnt know, the combo of a GSR block and B16A head is nicknamed 'poorman's ITR' setup. If you do go w/a US B18C block + B16A head, its actually, almost perfect (low) compression ratio setup. CR should be around 10.0 or close thereof. I don't know anyone who's turbo'd their poor-man ITR setup though.

Installing a poorman's ITR setup in an EF chassis is no dffierent than putting a cable-b16a engine in an EF. You'll need to get some kind of bolt-in kit + shift linkage (Hasport comes to mind); 89-91 b-series ignition components (distributor, injectors, etc). Make sure you use a B-series cable clutch system, flywheel and all.

As far as fitting all the turbo components, i'm clueless in that dept. I'm no turbor guru.

blastcrx

I am currently running that set up and found out by using stock b16 pistons in a gsr block, you get a compression ratio of close to 11.4:1. In the same respect, the GSR pistons in a b16 block yield a more turbo friendly 8.9:1. Granted they are not forged pistons, those compression ratios can add a little fun if you don't mind building motors. By the way b16 head on a gsr block is the same setup Skunk2 all motor integra was running. Oh yeah, the compression ratio for a b16 head on a gsr block with gsr pistons is 9.8:1. Even though the compression ratio went down from the stock b16's 10.2:1, the extra .2 liters is well worth it. I gained a consistent 3 mph in my qtr mile times.


[Modified by blastcrx, 4:36 AM 11/8/2002]

JDM88EF9

So what would the compression be with Type-R pistons in there?

blastcrx

usdm ITR pistons =10.6:1
jdm ITR pistons=11.1:1
CTR pistons=11.75:1
This is with no machining of the block or head and a stock head gasket.

JDM88EF9

ok coo

hondaZvic

this thread is pretty interesting.

mskibbz-T

Are there any problems with clearances using a B16 head on a B18C1 block?

Kataku2K3

Do you mean with the stock GSR pistons? Works fine for us...