DREID

I have searched and havent seen anything posted on this topic. Only real differences that I see is 10hp and a min of 500 dollars. Can anyone shed some light on this subject


Modified by Project Boosted Honda at 3:46 AM 11/25/2005

saleensolution

the compression is different between the two

blacksheep

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by saleensolution &raquo;</TD></TR><TR><TD CLASS="quote">the compression is different between the two</TD></TR></TABLE>
Well, the with a JDM B16A1 and a USDM B16A2, there is not difference in compression or horsepower. But, there is a difference between a JDM B16A1 (10.2:1, 160hp) and JDM B16A2 (10.4:1, 168hp). But besides compression, the A2 has a better intake manifold, and better cams. I hope that helps.

rqrq

What i know is the difference in transmission. A2 using hydraulic transmission, while A1 using cable transmission.
Please correct me if i'm wrong

DREID

i am a lil bit of a newb when it comes to performance, how much of a issue is compression. I know it can save on gas mileage and higher compression engines like ITR hate boost. anything else i need to know?

SinisterCRX

With boosting, its all in the tune.

If I'm remembering correctly, I saw a (internally stock) 500 whp b18c5 in a civic hatch (110 octane), turbo of course.

DREID

b16a1 or b18b with a possible b16 head???


looks like if I went b16, it would be A2
but I wanna see if you guys would pick b18b or ls vtec over b16a1?

Katman

all points brought up are true and just to add..
all B16A2 engines are OBD1 and hydro tranny equipped (except the JDM 92-93 DA XSi), B16A1's are non-OBD and cable tranny.

DREID

any info on the b16 vs ls vtec?

projectTeG

well seeing that the was just b16a codes in japan and b16a2/3 codes here in america. the b16a2/3 are similar to the first gen b16 in japan.

blacksheep

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by dreid &raquo;</TD></TR><TR><TD CLASS="quote">any info on the b16 vs ls vtec?</TD></TR></TABLE>
that's just too broad of a topic since there are endless variations as to how you can build a ls/vtec. it's not like a ls/vtec engine came stock in any honda.

DREID

say a stock b16a1 vs a stock b18b bottom end and a stock b16 head?? if that helps. no built bottom ends for now

i have a b18b complete swap lined up for 500 i have heard heads run like 500 bucks
b16a1 swap is gonna run me 12-1500

AMECustom

I would do a b18a/b with a b16 trans. That would beat any b16 in the same chassis anyday of the week. Torque is everything forget HP

BigJ5

I'd say go LS-VTEC, even in stock form it's a lot more fun that just a b16. The torque makes a world of difference for around the city, and plus the top end is better as well.

If your going to keep it N/A put some higher comp pistons in the block, headers, exhaust, intake, and do headwork and your at or over the 200whp mark.

But if you want turbo, then keep it internally stock (~9.5:1 comp ratio) and run like 7-9 psi on a super 60 or bigger, that should get you close to 250-280 whp...

b-series are super fun....but you could also just boost your D?!?!?!

Katman

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by dreid &raquo;</TD></TR><TR><TD CLASS="quote">any info on the b16 vs ls vtec?</TD></TR></TABLE>

hah yeah..a B16A would get smoked!
LS/VTEC puts down some good power but doesn't last in the long run especially if its constantly reved high (beyond 7500rpm). The LS crank wasn't designed/counterweight balanced to handle high revs like a VTEC crank is designed.

btw the B18A stock engine puts out more torque than a stock B16A engine. B16's are torqueless wonders.


<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by projectTeG &raquo;</TD></TR><TR><TD CLASS="quote">well seeing that the was just b16a codes in japan and b16a2/3 codes here in america. the b16a2/3 are similar to the first gen b16 in japan.</TD></TR></TABLE>

partially true..
All US B16A engines use the same 10.2 compression ratio PR3 piston(s) found in the cable 89-91 JDM B16A engines. That's about it though, everything else is OBD1 B16A spec.