I have a friend who going to start building a 2000 b16a2 motor w/ all type r integra internals.... everything from valves, springs, cams to pistons to crank bored to a 1.8 obviously. Some of my other friends told me that they thought it wasn't a good idea but i think it'll be sick. I was wondering if anyone has done this before and what did they think of it? Was it worth it? Just trying to get some info and facts just incase.

 

with all that money being spent he should have just bought the type r motor

 

ummm. the b16a2's deck height is 7mm shorter than the b18.....soooo type r crank is a no go w/out some modification to the block or rod length

And it would be stroking not boring, all b-series have the same bore 81mm

search

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 8krdline &raquo;</TD></TR><TR><TD CLASS="quote">with all that money being spent he should have just bought the type r motor</TD></TR></TABLE>

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 8krdline &raquo;</TD></TR><TR><TD CLASS="quote">with all that money being spent he should have just bought the type r motor</TD></TR></TABLE>

definately

 

What's the point of trying to build to a B16A to a B18C5's specs when the following things have to be taken into consideration.

1) What's the difference between the B16A and B18C5? Oh ****...people pointed out the blocks are different heights...what does that mean? Well...if you try to stick the B18C5 crank, rods, and pistons into a B16A block, they'd stick wayyy out of the deck. Sooooo...your friend would have to either stick with 1.6 liters, run a different block, or else bore the **** and run a different setup to achieve 1.8 liters. Even if your friend sleeved and bored the thing out to get the extra displacement through bore, it would not respond the same as a b18 block, because the stroke isn't there to give the low end grunt.

2) Why pay near aftermarket parts prices for OE parts, when after market parts can either make more power, or hold more power. What do I mean? 500 bucks for a pair of ITR cams...500 bucks for a pair of BC 3+ cams. Both COULD run off the ITR valvetrain, but the BC3's have been know to produce better mid-range and a lil' more high end.

That's not even getting into pistons and conrods.

Tell your friend that he should sit down and think about a few things. How much can he spend, and is willing to spend. How much power is he looking for and what does he intend to use it for? Power requirements for road racing is FAR different from power requirements for drag racing. Does he have a reputable shop or friend to go to?

 

Or just buy the red valve cover and tell every one its a type r like everyone else does.
Glenn

 

Guys, this is something that has been done before and written about in this forum just recently without problem. Here's just 1 of a few different links:

https://honda-tech.com/zerothread?id=1057340

This engine configuration will make just as much power as the R engine and can be increased in displacement up to 2.0 L currently. There's no advantage to doing this other than the sleeper factor, you could potentially have a 2L displacement in a block that's stamped B16a. All the internals are the same as the B18c, the difference comes in the custom made shorter pistons that are made by Tech43 to allow it to work in the shorter block.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 00Red_SiR &raquo;</TD></TR><TR><TD CLASS="quote">Guys, this is something that has been done before and written about in this forum just recently without problem. Here's just 1 of a few different links:

https://honda-tech.com/zerothread?id=1057340

This engine configuration will make just as much power as the R engine and can be increased in displacement up to 2.0 L currently. There's no advantage to doing this other than the sleeper factor, you could potentially have a 2L displacement in a block that's stamped B16a. All the internals are the same as the B18c, the difference comes in the custom made shorter pistons that are made by Tech43 to allow it to work in the shorter block.</TD></TR></TABLE>

Yes...seen that article before. HOWEVER...the original thread started was asking about ITR internals...meaning stock. The article you are refering to requires the usage of custom pistons where the pin is moved up. Not really a shelf item, definately not OEM. Essentially, it's a stroker kit. What's the problem with this equation though? Simple...rod-stroke ratio. Something's gotta give for what you want to get. In this case, the engine's ability to REV safetly. Some R engine if it's got a hard time revving past 8000 RPM safely.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by -=Zeqs=- &raquo;</TD></TR><TR><TD CLASS="quote">

Yes...seen that article before. HOWEVER...the original thread started was asking about ITR internals...meaning stock. The article you are refering to requires the usage of custom pistons where the pin is moved up. Not really a shelf item, definately not OEM. Essentially, it's a stroker kit. What's the problem with this equation though? Simple...rod-stroke ratio. Something's gotta give for what you want to get. In this case, the engine's ability to REV safetly. Some R engine if it's got a hard time revving past 8000 RPM safely.</TD></TR></TABLE>

Yes the original thread started out asking about how to do it all on ITR stock parts, but he also didn't have all the facts about how to do it either. I simply added the fact that he has to use the shorter custom pistons that were developed for the very thing that he wanted to do. It is the only modification required and the rest of the components that are required are "off the shelf OEM". As for rod-stroke ratios, they are EXACTLY the same as the GSR/ITR (1.58:1) so revving the engine won't be a problem at all.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 97L-esVeeTeg &raquo;</TD></TR><TR><TD CLASS="quote">ummm. the b16a2's deck height is 7mm shorter than the b18.....soooo type r crank is a no go w/out some modification to the block or rod length

And it would be stroking not boring, all b-series have the same bore 81mm

search</TD></TR></TABLE>

sorry but before somebody repeats this not all honda engines are the same bore
b16-b18 81mm
b20 84mm

also just alittle more knowledge the ls has same crank and rods as the b20 what makes it a 2.0l it the larger bore 84 mm

not trying to be a smart as but i could see someone repeating this and sparking a huge arguement

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 00Red_SiR &raquo;</TD></TR><TR><TD CLASS="quote">

Yes the original thread started out asking about how to do it all on ITR stock parts, but he also didn't have all the facts about how to do it either. I simply added the fact that he has to use the shorter custom pistons that were developed for the very thing that he wanted to do.</TD></TR></TABLE>

Fair enough. You have opened up another venue of options for the thread starter, even though he stopped responding...

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by JSPECEX &raquo;</TD></TR><TR><TD CLASS="quote">

sorry but before somebody repeats this not all honda engines are the same bore
b16-b18 81mm
b20 84mm

also just alittle more knowledge the ls has same crank and rods as the b20 what makes it a 2.0l it the larger bore 84 mm

not trying to be a smart as but i could see someone repeating this and sparking a huge arguement </TD></TR></TABLE>

My bad you guys know what i meant

All b-series except for the b20 have a 81mm stock bore, the b20 is 3mm larger

ls-b20 crank: 89x81or84
gsr/type r : 87.2x81
b16: 77x81 (i think)
b17: 81.4x81