ahh, the importance of geometry.
Besides a good r/s ratio, Ive always wanted nearer equal bore & stroke.
Best power & tq curve, great reliability, great for boost!

I had a dream of a B16a scaled up 1-1/4 times, which would bring it near 2000cc.
It would weigh a lot though, and would be a task mounting & fitting into the current engine bays. Boost it and give it a different chassis?

Bore=Stroke, it is becoming more evident in newer cars. Manufacturers starting to realize that power output and reliablity can actually sell these days? No more of that domestic engineering.. “Make it to break down at 45,000 miles” crap.
Although, Honda motor co. is reputable for their power output and endurance, theyre taking it to another level. Instead of adding different rods & crank to the current production, they started all over. Notice the newer generation of motors with equal bore & stroke, great r/s ratio, and displacement? Makes me jealous. Not to mention, there are other Japanese motor companies that always had motors with equal bore & stroke, and most of them have a history of being great all around motors ..NA or boost.

 

b17a 81mm bore 81mm stroke. bore=stroke

 

Well I think it depends on the application. I'm not very familiar with large truck diesels, but I know that they generally use small bores and a long stroke. Just the opposite for high-revving formula and motorcycle engines. The Yamaha R6 has b = 2.58 in and s = 1.75 in by the way. It probably just so happens that the engines in our cars benefit from near square b/s ratios. Basically what I'm saying is that there is no "one size fits all" rule in this case. Same thing goes for front/rear weight distribution. Many will assume that 50/50 is ideal in almost every case, but thats another story......