I picked up a B16B for a swap into the EG, but having second thoughts about it. Call it being fickle (or lack thereof, perhaps?) but now considering a B18C5 or even a turbo'd B16A. Can't seem to stick to my original decision. I'd like to hear from OWNERS of each motor on the pros and cons of each engine choice. Please toss in your $0.02!! Thanks.

 

I'd keep the B16B for a while and when you want to upgrade, just find a GSR or ITR crank and a good set of rods and pistons.

 

I'm not an owner of any of the mentioned setups, but I've been around plenty of similar setups.
Basically comes down to goals and income.

The way you mention them, it's basically: good, better, best (of the three).
What do you want? 165hp...200hp...300hp..

and I agree w/ Kendall.
I'd keep what you have. swap blocks. and boost it.... but that would be in a perfect world where funds are unlimited.

 

the b16b is a kick@ss motor stay with that.


Modified by redhatch8u-up at 2:13 PM 11/16/2005

 

i'd get rid of the b16b (overpriced) go with the turboed b16a most bang for your buck.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by dso &raquo;</TD></TR><TR><TD CLASS="quote">i'd get rid of the b16b (overpriced) go with the turboed b16a most bang for your buck. </TD></TR></TABLE>

Overpriced or not, he already has it. Just go with what you have. If you want to spend more money, get a HB shell and then go with one of the other two motors

 

If you paid full price for the CTR than I'd say that was a huge mistake. But if you got a good deal then more power to you

 

You people seem to forget that the B16B uses the same block as the GSR and ITR, thus allowing you to use the GSR or ITR rotating assembly and have a 1.8 that says 1.6 on it.

 

why stay b-series?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by redhatch8u-up &raquo;</TD></TR><TR><TD CLASS="quote">the b16b is a kick@ss motor stay with that, or get a gsr or a spoon shortblock because that head is awesome.</TD></TR></TABLE>

A spoon shortblock huh
Overnighted from Japan? That-way he can dominate the track if he ever decides to try his hand at endurance racing!

 

no complaints here with my b16 turbo'd. id maybe go with a gsr turbo if i would do it over though.

 

stay with the b16b

 

that b16b must be fun as hell driving, she's a screamer, i would stay with that since u already have it, plus the lsd, she sounds like a winner., no matter what u build someone will beat u, it all comes down to what puts a smile on your face when driving it., ill trade u for my stock gsr motor if you go turbo, just kidding lol

 

if i was in your position i would just buy a b20 bottom
i have a 98spec b18c5 from japan. its cool, but its only 172 to the wheels. b16 turbo is $$$ if done right and tuned right . with your head and a b20 bottom end, and some good tuning i would guess you would make it into the upper 190s

 

yep keep it for now i guess... swap the block for a gsr block for bigger displacement.. keep the b16head and tranny... go turbo.. ahh and stuff it with goodies while you got that block out anyways. and if u got the money, build the head to, might as well

 

expletive throw some boost on the bad boy. Good 8-10 psi with a good tune would be a good setup

 

swap blocks and turbo it cause that head is great...u could def get alot of money for the block

 

the one think i like about the ITR is the 4.7 final drive tranny. but that's only if you're staying n/a.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by EGmikeH22 &raquo;</TD></TR><TR><TD CLASS="quote">why stay b-series?</TD></TR></TABLE>

Maybe because they have a hell of a lot better tranny options than the h-series do and have about 1000x more aftermarket? Im sure k-series is probably too much $$$.

I'm not knocking h-series at all but come on dude, thats a retarded question.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Mashimaro &raquo;</TD></TR><TR><TD CLASS="quote">the one think i like about the ITR is the 4.7 final drive tranny. but that's only if you're staying n/a.</TD></TR></TABLE>

Yeah because longer gears are better for turbo right?

ITR tranny is great for all aplications, not just NA.

 

well if you are using a big turbo, short gears wouldn't do it justice. that's one reason why longer gears would be more practical.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by boosted hyrbrid &raquo;</TD></TR><TR><TD CLASS="quote"> Gear ratios are merely a way to trade torque for rpm. With a higher numerical gear ratio, you are putting more rpm at the wheel. With closer gear ratios, you are able to stay at a higher rpm in between shift points. Something like the LS transmissions are suited more towards the broad torque curve/low reving LS engine. It keeps you in the peak torque area in between shifts. The ITR/SI/GSR transmissions keep the rpm's built up in between shifts, to stay in the more peaky powerband.

Having said that, for the track the itr/si tranny is the best hands down. Most high whp turbo engines are operating between 5.5-9k, and having their shift points in between. In combination with a tall slick size (24.5"+), and the high shift point (8.5-9k), you are able to keep the engine operating within the optimum torque curve.

With the LS transmission, between shifts it would possibly drop you out of the optimal powerband and therefore make you slower. Gearing simply put allows you to stay in the powerband of your engine in between shifts.

The myth that you stay in gear longer with the LS transmission makes you faster is purely false. Think about that statement for a second. Acceleration is the measure of velocity over a unit time. Watching the rpms climb on the tach during a 3rd/4th gear pull, they would be climbing slower than with the si/itr tranny. Looking at the definition of acceleration as a measure of velocity over a unit time, the engine would be getting to the same velocity over a slower time lapse. This would yield slower acceleration, and simply put make you slower.

Having said that, the gsr transmission is probably the best balance of a street/strip transmission. The gearing is a little less aggressive as the itr/si transmissions, which will yield a little more traction. For all out acceleration si/itr tranny wins hands down. For a slower car, go with the LS transmission.</TD></TR></TABLE>

 

I have had many setups now and i honestly think the easiest thing to do would be to turbo the b16b. why not? You have all the top end in the world just throw on a turbo kit call it day and do some 13 sec passes

 

i see what you are talking about. i thought all that shifting would get in the way of the turbo trying to spool. i would think an itr/b16 1st gear would be useless in such high hp engines. maybe even 2nd too. but then when i think about slicks, thats a different story.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by yaya &raquo;</TD></TR><TR><TD CLASS="quote">i see what you are talking about. i thought all that shifting would get in the way of the turbo trying to spool. i would think an itr/b16 1st gear would be useless in such high hp engines. maybe even 2nd too. but then when i think about slicks, thats a different story.</TD></TR></TABLE>

That MAY be true....but I guarantee you this, if 1st gear is useless on a B16 tranny, you aren't magically going to have traction with an LS tranny, epescially one without an LSD. But since traction is more about suspension and tires than what transmission you have, lets assume that traction is just not an issue. If it's not an issue, the LS tranny will be worse for pretty much everything except getting better MPG.

If you think "all the shifting" will get in the way of the turbo spooling, than I its clear that you did not understand what boosted hybrid said and don't understand how forced induction works.