ok before flaming starts, i know this might have been discussed b4 and i did search just 2 many other bullshit threads came up can couldnt find what im searching for. well...

i wanted to know which do you guys think would be a better way to go. cuz the ls engine in my teg needs the whole bottom rebuild ect crap, plus 2 many miles so i said expletive it,

im either gonna get a b16 and just build it up n/a, till one day knowing me, i feel like doing boost,

or get a new b18 put it vtec and when i get the money boost it (or vice versa)

what do you think would be better? and how big of a difference in price range are they and ect.

atm im leaning to the n/a b16 build up.

 

get a b20 vtec and boost it

 

The B16 is low on torque and it would have a hard time moving an Integra. It has been done and most are not happy in the end. I say B20VTEC also!! Good torque and top end. Just put some ARP rod bolts in and rev away!!

 

If you dont want any down time, find a B18 block, build the bottom end (to your liking of course, FI or NA its up to you) then do an LSVTEC conv.(if you wish), prep everything as needed and when youre ready, put it all in in one weekend. Bam. LSVTEC, and you can do whatever you like with your old block. WHy would you even think about going down in Displacement? Especially natty aspirated? You sound like youre hunting for a higher redline, its definitely not worth less tq, IMO.

 

I would do a B18 or B20, vtec and maybe boost it as well. B16s should stay in civics.

 

yea i got some more info on the engines n i believe waht ima do is for now put headers/intake/exhaust/chip on the b18 i got on the car till it gives me problems cuz its old, and then swap it wit da b20 long block. then later on prob put the vtec head on it. sounds good? oh n i heard that the headers/intake/exhaust/chip are all interswappable in the b series, is this true?

 

well how many miles on ur teg does it have and what year also?

 

its got like 200,000... crap, i know, but ill keep it till it dies on me, gives me time to save up and make up my mind, and its an 1990

edit n nvm about the b20, cuz once i put the vtec it would have to much comp, so if i put boost might as well say bye to it, so gonna do b18, then vtec head, then boost. most prob in that order lil by lil

 

Adding a VTEC head isnt going to change your compression. You would have an excellent compression ratio to boost with if you didnt want to swap out pistons.

 

personally i would go b20b with a skunk2 manifold, 65mm throttle body from a type r, and BOOST...

the only b20 block i would use for b20vtec, if you can find one, is a b20z.....compression for the b20z stock is 9.6:1 whereas as the b20b is 8.8:1...obviously lower compression is better for boost, so if you go that route b20b

but the b20z w/ a good 2 layer head gasket and b16 head w/ p&p, valvetrain, cams, manifold, throttle body etc would make great power too if properly tuned and should be highly reliable w/ the high revs vtec allows

b2ovtec turbo is great if you rebuild the bottom end...a buddy of mine ran 11.2 in a hatch w/ this setup....BUT the b20 cylinder walls are conjoined which weakens them out, so i recommend a blockguard...but then the blockguard runs the risk of restricting your coolant flow so you pick your poison

 

Why pay the extra money for a b20z when he can get the b20b for cheaper, and then swap out forged pistons and rods when the motors apart to get headwork done?

 

why spend the extra money on forged pistons and rods, plus new bearings and assembly, when he can spend 200 to 300 more for the b20z and be set? unless you can get forged internals for less than 300 bucks that statement you made is moot, and i wanna see proof if you can.