i have a question that came arcross my mind whats the difference bettween a b18c and a b18c1? ive heard that a b18c is the jdm engine and the b18c1 is the usdm engine correct me if im wrong

i was also wondering whats really the difference other than horse power ?

should i stick with the b18c1 or get the b18c idk it came across my mind might sound like a stupid question but if anyone can give me some advice that would be great thanks

chris

 

B18c1 is a USDM engine and the B18C is the JDM, but i think the B18C is the type-r engine? Im not sure because i thought they dont have GSR's in japan. But i say go with the B18C engine.

 

b18c1=usdm gsr, b18c5=usdm type-r b18c=jdm type-r b18b=usdm ls non-v-tech

 

no b18c is in the JDM Spec Honda Integra ITR and the type-r is the b18c5

but i know alot of people would go with the b18c but i just want to know the difference betweent the b18c and b18c1 performance wise i know the c goes 180hp and the c1 goes 170hp so thats all i know but if anyone can give more specific advice that would help thanks

chris

 

since you live in kali, i would go with us spec b18c1 it safe to pass smog, the only different between jdm gsr 10hp difference. that my 2cents

 

if you plan on turboing, b18c has higher compression, b18c1 has a little bit lower, b18c has a higher redline, b18c has better stock IM, I think the b18c has better internal parts in the head as well... but dont quote me, the b18c has a red valve cover (50 hp bonus) yea thats my 2 cent

 

b18c1 = USDM GSR (170hp)
b18c = JDM GSR (180hp)
b18c5 = USDM Type-R (195hp)
b18c-r = JDM Type-R (200hp)

b18c1 has a completely different head than the b18c5. b18c5 head comes with a mild Port and polish from factory and has a more aggressive drive train with higher compression and is made from the same casting as a b16 head.

b18c1 block is better in many peoples opinions for high horse power applications (forced induction) because of the stock lower compression. Most motor enthusiasts also prefer the GSR head because it is considered to flow better.

Type-R is better NA but at the same time there is no point in building a type-R engine for NA when you could just piece together a frankenstein with a b16head since for high NA power you will be replacing the ITR internals anyway.

So in conclusion, the Type-R is great for stock power for people who just want to do a swap and be done with. The JDM specs of both motors also have 10hp more.. due to slightly higher compression. IMO it isn't worth the hassle of putting a JDM motor in your car in california for that 10hp and have to do a bunch of **** just to pass smog.. when you could just put a USDM swap in and put higher comp. pistons/rods/etc. for cheaper and less hassle.

Hope this helped and was accurate.

 

stick with b18c1 USDM for emissions purposes, b18c you will not pass smog, which you would have to take your car to the state referee to have it pass smog, which requires some alterations in the motor, like USDM ecu, sensors, new cat, etc.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by ABCVTEC &raquo;</TD></TR><TR><TD CLASS="quote">b18c1 = USDM GSR (170hp)
b18c = JDM GSR (180hp)
b18c5 = USDM Type-R (195hp)
b18c-r = JDM Type-R (200hp)

b18c1 has a completely different head than the b18c5. b18c5 head comes with a mild Port and polish from factory and has a more aggressive drive train with higher compression and is made from the same casting as a b16 head.

b18c1 block is better in many peoples opinions for high horse power applications (forced induction) because of the stock lower compression. Most motor enthusiasts also prefer the GSR head because it is considered to flow better.

Type-R is better NA but at the same time there is no point in building a type-R engine for NA when you could just piece together a frankenstein with a b16head since for high NA power you will be replacing the ITR internals anyway.

So in conclusion, the Type-R is great for stock power for people who just want to do a swap and be done with. The JDM specs of both motors also have 10hp more.. due to slightly higher compression. IMO it isn't worth the hassle of putting a JDM motor in your car in california for that 10hp and have to do a bunch of **** just to pass smog.. when you could just put a USDM swap in and put higher comp. pistons/rods/etc. for cheaper and less hassle.

Hope this helped and was accurate. </TD></TR></TABLE>

i think this was one of the only correct ones on here. jdm vtec motors are just b18c there is no number and they have a little bit higher compression than usdm, the b18c5 is like the jdm b18c-r except with less compression and b18c1 is a b18c in japan. the rs have the red valve cover and a p30 head or same a b16 with a mild port and polish.

 

thanks for the advice everyone i will be looking this over mostlikely i will stick with the b18c1 now i know where you guys are coming from

thanks

chris

 

i would stick with a b18c1, for smog purposes, as stated above

in japan, they have both b18c for gsr and type r, difference is just checking for the vin or removing head to check the cams...and the bump in hp between the 2 gsr's is compression.

and what is it with "oh stick with this because its better for n/a" its pretty much bullshit, ANY motor is good for all motor and boost, if done, tune, spent right

 

Wow, Holy misinformation batman.

ABC and championship are the only ones I saw that were right.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by ABCVTEC &raquo;</TD></TR><TR><TD CLASS="quote">b18c1 = USDM GSR (170hp)
b18c = JDM GSR (180hp)
b18c5 = USDM Type-R (195hp)
b18c-r = JDM Type-R (200hp)

b18c1 has a completely different head than the b18c5. b18c5 head comes with a mild Port and polish from factory and has a more aggressive drive train with higher compression and is made from the same casting as a b16 head.

b18c1 block is better in many peoples opinions for high horse power applications (forced induction) because of the stock lower compression. Most motor enthusiasts also prefer the GSR head because it is considered to flow better.

Type-R is better NA but at the same time there is no point in building a type-R engine for NA when you could just piece together a frankenstein with a b16head since for high NA power you will be replacing the ITR internals anyway.

So in conclusion, the Type-R is great for stock power for people who just want to do a swap and be done with. The JDM specs of both motors also have 10hp more.. due to slightly higher compression. IMO it isn't worth the hassle of putting a JDM motor in your car in california for that 10hp and have to do a bunch of **** just to pass smog.. when you could just put a USDM swap in and put higher comp. pistons/rods/etc. for cheaper and less hassle.

Hope this helped and was accurate. </TD></TR></TABLE>
I was reading through this thread and wondering if I was gonna be the first one to post up the right information

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by david itr &raquo;</TD></TR><TR><TD CLASS="quote">b18c1=usdm gsr, b18c5=usdm type-r b18c=jdm type-r b18b=usdm ls non-v-tech</TD></TR></TABLE>

ls non-vtech FTMFW

 

there is no b18c-r. it's only b18c. it can be either for an itr or sir-g.

 

Sorry I was beling lazy with the "b18c-r." The best way to tell the difference between the 2 is that the Type-R blocks are stamped P73 and the GS-Rs are stamped P72.

And what I meant about GSR being better for turbo than Type-R is that the GSR comes with a lower stock compression. Sure, you could turbo a Type-R but you will need a better tuner.

And for NA i meant there is no point in getting a Type-R and then building it as you will most likely be replacing the drive train with aftermarket parts anyway. Type-R is great for good stock power and fashion I guess.

I was just giving my view in an ecnomical perspective, as most of us on here are not made of money.