blew my b16 with a jrsc
thinking of doing ls/v or cr/v
with the jrsc which would be best for the supercharger?
herd 2.0 displacment does good with supercharger
but 2.0 ive also herd dont hold up to boost good.
ive just had mixed emotions about this and so has everybody ive talked to

 

hmm, id say go into the forced induction forums but you're still trial - i dont have any concrete info to give you except just use the search button and read as many posts as you can to see what holds up the best. im sure if the motor gets a little bit of work done to it...like upgrading the internals a bit, perhaps sleeving the block, and getting a good tune will make it run fine

 

Are you going to build either one? If so are you resleeving?

If stock for stock I'd say LS block due to the thicker cylinder walls, but if you plan on sleeving either it won't matter at that point.

 

i am going to go stock for now..this is not a race car this is my daily driver...ive just herd some bad things about b20(weak water jackets,thin cylender walls,ect.)
and just wondering if i get one i know there is 2 diffrent b20 96-98 have 8.8to1
99-00 have 9.6to1..

but thanks for all the info guys i am in love with this site

 

The B20B was the first B20 offered in the CR-V, and it had lower CR due to more dished pistons thatn the latter offered B20Z which had more flat top type pistons in it.

If you have the choice get the B20Z - newer, less likely to have higher miles, and more CR.

...that's if you'res tuck on the B20 idea.

I still say that boosting the engine will stress it enough as it is, so I'd still look for an LS block and at the very least rering it, add ARP rod and head bolts/studs to keep things in check at higher than 7000rpm revs.

 

BTW let me express my actual opinion on LS VTEC, Cr-VTEC, basically mating a non-VTEC block with a VTEC head:

If the LS non-VTEC block were good enough to be mated to the VTEC head then why didn't Honda just do that to begin with?

Did you know it actually costed Honda a TON of money in R&D and retooling/manufacturing to develop their 1.8L DOHC B Series VTEC engine, the B18C (known as out B18C1 here - 94-01 GS-R) rather than slapping the B16A head on the LS block which they had already been making for 3 years prior to releasing the B18C?

The B16A and B18A had been in Honda/Acura vehicles since 1989, so if the B18A block was "better" for VTEC like LS-V buffs think why would they waste years and millions of dollars retooling and redesigning the block to make the B18C block?

Honda knew that in order to make the 1.8L block stand up to the rigors of high revving VTEC powerband they'd need to destroke the B18A LS block down to 1797cc from 1841cc, add a girdle for strentgh, and add oil squirters for extra reliability at 8000+rpm.

Others will argue, and that's fine, but I trust Honda in their infinite wisdom and millions of dollars or R&D over anyone else.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by B18C5-EH2 &raquo;</TD></TR><TR><TD CLASS="quote">BTW let me express my actual opinion on LS VTEC, Cr-VTEC, basically mating a non-VTEC block with a VTEC head:

If the LS non-VTEC block were good enough to be mated to the VTEC head then why didn't Honda just do that to begin with?

Did you know it actually costed Honda a TON of money in R&D and retooling/manufacturing to develop their 1.8L DOHC B Series VTEC engine, the B18C (known as out B18C1 here - 94-01 GS-R) rather than slapping the B16A head on the LS block which they had already been making for 3 years prior to releasing the B18C?

The B16A and B18A had been in Honda/Acura vehicles since 1989, so if the B18A block was "better" for VTEC like LS-V buffs think why would they waste years and millions of dollars retooling and redesigning the block to make the B18C block?

Honda knew that in order to make the 1.8L block stand up to the rigors of high revving VTEC powerband they'd need to destroke the B18A LS block down to 1797cc from 1841cc, add a girdle for strentgh, and add oil squirters for extra reliability at 8000+rpm.

Others will argue, and that's fine, but I trust Honda in their infinite wisdom and millions of dollars or R&D over anyone else.

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

And to that I say "holy ****". Very well put.

That is a valid point. I myself like the stock B18b1 and the stock B20B/Z. If you get bored with that you can alway do a proper build and have fun with boost.

 

yes i agree..but for the price im going to go with the 99 spec b20,b16 head,jrsc..and hope for a fun daily driver

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by jrscb16eg6 &raquo;</TD></TR><TR><TD CLASS="quote">yes i agree..but for the price im going to go with the 99 spec b20,b16 head,jrsc..and hope for a fun daily driver</TD></TR></TABLE>

And you are going to rebuild the bottom end or just slap it all together? What is the price range you are working with?