Looking for some good reading material on the b18c1 gsr motor... Im looking for the part numbers for the head,cams,pistons,ecu, and interchangeable parts,etc. You may have seen my thread on an i/h/e combo for my b16 and alot of people have been pushing the issue of just upgrading the motor to b20 ls vtec, etc. I would shoot for the c5, but it's a little out of my price range, so figured I would meet in the middle with a b18c1, itr cams, i/h/e, etc. Just need the part numbers for the oem c1 as I may build it up from a bare block...

 

B series vtec engine parts are mostly interchangeable. If you are going to build it, there are many aftermarket options. If you are going with oem parts, get the jdm ITR pistons (11:0 compression), they work well with the ctr or 00+ itr cams. Stock B18C rods are fine in most cases, the trype r's being a little stronger.

Both ITR and GSR cranks are very good. The gsr is lighter and spools faster, the itr cranks is fully counter balanced so a little smoother on the high end, but more lag at lower rpm

 

I have seen some people put b16 heads on the b18c block. Is there any real gains to this? Also, I'm not going the boost route, but just want to free up the air restrictions and get a good pnp on the head... I just want it to breathe... So upgrading to the higher compression ratio really wont be necessary... I'm not even sure how i feel about having it tuned... I just wouldn't want to take the chance of destroying my motor by having a bad combination of things... I just want to keep it simple, free it up a bit, and make it reliable. I'm open to opinions...

 

https://honda-tech.com/forums/acura-integra-6/need-some-info-b18c1-motors-967256/

This will give you a little info.

http://www.jdmcars.com/tech/admin/bengine.pdf

And so will this...

Hope it helps.. I went thru 10 pages after i googled b18c1 specs and b18c1 info. Not much i could find but its better than nothing..

 

Say oem to be reliable, that is why i mentioned a couple things earlier. Increasing compression is how you make power on all motor engines. In fact, with out higher compression, don't expect any performance from any type of decent cams, even itr, if you run lower compression.

As far as heads, both gsr and b16 heads are nearly the same in performance, don't worry yourself too much about it...they both "breath"

 

As far as the b18c1 goes, what is the difference in year specs?

 

Check this out....

http://en.wikipedia.org/wiki/Honda_B_engine

 

94-97 = obd-1
98-01 = obd-2

all make the same 170 hp, 128 tq

if you run the b16 head, u might want to get a tune or run a P73 ITR computer. that is my current setup with ITR cams, comptech header, tanabe exhaust, skunk2 test pipe, ITR throttle body/intake manifold. it's pretty quick in my fully loaded 4-door.

 

94-95 is obd1
96-99 is obd2a
00-01 is obd2b

 

What are the downfalls to each?

 

In relationship to what?

 

What does it matter if its obd1 or 2? a or b?

 

I think that's my question to you.

 

People tend to throw out the "98 spec" like it makes a difference...

 

Seems to be 600 dollar difference @ HMO.
http://www.hmotorsonline.com/shop/sc...age&item=30011
https://honda-tech.com/forums/all-motor-naturally-aspirated-44/difference-between-b18c-r-96-98-spec-2378023/

 

Well if you put the B16 head on a GSR then it lowers the C/R. I just finished my motor, a GSR, and I went with the USDM B16 pistons, stock bore, un-milled head and block, ITR cams, ACL bearings. My C/R is at 11.3 and it runs great on 93oct. The USDM ITR pistons would have only bumped it to 10.9 which isnt enough to waste money on. If you over size the bore the ITR would be ok since itll push it over the 11:1 mark. Almost done with the break-in and then off to final tune and ill see what it puts down.