I have a b20b vtec swap with a full ctr head and was curious if I could make more power sleeving it and boosting it over an ls or gsr block

 

Once sleeved, it makes no difference what the core is - the sleeves are between 81-85mm for most turbo applications whether you started with an LS or B20 block.

Darton Sleeves

Depending on your power goals, CSS (link below) is another option
Cylnder Support System ? Cyllnder Support System

 

yes and no.

sleeving an equal size bore will not make any more power then say a OEM bore however if you have the ability to push out more power then the stock sleeves will support in that case it will support the added power.

Only time it will "make" more power is if you go with a larger bore

I think this really depends on your goals as for most of us sleeving has almost no advantages, unless you want over 400HP. However on a b20 block which does have a larger bore it would definetly make more power, specifically torque then an ls/gsr bore would make. I dont see many issues with torque with b18 blocks in general but there will always be those who want more torque/displacement

 

yeah 2 liter block make mor epower than 1.8l block, and lets you be more reliable since b20 sleeves rthinner from factory

 

hmm.. depends. I wouldn't use that as a blanket statement in the FI world.

 

True. Also I feel like compression ratio has a lot to do with it. On my very first turbo gsr I went with a sleeves block at 84mm with 9:1 compression after cracking a sleeve. There was a noticeable difference in out of boost power from stock block, stock compression to 84mm lower compression. 10:1 or higher > 9:1 from my personal experience.

 

You should try it with the 89mm LS crank to make it a true 2.0 Litre. It's even more fun. Believe me.

 

Yessir! LS crank, 84mm, 11:1 compression, vtec head with nice cams, responsive turbo = winning! Lol

 

so is an ls crank plug and play just install and go ? , how does the ls crank increase performance

 

you need to use ls rods, if changing the bore size (recomended on any fresh build) you need different size pistons. the LS crank has a longer stroke, which gives more overall displacement which means more torque and will also give more top end power when using a vtec head. you will also see slightly better spool times with the increased displacement


B18B1

• found in:
  • 94-01 Integra RS/LS/SE/GS - DB7/DC4/DC3
  • 1994–2000 Honda Integra "RS/LS/GS/SE/(GSI Australia)" (DC4/DB7)
  • 1992–1996 JDM Honda Domani (MA5)
  • 1993–1994 JDM Honda Integra (DB7)
  • 1996–1999 JDM Honda Orthia (EL1)
    • Displacement: 1,834 cc (111.9 cu in)
    • Compression: 9.2:1
    • Bore: 81 mm (3.2 in)
    • Stroke: 89 mm (3.5 in)
    • Rod Length: 137.01 mm (5.394")
    • Rod/Stroke Ratio: 1.56
    • Power: 142 bhp (106 kW) @ 6300 rpm & 127 lb·ft (172 N·m) @ 5200 rpm
    • Redline: 6800 rpm (7200 rpm on JDM Domani)

B18C1

• DOHC VTEC
• Found in:1994–2001 USDM Integra GS-R (DC2)2dr (DB8)4dr
  •  
    • Displacement: 1,797 cc (109.7 cu in)
    • Compression: 10.1.:1
    • Bore: 81 mm (3.2 in)
    • Stroke: 87.2 mm (3.4 in)
    • Rod Length: 140.0 mm (5.5 in)
    • Rod/Stroke Ratio: 1.58
    • Power: 170 hp (127 kW) @ 7600 rpm
    • Torque: 128 lb·ft (174 N·m) @ 6200 rpm
    • Redline: 8000 rpm (Fuel Cut-off @ 8200 rpm)
    • Secondary Runners Open @ 4400 rpm
    • VTEC Engagement @ 5800 rpm

 

It's somewhat "plug & play", but you need to know the caveats of it.

1) Oil squirter block kit is a must. Don't just try to bend the squirters out of the way
2) increased torque is always an increase in performance. That's the whole point of this, even with turbocharged applications. The point is to make a smaller engine behave like a bigger one, and not just for the top end power.
3) Make sure you know you're new static compression; work it out on the zealautowerks calculator
4) Make sure the turbocharger you use is the correct one for increased displacement; make sure it serves the purpose of the car.