How much work be needed to slap this in? Is this a lot harder than a b18c5 would be to put it in?

 

Same work as any other B-Series swap. No it would not be hard to put a B18c5 in or a b16b.

 

I have one and it isn't too hard at all.
It's one of the easist swaps out there. I say go for it, cause the b16b is the perfect motor for the rex. it gives it a great power/weight ratio. good choice
if you have any other questions just go to

http//texas.clubsi/brandon/crx/b16a

 

i say go with it. i have one, and run good times here in vegas.

 

Sounds lovely. I think I'm sold on the 16b. Thanks all and I'll be sure to check that link.

 

Just keep in mind that the B16B is not much cheaper than the B18C5. So unless you like the characteristics of the B16B over the B18C5 (freeer revving power, better rod ratio, don't care too much about torque), you might want to look into the B18C5 instead.

 

isnt he talking about the b16b the CTR engine?
i could be wrong

 

thats true, what dude say about the b18c. get the itr motor and drop in ctr pistons and cams and you would be set.

 

the CTR engine would spin alot easier than the ITR.. 1.6's always spun faster than the bigger boys.. but unless you get a USDM ITR... well, i take that back.. no matter where a ITR comes from, your going to pay.. like hommie said.. its what charecteristics your into. Going either ITR, or CTR, neither came in OBD0's, so you would have wirring challenges.. but both engiens are equally difficult to swap in.

either way.. whatever engine you get, don't take a CTR and put ITR cams in it.. and vise versa.. they're pretty well off on they're own. its the GSR and B16's that had that problem.. if you start out with that kind of engine, they're wont be much to do.. maybe ignition, and fuel.. and open the engien up.. let it breath alittle better (intake, exhaust).. depends on how radical, and how large your pocket is.

sky's the limit.. but both of those engines are very nice. CTR.. high rev, high HP.. no tourqe. ITR... strong REV.. big tourqe maker.. slightly larger HP results.. bigger name.

both.. i think are over rated.. for the money, build a B20 VTEC with a old school B16 head.. you'll make bigger numbers all motor than a CTR, or a ITR would ever make.. but then, you can't say you got a wicked Type R motor.. depends on what your after.

 

there are frankensteins out there that are pretty reliable but they still won't be as reliable as a something that came out of factory.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Built B16A &raquo;</TD></TR><TR><TD CLASS="quote">both.. i think are over rated.. for the money, build a B20 VTEC with a old school B16 head.. you'll make bigger numbers all motor than a CTR, or a ITR would ever make.. but then, you can't say you got a wicked Type R motor.. depends on what your after. </TD></TR></TABLE>

If you are able to build one of these motors for less than a B16B or B18C5, you either have a great hookup or are cutting serious corners. There is NOTHING cheap about going internal.

As for B16B or B18C5 ECUs, don't be intimidated by them. They are actually quite easy to wire up. Although they use OBDII-style plugs, they are basically OBDI ECUs. In fact, they are EASIER to wire up than 1992-1995 ECUs because they have neither purge valves nor VTEC pressure switches (you don't need to add that extra wire!).

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by StorminMatt &raquo;</TD></TR><TR><TD CLASS="quote">If you are able to build one of these motors for less than a B16B or B18C5, you either have a great hookup or are cutting serious corners. There is NOTHING cheap about going internal..</TD></TR></TABLE>

Your right.. nothing internal is cheap.. but who said you had to fully build from the bottom up a B20 VTEC.. i dind't? the B20 bottom end im impressed with.. i really fell in love wiht the fact that its the same oil pump as the GSR, and ITR's. Other than that.. unless your going to plan on seeing more than 8K, your bottom end should be fine. and a stock first gen B16 head.. youde put out more power stock B20 VTEC than any stock honda motor... liter per cylnder.. maybe more than the S2000? supposedly the highest producing engine lieter per cyl in the states?

 

i went the frankenstein route and it didn't work out for me. it was build wrong. so i chose to go with a b18c for reliablilty. but since, i found dennis from ldl speed who builds awsome frankensteins. so i might go back to one. i will use my current itr block as a spare and get a ls block to fully build. i like to be able to rev as high as needed as long as making the power that high. jus a sugggestion of how i do it

 

i dont see what the big difference is between the b18b block and b18c5. y not just put the $ you would pay for an LS block into your ITR block?

 

umm
he butchered that link hardcore

http://texas.clubsi.com/brandon/crx

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by sleeepy808 &raquo;</TD></TR><TR><TD CLASS="quote">thats true, what dude say about the b18c. get the itr motor and drop in ctr pistons and cams and you would be set. </TD></TR></TABLE>


That really would make no sense, they have the same compression, so swapping pistons would be of no benefit and the cams in the CTR are not more aggressive than the ITR cams.

 

from what i was told, the ctr cams are. but let me check my resources. as for switching pistons, an itr has a 11.0:1 CR and a ctr has a 10.8:1 CR. but when you put the ctr pistons in the itr, because of bigger crank, longer stroke, the CR bumps up to 12.0:1, or so. from what i was told. if thats not true, then how come i am running 12.5:1 CR on stock honda parts. as for the blocks, you get what u paid for. if assembled and built correctly, a fully built ls/vtec will beat a type r, but reliablity with never be better. difference in blocks: ls-1834 cc b18c-1797 cc; ls stroke-89 mm b18c stroke-87.2 mm. yet ls has a bigger crank therefore making ls/vtec potent, reliablilty is jepordized through the lack of oil squiters and pure fact that they were not made to put together. thus makin it not a straight bolt-on

 

B16B is my dream engine. I heard of a guy getting one instead of a B16A, except he paid for a first gen

Umm 9000 rpm and 184 hp out of 1.6 litres? I'll take it.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by sleeepy808 &raquo;</TD></TR><TR><TD CLASS="quote">yet ls has a bigger crank therefore making ls/vtec potent, reliablilty is jepordized through the lack of oil squiters and pure fact that they were not made to put together. thus makin it not a straight bolt-on</TD></TR></TABLE>

big time pointer.. however, i belive the B20 does have them.. since it being a larger 2.0.. not sure though.. aslo... along wiht the oil probelms, when you go into a hybrid motor itself, its very tempeture sesitive. it can overheat easisly. other than that.. if its a stock hybrid setup.. good cooling system, maybe the lower thermo and sender.. and a nice dual core rad. i think it would be very relaible. the LS.. i have my doubts.

persoanly.. im going to build a B20 on the bottle that is going to make me 11's.. 11.99 and under you need a roll cage, however, i know its going to make 11's, and i'll let them kick me off, and then i'll quit. but my B20 is going to be stock bottom end, fully built head, lightly milled, skunk2 stage 3 cams, all bolt ons, and make power up to 8K, nothing higher. you really wouldn't need long R's if you make constant power. thats my plan.

 

never knew b20's have squitters. i never had one. only had a ls. but heard the cylinder walls are week in the b20. i would sleeve it anyways so i guess that wouldn't matter

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by slownlow &raquo;</TD></TR><TR><TD CLASS="quote">


That really would make no sense, they have the same compression, so swapping pistons would be of no benefit and the cams in the CTR are not more aggressive than the ITR cams.</TD></TR></TABLE>

I believe the exhaust cams are identical but the CTR intake cam is more aggressive. That's why they are so popular.................I mite have it reversed, but i think that's how it is. Either way, the CTR has one cam that is more aggressive than the ITR.

And both are equally easy to put in the car. As for size, they are the same block and all the same dimensions are the same. Only internally they have different cranks and pistons. (i.e. B16b is just a destroked c5) So, if you get the B16b and really arent truly happy with it then you could splurge for the c5 internals and have your own c5 with the extra wild cam.

 

ctr's did have SLIGHTLY more aggressive cams than the itr's. in 00-01 though, itr's were produced with the same cams as the ctr.

robert

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by phan &raquo;</TD></TR><TR><TD CLASS="quote">ctr's did have SLIGHTLY more aggressive cams than the itr's. in 00-01 though, itr's were produced with the same cams as the ctr.

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

Yup.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by phan &raquo;</TD></TR><TR><TD CLASS="quote">ctr's did have SLIGHTLY more aggressive cams than the itr's. in 00-01 though, itr's were produced with the same cams as the ctr. robert</TD></TR></TABLE>

Just wondering.. if the 00-01 ITRs have the same as the CTR, are they the same part numbers? i know the CTR wasn't introduced in the states, so part numbers might be diff?

 

Okay let me jump in here and go a differnt direction. What about a b16a W/all ctr bolt ons? would that be the same as the b16b????????????????

Not all but, Cams, Pistons int/ext mani, and a bettr ecu.