Here are some of the spec. on the B20/Vtec..
Had only 1500 miles on the block when it was re-built.

B20b Bored too 84.5
Je Pistons 11.5 compression
Eagle Rods
GSR head with type r cams.
Head is bone stock besides the cam.

I couldnt figure out what happend, I have read that not all B20 sleeves are the same. Maybe someone can lend me some solutions on why this could have happend. All 4 sleeves cracked, its not a big crack but you can see a small little swiggly line on the very top of the sleeves on each cyclinder.
I was just wondering is it worth it too resleeve the B20 or is it better to resleeve a gsr block, I have prior to doing this swap. What would the compression be, resleeving a B18c block to 84.5 using the b20 rods and je pistons.

 

did you bore the stock sleeve out to 84.5 if you did that would be you problem. sleeve it and it should be fine.

 

Yeah I bored the stock sleeves out to 84.5... I cant believe how weak the B20 sleeves are.

 

bad move on having them bored to 84.5 you just made hondas most dangerous walls alot more dangerous. considering they are 7mm stock you made them about 6.5mm compare to other b series 9mm walls. i would suggest you sleeved the b20 block,theres more power to be had with the b20 crank,you ll have about 0.5 more liters than the gsr crank.

 

If you cracked them at 84.5, you'd have cracked them at 84.0. You can't have ANY detonation with stock B20 blocks. The only way to prevent detonation is with proper tuning, meaning the right timing curve, and the right fuel delivery. The use of an MSD Knock Alert to give you a visual display that there's detonation (including inaudible) is essential to keeping the engine safe. When you see the "lights", let off and retune that part of the curve....

 

how high were you reving it?

and what kind of engine management were you using?

 

ive had my b20vtec for 23,100 miles since rebuild and its daily driven have had no major problems. The block is a 98 b20b with 85mm overbore 12:5:1 compression arias piston and rings and arp rod bolts. Fuel management provided by a skunk2 p28. Redline it to 8500 when racing. Wondering why everyone seems to be having problems with there blocks?

 

I think a majority of the problems with people and the CRVT is improper tuning, or too high of rev for a sustained period. I've had my CRVT at 9k during drag racing for a season, and there is nothing wrong at all with the bottom end. I had my motor tuned, and have been taking care of it as much as possible-oil changes, coolant, etc. There are alot of guys on here that have CRVT that drive them daily and have lots of miles on them.