Are B16 and B18 pistons the same?
To expand on what Jim said, the b16 and b18 both have the same bore, so by putting a b16 crank and rods in there, you’ll end up with the same displacement as the b16, assuming the pistons have the same compression height (which I don’t know).
Can you put a B16 head on a GSR block?
Yes, you will still loose . 2 compression and not make quite as much power as a gsr, but if you use your b16 pistons, you have relativley the same compression and be making a lot more power than a stock b16 for sure, and more importantly, gain low end/midrange torque.
How much power can a stock B18 block handle?
A stock sleeve B-Series engine can hold power. We’ve made upwards of 700HP on stock GSR sleeves and made multiple 9 second passes, over 200 dyno passes and never cracked a sleeve. That being said, it should be noted: a stock sleeve B18 over 500HP is a timebomb.
Is a B16 head VTEC?
Obviously, you must start with a VTEC head in order to build an LS/VTEC. Your choices are a b16, a TypeR, or a GSR. The b16 head is the same cast as the ITR, which means that the better flowing ITR manifold bolts on. The GSR uses a different intake manifold and has a smaller combustion chamber, which some prefer.
How much power can a b16 make?
Average numbers for a b16a are 130-40 WHP, and maybe 101 TQ to back it up. general consensus is its a good rev happy motor, but its really lacking in the torque.
What should the bore be on a Honda B18?
The major benefit being cost. You’re saving about $1000 vs. sleeves to run a CSS, and for 90% of our customers, a CSS is perfectly adequate. CSS is limited to 81-82mm bore, and we recommend running a .020 over piston in a CSS block to ensure cylinder roundness.
What kind of head gasket do I need for a Honda B18?
A multi-layer steel head gasket is a necessity for turbo applications. We run Cometic headgaskets on every car. Usually a .040 thickness, but thickness should be determined by your cylinder head and engine block deck measurements. Standard ARP or SpeedFactory 4130 head studs are perfect for almost all street builds.
What kind of head studs do I need for a Honda B18?
Usually a .040 thickness, but thickness should be determined by your cylinder head and engine block deck measurements. Standard ARP or SpeedFactory 4130 head studs are perfect for almost all street builds. If your goal is over 700WHP, we recommend the ARP L19 head studs to prevent head lift.
Which is better a full LS or VTEC B18?
Optimally, you would find a full VTEC B18, but the LS/V is still a great option. There are several design differences, but for the average street car, the differences are miniscule. High power LS/Vs are just as reliable as GSR/ITR engines. Compared to a full LS engine, The LS VTEC is a drastic improvement due to head design and VTEC.
The major benefit being cost. You’re saving about $1000 vs. sleeves to run a CSS, and for 90% of our customers, a CSS is perfectly adequate. CSS is limited to 81-82mm bore, and we recommend running a .020 over piston in a CSS block to ensure cylinder roundness.
A multi-layer steel head gasket is a necessity for turbo applications. We run Cometic headgaskets on every car. Usually a .040 thickness, but thickness should be determined by your cylinder head and engine block deck measurements. Standard ARP or SpeedFactory 4130 head studs are perfect for almost all street builds.
Usually a .040 thickness, but thickness should be determined by your cylinder head and engine block deck measurements. Standard ARP or SpeedFactory 4130 head studs are perfect for almost all street builds. If your goal is over 700WHP, we recommend the ARP L19 head studs to prevent head lift.
Optimally, you would find a full VTEC B18, but the LS/V is still a great option. There are several design differences, but for the average street car, the differences are miniscule. High power LS/Vs are just as reliable as GSR/ITR engines. Compared to a full LS engine, The LS VTEC is a drastic improvement due to head design and VTEC.