Civic-EG.com Forum 3.3.1

- Wed May 21, 2008 9:57 pm #56251 I'm going for a short block to do some work on within a short period of time, so now I have decisions to make.
Since I don't know everything, and lack experience in this field (newbe on 'building'), I'd like some advice.

Here's my situation;

My goal is a daily driver on the dark side, so boost, looking for a smooth and reliable ride, not a drag strip hero, but making nice numbers anyway.
And also, it has to be alive when not boosting, making it a nice, strong engine for (spirited) daily driving.

So my thoughts were with a B18C4 (B18C GSR) short block;
- install new ACL bearings,
- install new stock pistons and rings (maybe even JDM GSR pistons for a bit more compression?),
- have the crank balanced if necessary
- install new spec R oil and water pumps,
- Cometic head gasket (don't know what size though, .040 I guess?)
- ARP head and main bolts/studs,
- hone job, bore if necessary.

Head;
- slap on my B16A2 P30 head... off course with a few upgrades;
- Greddy or Toda timing belt,
- some work done to the head (mainly cleaning it up, regrind the valves in their seats, polishing the in/ex ports and comb. chamber),
- stock B16B or B18C (spec R) valve train
- AEM cam gears

I will install my P30 i/m and t/b, the 550cc RC's I have, and my PW:JDM i/m heatshield.
In time, I'll probably replace it with a Skunk2 PRO i/m and a tapered 70/72-to-68mm t/b.

But, atm I can get my hands on a newly AEBS sleeved B16A short block, 85mm bore.
Comes with a balanced LS crank and I believe with JE stroker pistons.
I have to get myself a set of Crower B17A rods, that would make 2.020cc of built VTEC madness.
This will cost a great deal of bigger bucks.

My fear is that the built B16 needs more aggressive mods to the head and intake to work properly, and will eventually make to much power for my needs, and not be a smooth engine I'm looking for.

My questions are;
am I right about the built B16?
if so, have I made the right choice for the GSR short block plans?

The sleeved B16;
http://members.chello.nl/m.sahin10/AEBS/DSC00931.JPG
http://members.chello.nl/m.sahin10/AEBS/DSC00929.JPG
http://members.chello.nl/m.sahin10/AEBS/DSC00930.JPG

Last edited by stefan on Sat Jun 07, 2008 5:38 am, edited 1 time in total.

- Thu May 29, 2008 9:56 pm #57008 After some thinking, and looking at other options, I've come to the conclusion that the sleeved B16A I was talking about will be too much for me, overkill so to speak.
It makes so much more mods necessary, making the car a harsh daily driver, and making at least 100-150hp more than what I want/need right now.
It's better to let some other guy who does need it buy the thing and go crazy with it.

I had an option on a P72 shortblock to be rebuilded (JDM B18C GSR, or whatever they call GSR over there, here it's just VTI 1.8 ), but the guy sold it this morning.

What's come in later but is left last is also nice;
a fresh (less then 75k km (under 47k miles) on the clock) and complete B16B shortblock, just slam on a head and go so to speak.
That's my only and most likely option.
And I suppose I'm one of not too many with a boosted B16B, and prob. one of even less with a B16B hybrid.

The B16B has a compression ratio of 10.8 to 1.
The B16A SiR-II should have 10.4 to 1.
So with an acceptable c/r, that should be a nice motor to boost

So with the work I'm planning to do on the head, you could say that I'm very likely am going to have a boosted Type R engine

- Fri May 30, 2008 12:47 pm #57071 my friend had a jdm gsr turbo ek hatch. his motor was stock with only a victor x mintake manifold and a bog throttle body other then that he just had a pieced together turbo kit. he had a really good tune with hondata and the car drove like it was stock. he beat the shit out of it daily and raced it and never had a problem. it was daily driven even through the winter turboed. he later parted it out because he got out of the game for a while. so in my opinion make sure you have a really good tune and a motor in decent shape and you should be fine

92 hatch build in progress.....

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- Tue Jun 03, 2008 1:17 am #57372 I know it will, it's going to be bad ass

- Sat Jun 07, 2008 5:45 am #57710 Oké, plans fall to pieces when shit gets sold.

At the moment I can get a low milage B16B shortblock with JDM B18C spec R internals with even less mileage, so basically a B18C-R with a rare stamp on the outside.
This should produce a 10.6 to 1 compression ratio with the B18C-R head.

What I'd like to know is a site were I can calculate what my c/r ratio will be with a thicker head gasket and a B16A2 (P30) head, as I need to figure out what size of h/g to use to get a 10 or 10.2 to 1 c/r, so I can safely boost.
I'd rather have a B18C-GSR shortblock, but those are nowhere to be found
Only full swaps, wich I can't afford atm.

Or, should I pull apart my B16A2, get the m/f a hone job and new piston rings and bearings, and safe up for a GSR swap... since I want the LSD equipped S4C tranny anyway?
Hone job etc. would cost me almost as much as the B16B shortblock btw

I just can't decide.