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Posted: **June 29th, 2010, 11:03 pm**

ok guys.

check all different sites and getting all kinda info.

can someone give me the correct rated hp/torque for these engines.

Posted: **June 30th, 2010, 11:48 am**

hey dude check this site, should help you out.

http://en.wikipedia.org/wiki/Honda_B_engine

Posted: **July 2nd, 2010, 9:56 am**

based on the link:

b18c1 (USDM) - Power: 170 hp (127 kW) @ 7600 rpm, Torque: 128 lb·ft (174 N·m) @ 6200 rpm. Redline: 8100 rpm

b16a2 ( which is what they are saying is in the local EK4's) - Power: 160 hp (119 kW) @ 7600 rpm & 111 lb·ft (150 N·m) @ 7000 rpm. Redline...8000 rpm.

how reliable is that info and isn't there a JDM b18c1 as well????

Posted: **July 2nd, 2010, 12:18 pm**

...well according to the link that's the best i found thus far...there should be a JDM to it but i don't think that the power ratings would differ greatly, if any at all. Because the engines are infact a property of Honda so the blue print wouldnt be different.

Hope that helps.

Posted: **July 3rd, 2010, 10:51 pm**

The b16a4 is 170 hp like the b18c1.
But the c1 has more torque, which gives it a distinct edge.
In addition to that, the c1's block is the same as the itr's b18c5 and the ctr's b16b (the 16b's just a destroked 1.8.
And then on top of that, the c1's head (P72) is different from the c5 and b16a's heads. While the ports are smaller, giving it a disadvantage, the combustion chambers are also smaller. That means if you throw in P30, itr or ctr pistons in there and do some port work, you'd have more compression than the b18c5. And if you were to swap out the drag unfriendly c1 gearbox for a c4 s4c box, you'd take out an itr ( In theory)

Posted: **July 4th, 2010, 10:55 am**

are the redlines that i quoted before correct because i was told that the b18c1 can't rev as high as the b16a ???

sky. so the combustion chamber on the b16a head is bigger than the b18c1??

are there any issues with putting the b16a head on a b18c1 block ??

Posted: **July 4th, 2010, 4:31 pm**

^ putting a b16a head on GSR will raise the compression that is all

and who ever told u a b18c1 cannot rev high ..*&^*^*^*^

Note a b18c1 is a US engine

the JDM only has B18C i.e the ITR and GSR

the site below had JDM and US

http://www.phearable.net/tech/wiring/enginecodes.html

NOte Stock b18c1 8200 safe .. with minor mods 9k.. some internals.. 10k

tell those people to smoke that

Posted: **July 4th, 2010, 6:04 pm**

red_dragon wrote:^ putting a b16a head on GSR will raise the compression that is all

and who ever told u a b18c1 cannot rev high ..*&^*^*^*^

Note a b18c1 is a US engine

the JDM only has B18C i.e the ITR and GSR

the site below had JDM and US

http://www.phearable.net/tech/wiring/enginecodes.html

NOte Stock b18c1 8200 safe .. with minor mods 9k.. some internals.. 10k

tell those people to smoke that

SO TRUE RED....... :evilbat:

Posted: **July 5th, 2010, 5:23 pm**

red dragon. thanks for the info and site.

i have been reading on other sites where they say that the b18c1block/b16a head combination actually reduces compression due to the compression chamber on the b16a being larger than the GSR head.

taughts on that guys :?:

Posted: **July 5th, 2010, 9:14 pm**

read
http://www.hybrids.jp/forum/archive/ind ... t-117.html

Posted: **July 5th, 2010, 9:25 pm**

That's what I said. I said it kinda vague tho. Lemme try to explain as basic as possible.
The compression ratio is the volume at BDC to the volume at TDC, the volume at TDC being 1.

Let's take the B18C block with an 87.2mm stroke and the GSR pistons. This gives a 10.6 compression with the GSR head. Now lets say you throw in P30 pistons from the B16A. These pistons are more domed than the flatter GSR pistons, so they leave less volume at TDC. so if that volume (1) is less, the BDC will be more in relation.
So if a GSR head has smaller combustion chambers, it leaves less volume at TDC also, bumping the compression ratio up a bit. If the B16A head has a bigger comp chamber and you put it on a GSR head, you'll gain volume at TDC and the air is compressed less. That's my understanding.

Posted: **July 7th, 2010, 10:17 am**

so sky, based on what u are saying, the compression ratio will decrease with the b16a head on the b18c1 block but can be increased by changing the pistons to the b16a type ??

Posted: **July 25th, 2010, 12:20 pm**

sky is correct, swapping ah b16 or b18c5 head onto ah stock gsr block would lower the compression of the motor due to the smaller combustion cambers of the orginal gsr head.. So it would be ah backward step really, depending on what u tryin to do...

Posted: **August 3rd, 2010, 2:33 am**

ok cool. thanks guys. i thought as much.

so to get the compression back up with the b16a head on the b18c1 block i would need to change the pistons to b16a or ctr types???

btw: b18c1 complete swap, with box/mounts/ecu etc costs about ??????

Posted: **August 8th, 2010, 9:43 am**

my brother local b16a for the dealer came b16a4 for the manual which classic only brought about 10 sedans and 4 h/b those engines were 175 hp and reved to 8350 rpm
and the auto were b16a5 @ 165 hp 8000 redline.......................

what kinda power u want?

Posted: **August 18th, 2010, 12:10 am**

bringin back the dead.

Just curious, are there any OEM pistons that i can use in the B18C Type R, that would raise the compression higher than the stock 11:1? Say if i were to use B16B pistons?
Or would i have to go aftermarket?

Posted: **August 18th, 2010, 12:17 am**

Aarong420 wrote:bringin back the dead.

Just curious, are there any OEM pistons that i can use in the B18C Type R, that would raise the compression higher than the stock 11:1? Say if i were to use B16B pistons?
Or would i have to go aftermarket?

I think this would yield 12.x:1 compression (b16b), not a good idea on our gas.

Posted: **August 26th, 2010, 10:56 pm**

what about the specs on a b16b :?:

i have read on some forums where they say it is a De-Stroked b18c engine :?:

Posted: **August 26th, 2010, 11:10 pm**

^ correct

http://www.trinituner.com/v3/forums/viewtopic.php?f=18&t=328173

Posted: **August 27th, 2010, 10:38 pm**

thanks for the link red dragon.

based on what u sent, is it as simple as changing the rod from the b16b to the rod used in the b18c to get the 1800cc displacement :?:

Posted: **August 27th, 2010, 10:54 pm**

nope from b16b to b18c is
b18c crank and rods

b16b cranks is same as b16a

they used long a$$ rods in the b16b that are usless

Posted: **August 28th, 2010, 10:09 am**

ok cool. but the b16b pistons can be reused on the b18c rods :?:

anything else needs to be done/considered to complete the changeover to a sleeper b16b

Posted: **August 28th, 2010, 11:05 am**

not 100% sure bout the pin sizes for the pistons/rods

Posted: **August 28th, 2010, 11:37 am**

forgot to add with the CTR pistons compression will be maddness

Posted: **August 28th, 2010, 4:06 pm**

how high is high with the CTR pistons and the b18c rods and crankshaft am I looking at :?:

Posted: **August 28th, 2010, 6:18 pm**

Sky wrote:The b16a4 is 170 hp like the b18c1.
But the c1 has more torque, which gives it a distinct edge.
In addition to that, the c1's block is the same as the itr's b18c5 and the ctr's b16b (the 16b's just a destroked 1.8.
And then on top of that, the c1's head (P72) is different from the c5 and b16a's heads. While the ports are smaller, giving it a disadvantage, the combustion chambers are also smaller. That means if you throw in P30, itr or ctr pistons in there and do some port work, you'd have more compression than the b18c5. And if you were to swap out the drag unfriendly c1 gearbox for a c4 s4c box, you'd take out an itr ( In theory)

Great info there!

Posted: **August 28th, 2010, 6:22 pm**

jc wrote:how high is high with the CTR pistons and the b18c rods and crankshaft am I looking at

12- 13cr

Posted: **August 28th, 2010, 8:20 pm**

that's pretty high and not very daily drive friendly

so what about the b16a pistons on those rods :?:

what kinda cr we looking at :?:

Posted: **September 9th, 2010, 9:42 pm**

is it worth 18,000 for a B16B doing 187,000 km ?

Posted: **September 10th, 2010, 11:37 am**

i think that is pretty high when u consider u can get a b18c5 for 20k, full conversion, or 25k in a front cut in bamboo.

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