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Originally posted by silver
You can get a 1st gen b16a w/ tranny(cable) for less than $1600 easily.
don't do an h22, i don't know what everyone's obsession is with it. I would recommend if you want to swap to find a low mileage b18b, then swap a vtec head onto it. Do some n/a motor work and you'll be embarassing people easily.
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well your information is just as misleading.. as you suggested with that b16a SiR 1 swap as you mentioned it's a cable tranny which would not work with his DC2 integra since he would have to have a hydro tranny unless he did a cable to hydro conversion which would be stupid imo, for reasons of that b16 being 10+ years old so it needs work done to it such as a new water pump, oil pump, timing belt, possibly valve train, and other minor repairs.
as for your lsvtec question you seem to make it sound too easy. there is a lot of mix and matching to go along with this process. just a stock ls bottom end with a vtec head is not going to be faster than a straigh B18C1 crate engine. the ls has low compression which can't compare to any of the vtec engines so he would need many parts. if you were to build a lsvtec you would need steel braided oil feed lines + fitments, complete vtec head, higher compression pistons, stronger rods (shotpeened factory rods at the very least), bottom end balancing to the flywheel, a vtec ecu, vtec oil pump, vtec waterpump (suggested), vtec timing belt, new LS head gasket, in some instances add the knock sensor to the ls block (depending on ecu programming), and also the head would have to be worked on so the dowel pins would match with the block. there is lots of work when it comes down to a lsvtec in order to have it run "safe" i guess you could say. personally if i was in the position of doing a nonvtec block with vtec head i would do the B20vtec.. B20 has the most displacement of all the b series engines.. my friend has one which is mildly built.. basically built with a lot of honda oem parts and he laid down 190 hp to the wheels.. imagine what one would do if it was fully built.
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stock the h22 and the b18c5 put out close to the same hp. the h22 isnt made to fit, and honostly i dont think ive ever seen it done, so it would take alot more to put it in. and guessing that your not goin to do the install that means a lot more cash. the b18c5 wont be cheap either but its going to be alot better fit (not to mention people will be way more fearing of a type r than a h22)
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i don't see what the big fetish is of a type r engine here is. true the b18c5 has the same hp numbers but the H22 has more torque than the B18c5 mainly because of it's larger displacement. true the gearing in a H22a maybe longer than that S80 tranny that is equipted with an itr engine, but a H22 on boost in a DC2
now there would be an impressive set up.
i think another factor in this is does this person want to go all motor or FI? the B18C5 is not the engine to go FI in from it's high compression.. yes it's possible and can be done, but personally i would rather have a B20 or a B18B and boost that. i like the non vtec engines for boost applications. Vtec is set up so you have high lift and long duration, where you get that cam overlap. with forced induction you could be loosing that charge air being forced into your engine because of that long duration cam. Boost works best with a short duration high lift cam where as with the PR4 head you do not get that cam overlap keeping the boost in the cylander. if we are talking all motor then i would suggest the B18C1 or B18C5.. but all the B18C5 is a B18C1 short block with different pistons, and a B16A head with different internals and a bigger intake manifold. i guess it's your call since it's your car.. there are plenty of options on the market