b16a --> b18c1

Ok so here is the situation, I just ordered an b18c1 longblock to do a light build on. My current motor is a JDM b16a. I plan on using the smae tranny for now which is cable.(don't want to mess with hydro conv at this point) I just have a couple of question about what will owrk in this situation:
1. What clutch do I need to get?
2. Since I am using the same tranny, then the same axles should fit right?
3. Will the fuel rail (99si) I have carry over?
4. Do I need a GSR ECU?
5. Same motor mounts?

6. What is the max boost you think my 450cc injectors will be able to handle at about 9.5:1 CR?

Thanks in advance for any knowledgeable answers.

I don't mean to make a post where I don't totally know the answer, but in my experiences all B-series parts generally swap with eachother. About the ECU I'm about positive you'll need the c1's because of the dual-vtec engagement or whatever, where the primary and secondary flaps open in the intake manifold. When I researched a c1 swap into my car, yes, I would have needed new mounts. Your car is a different chassis than mine so I'm sure you will too. About the compression, what are you doing to make it 9.5:1? They are 10:1 stock.

On a side note, why are you buying a gsr engine? What's wrong with the b16?

1. What clutch do I need to get?
Get the one for the motor, should be the same anyway.

2. Since I am using the same tranny, then the same axles should fit right?
Yes
3. Will the fuel rail (99si) I have carry over?
4. Do I need a GSR ECU?
If you keep the GSR head, then yes. The fuel rail will anyway, but I would swap your B16A head onto the GSR block (poormans type R), then sell the GSR head.
5. Same motor mounts?
The brackets on the motor that the mounts bolt to are different on the driverside I believe, so just transfer all the one that don't fit. You shouldn't have to buy anything else if the GSR comes with mounts.

6. What is the max boost you think my 450cc injectors will be able to handle at about 9.5:1 CR?
I would think they are adequete for a few hundred as long as yur fuel and ignition system are tuned.

If you sell the gsr head/ecu I have a friend with an LS who may be interested..

Thanks for the replies.

To Ricochet: I was looking at the JDM b18c (even though I know i said b18c1) which have a 10.6 vs. the usdm 10.1. Since I am all for stock internals at this time, I am just going to use a 3mm HG as a bandaid for the time being which should lower about one point. My only gripe with the b16a is the complete lack of torque, I want it to get up and go off the line.

To jcrx: I did think the clutch would be the one for the motor, but why would it be the same? The clutch I have know is for an JDM intergra xsi, which is what the motor is prob from.

I would keep the b16a head b/c yes I do know that is flows slightly better however as you know 1st gen b16a cams suck. Also my head makes the horribly annoying clicking (its not the valves) i think it might be the lost motion assembley, but since I want little downtime its easier just to use the gsr one for now. Maybe poor mans type-r in future.

As for the injectors, if I am shooting for a 300-350whp goal, what size do you recommend?


Another question concerning injectors: when I put in the DSM 450cc I used a resister box due to the jdm ecu. if I were to get the usdm longblock, would I HAVE to use a usdm ECU? My current wiring is enough to give me a headache, I could kill the people who did it. I have a ODD0 b16a in a 95 chassis using a OBD1 ECU and stock d16 dizzy. Go figure.

Thanks alot guys!

Also in that note.. I was just looking at hasport's site and they list the same mounts for a b16a and a b18c in a 92-95 civic. How come?

Also in that note.. I was just looking at hasport's site and they list the same mounts for a b16a and a b18c in a 92-95 civic. How come?
Because they are the same :)