Installing a VTEC head from a B16, B17, or B18C engine on to a non-VTEC headed engine is a well known and valid power combination. It's popular it has its own nickname. This swap is called a Frankenstein engine. What makes this combination work is combining the larger displacement B18A1 and B18B1 engines that power Integra LS with the increased airflow of the VTEC head. The result is an engine with excellent low-end torque with high-RPM power. With the introduction of the Honda CRV with its 2.0L B-series engine, a new engine swap became available for Honda and Acura builders. Essentiall its the same approach as that of the Frankenstein engine, only with the CRV engine (B20) you get 2.0 liters of displacement flowing through the hot VTEC head. As this book goes to press this is the hot street combination.
A quote from High-Performance Honda Builder's Handbook, Volume I
I took it out and was supprised on how well it ran. I was coming out of a subdivision and I gave it partial throttle. I was bruning rubber! Shifted to second and I still was burning rubber @ quarter throttle! I then got out on the rual roads and open'd her up. I got rubber in 4th gear! CRAZY!!!
A quote from some dude with a website (http://www.geocities.com/extremeist4...esofparts.html) showing his B20 swap.
Like I said, more low-end torque is the key to more usable horsepower. I never said I didn't like high-end horsepower. What I said was I don't like having to wait until 7000 rpms to see good power. A B20VTEC or B20 turbo will give the best of both worlds, better low-end power and good high-end power as well.
I realize some of you will never agree with this approach and I respect your opinions, but it's plain to see which way the wind is blowing. Honda's new engines are all 2.0L and up. The revs are lower and torque is higher.
K20A2 RSX Type S Engine:
1998cc
4 cyl, 16 valve
DOHC i-VTEC
9.5:1 c.r.
PGM-FI (MPFI)
Direct Fire Ignition
200 bhp @ 7000
142 lb-ft @6000
Redline: 7900 rpm
K20A3 RSX/Civic Si Engine:
1998cc (2.0L)
4 cyl, 16 valve
DOHC i-VTEC
9.5:1 c.r.
PGM-FI (MPFI)
Direct Fire Ignition
160 bhp @ 6600
132 lb-ft @5000
Redline: 6800 rpm
Compare that to the B18C/B16 high-revving engines.
B16A2/A3:
1595cc
4 cyl, 16 valve
DOHC VTEC
10.4:1 c.r.
PGM-FI (MPFI)
160 bhp @ 7600
111 lb-ft @ 7000
Redline: 8200 rpm
B18C1:
1797cc
4 cyl, 16 valve
DOHC VTEC
10.0:1 c.r.
PGM-FI (MPFI)
Dual stage intake
170 bhp @ 7600
128lbs-ft @ 6200
Redline: 8200 rpm 128lbs-ft @ 6200
Okay, now that I hope my point is made, is there anyone who has done these swaps and can tell me how well it's worked for them?