b18c4 head on a b16b block


W

wilsss

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Dec 2, 2011
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i know the head will fit but would there be much point in putting this head onto the block or should i also get a ctr head?
or maybe change the cams in my head for ctr cams?
 
it will fit ok, all b series heads are interchangable, and b16 and b18c4 are the highest flowing of any b series, so its defo worth while if you ask me.
 
Thanks for that so do I use the c4 cambelt or would it be the b16 cambelt? Guessing it will be the b16 and what would be the best head gasket to use?
 
type-r-mad said:
it will fit ok, all b series heads are interchangable, and b16 and b18c4 are the highest flowing of any b series, so its defo worth while if you ask me.
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?? B18C4 is probably the lowest flowing head on B series Vtecs.

Putting a C4 head onto a B16B would be pointless and a downgrade. Even a standard B16a head is better flowing up in Vtec than a B18c4 head.

What motor do you have to start with?? Or how much of a motor do you have?
 
Some would say the port design of a P72 head is better than that of a PR3/4 head.
 
KieranEG6 said:
?? B18C4 is probably the lowest flowing head on B series Vtecs.

Putting a C4 head onto a B16B would be pointless and a downgrade. Even a standard B16a head is better flowing up in Vtec than a B18c4 head.

What motor do you have to start with?? Or how much of a motor do you have?
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x2 about the c4 head would be pointless and the cams arnt as aggressive as the b16b ones and the b18c4 intake is completely different to the rest of b series intakes
 
The C4 intake is good for a nice cruising engine - torque down low. Which means less power in the top.
 
B16 & B18c4 heads flow more or less the same. I'm more or less 100% about it. Its the combustion chamber design whats different.
 
i did have a full b18c4 engin but the bottom end started knocking. i have a b18c4 swap in my 1997 ek4.
 
The c4 head is desirable for two reasons.

1) it has quench pads around its combustion chamber for smaller volume which will raise both the quality and quantity of compression.

2) it has a more direct shot of incoming air into the combustion chamber from the intake manifold. Depending on what your goals are, using the stock P 72 may be desirable or swapping to a skunk 2 will work well with proper tuning.

I would almost always choose this head over the standard PR 3 and even the factory ITR/CTR.
 
sweet thats for that yeah i have a skunk 2 intake already and was going to fit it back on. so when i put it all back together i should have some good gains then?
 
You would probably get some nominal gains from the bump in compression but you cannot maximize this setup without having the ECU remapped.

Also, I would like to have the ports ported CTR style and also get a 3 angle valve job along with better intake valves from the CTR. If your valvesprings are not upgraded to ITR/CTR spec, then I would be very hesitant to rev it as high as you would have before.

I would also update the LMAs (lost motion assemblies) to the latest types and change the valve seals. I would take it a step further and radius the oil ports to drain back is more efficient and even polish the rocker arms. Upgrade to headstuds and go for a 2pce headgasket while I'm in there.

Basically a refresh of the C4 head.... but that's just me. :0)
 
yeah i will be getting the ecu mapped anyway.

if i was to say use a b16b bottom end with 2 pce headgasket ctr valves, seals, and springs in my c4 head would that be okay to rev high? plus thats not out of my price range then
 
The valve seats must be cut appropriately for the CTR intake valves to fit. The exhaust valves are the same in all B-VTEC heads.

The seals have to be purchased new. You should take the time to check the condition of the guides and see if they need replacing too.

I suppose you could get away with using the old springs but I don't like to chance things when they are apart. I do understand that that costs can spiral out of control, but what's that saying?

"An ounce of prevention is worth more than a pound of cure."
 
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RagingAngel said:
The c4 head is desirable for two reasons.

1) it has quench pads around its combustion chamber for smaller volume which will raise both the quality and quantity of compression.

2) it has a more direct shot of incoming air into the combustion chamber from the intake manifold. Depending on what your goals are, using the stock P 72 may be desirable or swapping to a skunk 2 will work well with proper tuning.

I would almost always choose this head over the standard PR 3 and even the factory ITR/CTR.
Click to expand...

This is one of the reasons i'm using it on my B16 turbo build. Can you confirm that there is no difference flow wise ?
 
there is a difference in flow but the actual difference isn't going to cause performance figures to suffer.

From what I recall, the PR3 does flow marginally better at the expense of quality compression - which can be "fixed" with a better piston....

and on the other hand, the P72's flow "issue" can be fixed with mild porting and a 3 angle valve cut.... so it's the same difference in my eyes.
 
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