The B16 V-tec head bolts straight onto the B18 and raises the compression ration to 10.5:1. You only have to tap into the block just below the head at the back to run a small oil line to feed the V-tec control valve. This way - whatever direction you go - you can have a stock cam for moving round the pits, on/off the trailer, etc... and fit the squarest profile secondary cam you want... with endless options right off the shelf. I speak from experience with a B20B Frankenstein, not as some newby magazine inspired theorist, but as someone who has built LOTS of Hondas for club racing, including my own one which is Australia's most successful Civic.
An Apexi piggy back computer is cheap & allows you to richen the fuel mixture up to where it needs to be, and best of all adjust the V-tec cut in from the factory 5,500rpm to just 3,300rpm!
I'm sure you'll get endless advice on this build, but torque is what wins races - not just horses. I'd also recommend a good quality lsd . Honda ones for this model don't spool up properly. I bought mine second hand from the States, so you should have no trouble finding one. Without it you only get power to one wheel, which just leaves you spinning the inside wheel exiting corners - as you can see in my video - but with lsd you just LAUNCH out right from the apex.
Hondas are beautifully engineered to become race cars (fantastic flowing heads, full independent suspension, etc.) and ENDLESS options about performance improvements to the degree few other economy marques of basic cars offer in adapting them to the track. Enjoy the confusion & dilemmas. It's like having five hot girlfriends & having to decide which one you'll get serious with.
