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Here is the updated breakdown incorporating used cylinder head pricing and budgeting for both build pathways:
Used B16A Cylinder Head Market Price Summary
Before selecting a build path, consider the average market price for a used B16A DOHC VTEC cylinder head (PR3 casting):
| Head Condition & Completeness | Price Range (USD) | Price Range (IDR) |
|---|---|---|
| Bare Head / Core (Shell only, missing cam caps/valvetrain) | $300 – $450 | Rp 4.500.000 – Rp 7.000.000 |
| Complete Stock Head (OEM cams, valves, springs, rockers, matching caps) | $600 – $850 | Rp 9.500.000 – Rp 13.500.000 |
| Refreshed / Rebuilt Head (3-angle valve job, new seals, pressure tested) | $900 – $1,200 | Rp 14.000.000 – Rp 18.500.000 |
| Full Assembly Package (Complete head + intake manifold, distributor, VTEC solenoid) | $1,100 – $1,500 | Rp 17.500.000 – Rp 24.000.000 |
1. D16-to-B16 Complete Engine Swap
When upgrading from a single-cam D16 to a twin-cam B16A, sourcing a used B16A cylinder head is only one piece of the puzzle. Because D-series and B-series architectures are completely incompatible, the head must be paired with a complete B-series bottom end and drivetrain.
- Target Setup: B16A Head + B16A Block + B-Series Transmission (S4C/Y21/S1).
- Head Cost Strategy: Aim for a Full Assembly Package head ($1,100 – $1,500 / Rp 17.5M – Rp 24M). Sourcing the matching B16A intake manifold, distributor, and VTEC solenoid individually to fit a bare head will cost significantly more.
- Key Advantage: Factory-engineered balance with high volumetric efficiency, safely revving up to 8,200 RPM.
2. B20/VTEC "Frankenstein" Hybrid Build
Rather than sourcing an expensive 1.6L B16A bottom end, a high-torque alternative is mating a used B16A cylinder head onto a 2.0L B20B/B20Z non-VTEC block (sourced from a CR-V).
- Target Setup: B16A Cylinder Head (Head-Top) + B20B/B20Z Engine Block (Bottom-End).
- Head Cost Strategy: A Complete Stock Head ($600 – $850 / Rp 9.5M – Rp 13.5M) is ideal here. Since B20/VTEC builds often use aftermarket intake manifolds and custom distributors, paying extra for an OEM intake package is unnecessary.
- Key Advantage: Blends the high-RPM head-top breathing of the B16A with the high-displacement, low-end torque of the 2.0L block.
- Required Modifications:
- External VTEC Oil Line Kit: The B20 block lacks oil feeds for VTEC; you must run a sandwich plate and braided line (~$100 / Rp 1.5M).
- Piston Clearance: You must check valve-to-piston clearance on flat-top B20 pistons or install aftermarket high-compression VTEC pistons.
CYCLINDER HEAD
Head Casting Similarities: B16A (PR3) vs. B20 (P75 / PR4)
Despite their internal differences in VTEC functionality and airflow, the cylinder head castings of the B16A (PR3) and B20 (P75 / PR4) share fundamental design traits because they belong to Honda’s B-series architecture.
1. Core Head Casting Similarities
- External Mounting Footprint & Bore Spacing: Both head castings feature identical 88mm cylinder bore centerlines. This allows a B16A head to physically line up over a B20 block during a "B20/VTEC" hybrid build.
- Head Bolt Pattern: The 10 main head bolt locations follow the exact same layout across all B-series engines, allowing interchangeable use of standard B-series ARP head studs or OEM head bolts.
- Timing Belt Path & Deck Alignment: Both heads position their dual camshafts to line up with standard B-series water pumps and timing belt paths.
- Pent-Roof Combustion Architecture: Both castings use a 4-valve per cylinder pent-roof combustion chamber design with a cross-flow layout and centered spark plugs.
- Coolant & Oil Passages: Main coolant holes and corner oil drain-back galleries align properly between both heads and B-series block decks.
2. Structural & Casting Differences
| Casting Feature | B16A Head Casting (PR3) | B20 Head Casting (P75 / PR4) |
|---|---|---|
| VTEC Oil Passage | Cast-in from factory with internal oil feeds | Blank / missing (Requires external line for VTEC) |
| Port Design | Steep, round S-flow ports for high-RPM CFM flow | Smaller, velocity-focused ports for low-RPM torque |
| Chamber Volume | ~42.7 cc (Higher compression) | ~45.0 cc (Lower compression) |
| Intake Pattern | PR3 / P30 bolt flange pattern | P75 / PR4 bolt flange pattern |
Summary for Engine Builders:
The shared deck footprint, bore spacing, and head-bolt positioning are the exact reasons why the B16A (PR3) head can be bolted onto a B20 block. Engine builders swap the B16A head onto a B20 block primarily because the PR3 casting offers far superior high-RPM airflow ports and factory-cast VTEC oil channels.
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