B16B or B18C1 to swap into 1990 civic hatch?

B18C1

DOHC VTEC
Found in:1994–2001 USDM Integra GS-R (DC2)
Displacement: 1,797 cc (109.7 cu in)
Compression: 10.0.:1
Bore: 81 mm (3.2 in)
Stroke: 87.2 mm (3.4 in)
Rod Length: 140.0 mm (5.5 in)
Rod/Stroke Ratio: 1.58
Power: 180 hp (134 kW) @ 8500 rpm
Torque: 130 lb·ft (176 N·m) @ 6200 rpm
Redline: 8000 rpm (Fuel Cut-off @ 8100 rpm)
VTEC Engagement @ 4600rpm
Secondary Runners Open @ 5700rpm

B16B (Type R)

VTEC
Found in:
1997–2000 JDM Civic Type R [EK9] JDM
Displacement: 1,595 cc (97.3 cu in)
Compression: 10.8:1
Bore: 81 mm (3.2 in)
Stroke: 77.4 mm (3.0 in)
Rod/Stroke ratio: 1.84:1
Rod Length: 142.42 mm (5.6 in)
Power: 185 hp (138 kW) @ 8200 rpm & 118 lb·ft (160 N·m) @ 7500 rpm
Redline: 8500 rpm
Rev-limit: 9000 rpm
Transmission:S4C With Helical LSD (4.4 final drive, dual-synchromesh on 2nd, 3rd and 4th gears)
VTEC engagement 6200 rpm
ECU code: PCT
ECU Socket Type: OBD-2A (1996-1998 models) / OBD-2B (1999-2000 models)

Note: This engine uses the same block as the '96 Spec JDM B18C Integra Type R, which is taller than the B16A block (by approx 17 mm), but with a crank the same stroke as the B16A. It uses longer rods to accommodate for this, which is why the Rod/Stroke ratio is higher than a standard B16.[3]