86mm sleeves don't leave much material around the sleeve, so structural integrity is an issue. TheN/A guys who sleeve their blocks usually don't go past 85.5mm or so, and the F/I guys usually go up to 84mm. If you're going turbo, stick to 84mm sleeves. Sleeving a B16A to 84mm yields about 1.7L of displacement. Sleeving a B18C to 84mm yields 1933cc of displacement. Sleeving a B18A/B to 84mm yields 1973cc of displacement. The B16B has the same deck height as the other B series blocks, so you could theoretically put an LS crank into one , run LS rods, and sleeve it to 84mm, which would be the equivalent of an LS/VTEC sleeved to 84mm, or a B20/VTEC. Whether you'd want to do that to a B16B block is entirely up to you. For simplicity, it'd probably be most reliable to just sleeve a B18C out to 84mm. You'll be closer to 1.9L than your goal of 2.0L. If you really need to be closer to 2.0L, then a properly built LS/VTEC should be fine. The best of both worlds(OEM VTEC components/reliability and longer stroke and a little more displacement) would be to take a B18C or B16B and run an LS crank, rather than trying to add VTEC oiling components to a B18A/B block. If you wind up running a non-VTEC block and adding the VTEC oiling components, you'll probably want to add a block girdle as well. You can either run an OEM GSR/ITR one or a Z10 one. With either of those, you'll have to have dowels properly machined into your mains to keep it properly alligned. Hybrid Garage has a new girdle out that includes dowels, covers all 5 mains, and looks very sturdy: