I have an OBD0 B16A head from my first swap.
Upon the install onto the B20B block, I converted the engine to OBD1 as the only exhaust manifold I had was a DC Sports 4-1 header, unuseful for a two oxygen sensor system the PR3 (OBD1 B16A) ECU would be looking for. I used the P28 (D16Z6) ECU as a temporary measure before I got a chip burnt for the Hondata S200 I have. (I also have a JDM P30 ECU but will need to get the surface-mounted components desoldered carefully as it is very sensitive to severe heat.)
VTEC comes on at 4800 rpm and the redline is about 1000 rpm higher than I rev the engine. I didn't build the bottom end so I have to be wary of my rev-counter. The engine feels like VTEC should be set to come on 200 rpm lower and once I put in new higher-compression pistons and ARP rod bolts, I will be able to rev higher. This was my achillies heel at the track. The engine was on it's second "pull" but I had to choose a higher gear before the potential could be realised.
Prior to the car being written-off, the B20B VTEC OBD1 had an estimated flywheel horsepower of 220 and torque of 140 lb∙ft. It also passed AirCare (emissions) on the first attempt and had an average of 32 miles per imperial gallon, the best being 41 mi/gal and on a quite spirited run. I also got away with 87 octane gas but that'll change once the higher compression pistons are fitted.