I'm a B-Series slut myself having had many D-Series throw rods and break head gaskets between normal service intervals + similar issues & a B16A that never, NEVER had a problem, with more miles on it than the D-engines. I understand every engine in the variable conditions they come in when they reach YOUR engine bay affects this significantly, but I didn't when I originally formulated my "D-Series=Shit" mentality.
Now I come back to the scene after a short hiatus and I'm reading more about D-Series potential than ever. Back in the day it was all about going B due to the D-Series generally small factory power outputs, utilization of only one Cam, and generally smaller displacements. Now all I read is the sheer potential with OE parts is staggering, let alone the achievable numbers for FRACTIONS of the cost of building a mild NA B-Series including the cost of the swap. The B-Series after-market costs more and they are more expensive just to replace the core should you learn a lesson the hard way.
However, I am now and always will stay true to the B-Series. I just have found something to ALSO tinker with in the D-Series. Both are venerable starting points for any Honda tuner.
The B18A1 has never been a favorite of mine as I'm largely in love with VTEC, which according to Blanco, may or may not all be in vain. But, it's OE and after-market support is large and readily available for not terribly much money, and locally, it's one of the cheapest B-engines to aquire (along with the B20, every other B-engine breaks into the thousands in most instances). I usually compare the B18A1 and B to the ZC. I've always wanted to play with a ZC, even if it were short lived, but there are too many good things about the B18A1 to pass up in the interest of only a ZC. It makes more torque and HP stock, if you're lucky, for almost the same price. The aftermarket support is larger, cheaper and more readily available, and the B18A itself is easier to find as a replacement for itself than the ZC is.
You must also consider the boost potential and the capability to adapt a VTEC, as well as it's raised displacement. All of which are important factors, and also, I believe it's r\s is a little nicer than the ZCs or at least that's how I remember it.
I know you aren't dealing with a choice between the B18A1 and the ZC, I was using it for comparison to help highlight all of the good factors and possibilities, but the point is, if you have one or can aquire one for a few hundred, you should take it, it's a vernerable engine with mucho potential.
Besides, it's a readily changable platform. Once again, it accepts a VTEC head, which alters your power plant quite a bit, and it's rather simple to put together a turbo, super, or Nitrous kit for. Hell, it's not even that expensive to stroke. It's an all around good "base" engine to at least start with. Even a preliminary build can improve performance with it before even choosing a final path to take with "B18" under your hood. You've got something good with a B18A, so stick to it, and go turbo