Well since CV=(bore)(stroke)^2(pi/4)
The bore and stroke would both be about 9.31 cm.
If you increase the stroke making the engine oversquare you loss revabilty do to increased sideloading but you do gain torque.
If you decrease the stroke you gain revabilty but loss displacement unless you bore out to the cylinder.
In the world of Honda B-series engines the best engine for revability is the b16A which can be found in the Civic Si this engine is undersquare and can easily with a proper valvetrain rev past 10,000 rpms. The other B-series engines that I'll discuss are the b18B1, b18c1 and b18c5 found in the LS , GSR, and type-R respectively(both b18c engines have the same geometry so ill treat them as one). The b18b1 has the worst rod ratio of the bunch (on a side not this engine is not VTEC and alot of kids think by putting a VTEC head on this block you can rev to 8000 rpms like in the GSR, well this is not the case due to the poor rod ratio [the LS engine has a lower CR therefore it likes turbo hince]) it has a bit more displacement than the b18c engines at 1834 cc instead of 1797cc. The stroke of the b18b engine is 89mm and the bore is 81mm thus making the engine oversquare as stated before. The b18c engines have a stroke of 87.2mm and a bore of 81mm making this less oversquare making them more revable......along with alot of F1 technology.

I have a question for you. What is the benefit of valve overlap at high rpms and what is the benefit of a stepped exhaust manifold and why? These question are related feel free to discuss flow velocity versus flow volume in your discussion.
Cheers