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Honda B Engine & Honda B20A Engine


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Old 10-01-2006, 08:15 AM
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Talking Honda B Engine & Honda B20A Engine

B-Series


• B16
1) B16A
2) B16A1
3) B16A2
4) B16A3
5) B16B

• B17
1) B17A1

• B18
1) B18A
2) B18A1
3) B18B1
4) B18C
5) B18C1
6) B18C3
7) B18C4
8) B18C5
9) B18C6
10) B18C7

• B20
1) B20B
2) B20Z

• B20A/B21A
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Old 10-01-2006, 08:16 AM
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The B-series Honda DOHC engines are the most popular and well known of the Honda engines. They are good performers from the factory, with some models having a redline over 8,000 rpm, and accept high performance modifications well without much risk to reliability. The engine has been made in 1.6, 1.7, 1.8, and 2.0 liter variants, with and without VTEC (variable valve timing and lift electronic control). Later models have some minor upgrades, for instance modifications to the intake valves and ports and piston tops, and moving the dipstick away from the exhaust manifold.

Engine swaps


The B-series engine is one of the most common engines used for engine swaps in Hondas. Various versions are found in American junkyards, mostly in Acura Integras. They were also found in many JDM Hondas and are quite plentiful in Japanese junkyards, and great numbers have been imported from Japan in the last few years. The JDM engine has some slightly different parts (e.g. throttle body) than the USDM version, and tend to have slightly higher horsepower ratings with the JDM equivalent of the B18C1 producing 10 horsepower (7 kW) more than its USDM counterpart. Also, the wiring harness is set up for right hand drive as Japan uses, rather than left hand drive as in the United States or Canada; this is just a minor nuisance, however, as the wires will all fit if some of the mounting clips are released.

The B-series engine fits nicely under the hood of many Civics, a common target for such swaps. Note that the actual B-series engine will not adapt to the transaxle that came with other engine models, therefore the entire powertrain, i.e. engine and transaxle, must be swapped as a unit; normally, however, the entire powertrain is what is meant when "engine" swaps or availability of used "engines" is discussed with respect to front wheel drive cars.

Note that the ECU (engine computer) must be swapped as well. Aftermarket modified ECUs are available, ranging from close to stock B-series to wildly modified, with various degrees of skill. If a VTEC engine is to be installed in a car which did not have a VTEC engine, then additional wiring for the VTEC will have to be run; a minor chore.

The B-Series engine swap is very popular for 1992 through 1995 Civic owners since it is so easy to perform. The B-series engine was available in the United States 1994 Civic-based Del Sol; therefore the stock Honda motor mounts, axles, transmission linkage, and other auxiliary parts on the B-series engine (as well as the ECU, of course) will adapt it to any Civic of that era. The corresponding parts that came with the stock SOHC D-series engines will not fit the B-series, however. Unfortunately, most of the available engines are removed from the car without any of these parts, and often even the wiring harness has been destroyed, so the parts have to obtained by either scouring junkyards or purchased from Honda at substantial expense. If at all possible, an engine with a complete set of these parts is greatly to be desired over just the engine itself for this kind of swap.

If the engine is complete with these parts, very little else is needed for the 1992-1995 Civic, whether two door, four door, or hatchback. A bracket to adapt the existing throttle cable to the B-series engine is available from aftermarket manufacturers. As mentioned above, it may be necessary to add the VTEC wiring. If the B-series engine is older it may have a mechanical cable-operated clutch, and an aftermarket bracket will be needed to adapt it to the hydraulic clutch cylinder on the car. The only part which may need to be purchased from Honda is the bracket for the air conditioning compressor, if air conditioning is to be used; the stock bracket with most B-series motors will not fit, only the very specific bracket used for the B16 fitted in the Del Sol.

For other generations, the swap is slightly harder because custom engine mounts must be used. Due to the popularity of the swaps, however, there are several manufacturers who make suitable mounts.

Interchangeable Parts


B-series engine parts are largely interchangeable. This allows for custom engines to be built with characteristics unlike any factory model. Any B-Series VTEC cylinder head component will fit in any other B-Series VTEC cylinder head, so installing a Type-R (B16B or B18C5) camshaft into a GS-R motor will yield noticeable power gains. The higher-compression Integra Type-R pistons are a good choice for a bump in power, and also have an anti-friction coating and better oiling characteristics.

Also, complete Frankenstein motors (motors made from parts of others) are possible; these are also known as LS/VTEC. It is popular to take the large displacement, high-torque B18B (or B18A) bottom end and mate it to a high-flow B16 (PR3) or B18C (P72 or PR3) top end to make a very powerful custom motor. One problem however is the LS (B18A or B18B) and CR-V (B20B or B20Z) blocks used for LS/VTEC or CR-VTEC conversions are more prone to fail at high RPMs because the rod bolts and long stroke were not designed to withstand the high engine speeds that VTEC heads are optimized for. The LS/VTEC configuration is logically what Honda would have first considered when designing the B18C, but they saw a reason to reduce the stroke, reinforce the bottom end, and add oil squirters to help cool it. The reduction in the stroke came at the cost of lowering the displacement from 1834 cc to 1796 cc, but helped enable the benefit of reliable 8000+ RPM operation.
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Old 10-01-2006, 08:17 AM
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Talking

B16


B16A
Note: All JDM B16a engines are marked as 'B16a' (with no number to identify version).
VTEC
Found in:

• 1989-1993 JDM Honda Integra RSi/XSi (DA6/DA8)
• 1989-1991 JDM Honda CRX SiR (EF8)
• 1989-1991 JDM Honda Civic SiR/SiRII (EF9)
Displacement: 1595 cm3
Compression: 10.2:1
Rod/stroke ratio: 1.74
Power: 158 hp @ 7600 rpm & 112 ft•lbf @ 7000 rpm
Transmission: S1/J1/Y1/A1

• 1991-1995 JDM Honda Civic SiR/SiRII (EG6/EG9)
Displacement: 1595 cm3
Compression: 10.4:1
Power: 168 hp @ 7800 rpm & 116 ft•lbf @ 7300 rpm
Transmission: S4C

• 1992-1995 EDM Honda Civic VTi
Displacement: 1595 cm3
Power: 158 hp @ 7800 rpm & 116 ft•lbf @ 7300 rpm

• 1992-1996 JDM Honda CR-X del Sol SiR
Displacement: 1595 cm3
Compression: 10.2:1 / 10.4:1
Power: 158 hp - 170 hp & 111 ft•lbf - 116 ft•lbf

B16A1
VTEC
Found in:

• 1989-1991 EDM Honda CRX 1.6i/VTi (EE8/ED)
Displacement: 1595 cm3
Compression: 10.2:1
Power: 160 hp (117 kW) @ 7600 rpm & 111 ft•lbf (151 N•m) @ 7000 rpm

B16A2
VTEC
Found in:

• 1996-2000 Honda Civic VTiR (EK)
Displacement: 1595 cm3
Compression: 10.4:1
Power: 160 hp @ 7800 rpm & 113 ft•lbf @ 7300 rpm

1999-2000 Honda Civic Si (EM1)
Displacement: 1595 cm3
Compression: 10.2:1
Power: 160 hp (118 kW) @ 7600 rpm & 111 ft•lbf (151 N•m) @ 7000 rpm
Transmission: Y21 S4C

• 1996-1997 Honda Del Sol VTEC (EG)
Displacement: 1595 cm3
Compression: 10.4:1
Power: 170 hp (125 kW) @ 7800 rpm & 111 ft•lbf (152 N•m) @ 7000 rpm
Transmission: Y21

B16A3
VTEC
Found in:

• 1994-1995 Honda Del Sol VTEC (EG)
Displacement: 1595 cm3
Compression: 10.4:1
Power: 160 hp (125 kW) @ 7800 rpm & 111 ft•lbf (152 N•m) @ 7000 rpm
Transmission: Y21

B16B
VTEC
Found in:

• 1997-2000 Civic Type-R
Displacement: 1595 cm3
Compression: 10.8:1
Power: 187 hp (137 kW) @ 8200 rpm & 118 ft•lbf (160 N•m) @ 7500 rpm
Transmission: S4C WITH LSD

B17


B17A1
VTEC
Found in:

• 1992-1993 Integra GS-R (DB2)
Displacement: 1678 cm3
Compression: 10.0:1
Power: 160 hp @ 7600 rpm & 117 ft•lbf (159 N•m) @ 7000 rpm
Transmission: Cable~ YS1

B18


B18A
Non-VTEC
Found in:

• 1986-1989 Accord Aerodeck LXR-S/LX-S (Japan)
• 1986-1989 Accord EXL-S/EX-S (Japan)
• 1986-1989 Vigor MXL-S (Japan)
Displacement: 1834 cm3
Compression: 9.4:1
Dual Keihin Carbs
Power: 130 hp (97 kW) @ 6000 rpm & 120 ft•lbf (164 N•m) @ 4000 rpm
Transmission: A2N5, E2N5

This engine is not 100% related to the other B series engines. It is a destroked Honda B20A engine.

B18A1
Non-VTEC
Found in:

• 1990-1993 Integra RS/LS/GS (DA)
Displacement: 1834 cm3
Compression: 9.2:1
Bore: 81 mm
Stroke: 89 mm
Power:

• 1990-1991: 130 hp (97 kW) @ 6000 rpm & 121 ft•lbf (164 N•m) @ 5000 rpm
• 1992-1993: 140 hp (104 kW) @ 6300 rpm & 127 ft•lbf (173 N•m) @ 5200 rpm
Transmission: YS1

B18B1
Found in:

• 1994-2001 Acura Integra "RS/LS/GS" (DC4)
Displacement: 1834 cc
Compression: 9.2:1
Bore: 81 mm
Stroke: 89 mm
Power: 142 hp (104 kW) @ 6300 rpm & 128 ft•lbf @ 5200 rpm
Transmission: S80

B18C
VTEC
Found in:

• 1994 Honda Integra SiR-G
• 1995-1997 Honda Integra SiR
Power: 180 hp (128 kW)

• 1997-2001 Honda Integra (Japan) Type R
Power: 200 hp @ 8100 rpm

B18C1
VTEC
Found in:

• 1994-2001 Integra GS-R (DC2)
Displacement: 1797 cm3
Compression: 10.0:1
Power: 170 hp (127 kW) @ 7600 rpm & 128 ft•lbf (174 N•m) @ 6200 rpm
Transmission: Y80

B18C3
VTEC
Found in:

• 1995-1998 Acura Integra Type R
Power: 195 hp

B18C4
VTEC
Found in:

• 1996-2000 UK Civic 1.8i VTi Acura Integra
Displacement: 1797 cm3
Compression: 10.0:1
Power: 169 hp (124 kW) @ 8000 rpm & 129 ft•lbf (174 N•m) @ 7500 rpm
Transmission: S9B

B18C5
VTEC
Found in:

• 1997-2001 Integra Type-R
Displacement: 1797 cm3
Compression: 10.6:1
Power: 195 hp (145 kW) @ 8000 rpm & 130 ft•lbf (176 N•m) @ 7500 rpm
Transmission: S80

B18C6
VTEC
Found in:

• 1996- Honda Integra Type R (Australia)
Power: 200 hp (149 kW), 136 ft•lbf

B20


The B20A3 and B20A5 are not considered part of the B family.

B20B
Non-VTEC
Found in:

• Honda CR-V, Honda Orthia
Displacement: 1973
Power: 120 bhp @ 5400 rpm
Torque: 133 ft•lbf @ 4300 rpm
Compression: 8.8:1
Bore: 84 mm
Stroke: 89 mm
Redline: 6200 rpm

B20Z
Non-VTEC
Found in:

• Honda CR-V
Displacement: 1974
Power: 140 bhp @ 6200 rpm
Torque: 130 ft•lbf @ 4500 rpm
Compression: 9.6:1
Bore: 84 mm
Stroke: 89 mm
Redline: 6700 rpm

B20A/B21A
The B20A and B21A are not considered to be 100% part of the B family.

http://www.hondatuningmagazine.com/t...ine/index.html "Killer-B" Article on Sport Compact Car

http://www.procivic.com/pages-honda_...ary/index.html Catalog of Aftermarket Parts for the B-Series Engine
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Last edited by kos99ngel; 10-01-2006 at 08:24 AM.
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Old 10-01-2006, 08:36 AM
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Talking Honda B20A Engine

Honda B20A Engine


• B20A
• B20A
• B20A2
• B20A3
• B20A4
• B20A5
• B20A6
• B20A7
• B20A8
• B20A9
• B21A
• B21A1

Partially unrelated to the Honda B-series engines are the B20A and B21A. By some, these are not considered to be part of the B-series group of engines because they are not compatible with any of the other B-series parts or chassis.

There were 2 versions of the B20A

•The first generation of B20A engines was available in the 86-87 Prelude 2.0SI in Japan, the 86-89 Honda Vigor and Accord . It leaned towards the front of the car just like the A20A engine found in the same cars. This B20A produces 160 hp and 140 ft•lbf torque.

•There was also a similar engine named B18A for the 86-89 Accords. It was a destroked B20A powered by 2 Sidedraft Keihin carbs.

•The second generation of B20A was found in the 88-91 Prelude. The 88-91 Prelude B20A and B21A blocks are cast so they lay at an 18-degree angle leaning towards the firewall. This was done to please the exterior specifications for the 1988-1991 3rd Generation Prelude due to its ultra-low hoodline which Honda dubs the "engineless design".

The B20A, B20A3, and B20A5 engines consisted of closed-deck aluminum blocks with thicker-than-average iron sleeves where as the B21A1 had some special material.

The B21A1 was basically a re-worked B20A5 with an increase in bore to 83 mm. The external block dimensions had to stay identical to the B20A5 block so Honda called upon Saffil to create a thin but strong cylinder liner called FRM (Fiber Reinforced Metal) which basically consisted of a carbon fiber matrix, aluminum alloy, and aluminum oxide to make a very strong cylinder sleeve. These sleeves are so strong that they often do not lose their factory cross-hatching marks after 200,000 miles! A lot of B21A1 engines burn oil and have low cylinder compression numbers because the FRM material is so strong that is tears up piston rings. Good news though, you can usually replace the piston rings without any honing to the sleeves and go another 100,000+ miles without any sleeve wear.

B20a


All B20a and B21a engines are Non-VTEC

B20A
(16-Valve, 4 Cylinder, DOHC, PGM-FI)
Found in:

Serial numbers 1000001~, 1500001~ and 1550001~ (Gold Valve Cover)
• 1985-1986 Honda Prelude Non-U.S.
• 1985-1986 Honda Accord Non-U.S.
• 1985-1986 Honda Vigor Non-U.S.

Serial numbers 1600001~ and 1640001~ (Black Valve Cover)
• 1987-1989 Honda Accord Non-U.S.
• 1987-1989 Honda Vigor Non-U.S.
Displacement: 1958 cc
Compression: 9.4:1
Power: 160 hp @ 6300 rpm & 140 ft·lbf @ 5000 rpm
Transmission: B2K5, F2K5

B20A
(16-Valve, 4 Cylinder, DOHC, PGM-FI)
Found in:

• 1987-1990 Honda Prelude Japan Domestic Market
This carries the same engine code as the original B20a above, but is actually a different engine.
The serial number for these B20A will be: 5000001~

B20A2
(16-Valve, DOHC, PGM-FI)
Found in:

• 1986-1989 Honda Accord Non-U.S.

B20A3
(12-valve, SOHC, dual side-draft carburetors)
Found in:

• 1988-1991 Honda Prelude 2.0 S
HorsePower: 104 @ 5800 (MT) 105 @ 5800 (AT)
Torque: 111 @ 4000

B20A4
(12-Valve, SOHC, dual side-draft carburetors)
Found in:

• 1988-1991 Honda Prelude Non-U.S.

B20A5
(16-valve, DOHC, PGM-FI)
Found in:

• 1988-1991 Honda Prelude 2.0Si
Power: 135 hp
Engine cc: 1958.14
Cylinder cc: 489.535
Deck cc: 13.885
Head cc: 47.3
Compression Ratio: 9.0:1

engine using a pk-2 honda ECU based on oki83c154 processor (intel 8051 based with external ROM)

B20A6
(16-Valve, DOHC, PGM-FI)
Found in:

• 1988-1991 Honda Prelude Non-U.S. New Zealand, and Australian Domestic Market
Power: 140hp@6000rpm 170nm@5500rpm KY model is one of them

B20A7
(16-Valve, DOHC, PGM-FI)
Found in:

• 1988-1991 Honda Prelude Non-U.S. UK, France, Holland, Norway, South Africa
Power 150 hp@6000 rpm
Torque 180Nm@5500 rpm
Compresion ratio 10.5:1

B20A8
(16-Valve, DOHC, PGM-FI)
Found in:

• 1988-1991 Honda Prelude Non-U.S. Russian, Swedish Domestic Market

B20A9
(16-Valve, DOHC, PGM-FI)
Found in:

• 1990-1991 Honda Prelude Non-U.S. Finland, German, Norway, Netherlands, Russia, Argentina
Power 140 hp@6000 rpm
Torque 175Nm@4500 rpm
Compresion ratio 10.5:1

B21A
(16-valve, DOHC, PGM-FI)
Found in:

• 1990-1991 Honda Prelude Si States
Very rare, it was only produced for the "Si States" models in Japan
Power: 147 hp

B21A1
(16-valve, DOHC, PGM-FI)
Found in:

• 1990-1991 Honda Prelude Si
Power: 140 hp
Engine cc: 2056.03
Cylinder cc: 514.0075
Deck cc: 10.191
Head cc: 51.0
Compression Ratio: 9.4:1
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Old 10-03-2006, 08:53 AM
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Talking B-series

B-series

• 1996 1.5 L B15 (Honda City - Asia) SOHC VTEC and SOHC non-VTEC
• 89-92 B16A Civic SiR JDM
• 90-93 B16A Integra RSi/XSi JDM
• 92-95 B16A Civic SiR II JDM
• 89-92 B16A1 Civic VT EDM
• 90-91 B16A1 Civic SiR JDM
• 91-95 B16A2 Civic Vti EDM
• 99-00 B16A2 Civic Si USDM
• 94-97 B16A3 Del Sol VTEC USDM
• 94-97 B16A3 Del Sol Vti-T EDM
• 94-97 B16A3 Del Sol Vti-T EDM
• 96-00 B16A4 Civic SiR II JDM
• 97-01 B16B Civic Type-R JDM TYPE R
• 92-93 B17A1 Integra GS-R USDM
• 90-93 B18A1 Integra USDM
• 94-01 B18B1 Integra USDM
• 94-95 B18C Integra Si VTEC JDM
• 95-99 B18C Integra SiR-G JDM
• 96-00 B18C Integra Type R JDM
• 94-01 B18C1 Integra GS-R USDM
• 96-97 B18C3 Integra Type R Taiwan/Hong Kong
• 96 B18C3 Civic VTi 1.8
• 97+ B18C4 Civic 1.8 Vti EDM
• 97;98;00 B18C5 Integra Type R USDM
• 96+ B18C6 Integra Type R EDM
• 96+ B18C7 Integra Type R Australia
• 87-89 B20 Accord 2.0i EDM
• 85-87 B20A1 Prelude Fi EDM
• 86+ B20A1 Prelude 2.0i EDM
• 87+ B20A2 Accord 2.0i EX EDM
• 90-91 B20A3 Prelude 2.0 S USDM
• 88+ B20A4 Prelude 2.0
• 90-91 B20A5 Prelude 2.0 Si USDM
• 88-89 B20A5 Prelude Si USDM
• 87-92 B20A7 Prelude 2.0i EDM
• 88+ B20A8 Accord 2.0i EDM
• 87-92 B20A9 Prelude 4WS 2.0i EDM
• 97-98 B20B CR-V USDM
• 97+ B20B3 CR-V RD1 EDM
• 97-98 B20B4 CR-V
• B20Z SMX JDM
• 90-91 B21A1 Prelude Si USDM
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Old 10-04-2006, 12:01 PM
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Why didn't you just post a link to the Wikipedia page?

I edited some of that information on Wikipedia to correct some innacuracies.
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Old 10-04-2006, 03:12 PM
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good job bro. it helped me out....
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Old 10-04-2006, 11:18 PM
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Because I though it would be better to have in JDMU type instead of a link to source. WHY?
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Old 10-05-2006, 12:13 PM
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Because a FAQ page with links to all these areticles would be more convenient for multiple topics and you wouldn't be purgering intellectual property.
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Old 10-05-2006, 11:42 PM
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It’s not perjury if Wikipedia lets you copy and distribute its information. Anyways nobody has complained about my post except you.

By the way you misspelled articles and purgering is not even a word.
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Old 10-19-2006, 09:34 AM
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hahaha nice
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