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Honda B engine

Article Discussion

Template:Short description Template:More citations needed Template:Infobox automobile engine The B-series are a family of inline four-cylinder DOHC automotive engines introduced by Honda in 1988. Sold concurrently with the D-series which were primarily SOHC engines designed for more economical applications, the B-series were a performance option featuring dual overhead cams along with the first application of Honda's VTEC system (available in some models), high-pressure die cast aluminum block, cast-in quadruple-Siamese iron liners.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

To identify a Honda B-series engine, the letter B is normally followed by two numbers to designate the displacement of the engine, another letter, and in US-spec engines, another number. The Japanese spec-engines are normally designated with a four character alphanumeric designation.<ref>Template:Cite book</ref> The B-series, the B20B variant in particular, is not to be confused with the earlier Honda B20A engine introduced in 1985 and primarily available in the Prelude and Accord-derived vehicles from 1985 to 1991. While sharing some design elements and both being multivalve Honda four-cylinders, the B-series and B20A differ substantially in architecture, enough to be considered distinct engine families.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

They were made in Template:Convert, Template:Convert, Template:Convert, Template:Convert, and Template:Convert variants, with and without VTEC (Variable Valve Timing and Lift Electronic Control). Later models have minor upgrades including modifications to the intake valves and ports and piston tops, along with individual cylinder oil injectors (B18C models). They produce between Template:Convert and Template:Convert, with some models capable of a redline of 8400 RPM.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Although it has many variations, the basic design differs very little among the B-Series. There are actually two short blocks which are used for the entire series. The distinction between them was the cylinder block deck height. The one used for B16 and B17 engines (except for B16B) has a deck height of Template:Convert while the short block used for B16B, B18 and B20 engines has a deck height of Template:Convert.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

The Honda B16 has appeared in six different forms over the years. The Honda B-series was replaced by the K-series in Civic, Integra, Odyssey, and CR-V applications.

B16Edit

B16A (First generation)Edit

File:B16A 1ere génération.jpg
First generation of the B16A engine

The first VTEC engine.

  • B16A found in:
    • 1989-1993 Honda Integra XSi
    • 1989-1991 Honda CRX SiR (EF8)
    • 1989-1991 Honda Civic SiR (EF9)
  • Displacement: Template:Convert
  • Compression: 10.2:1
  • Bore x Stroke: Template:Convert
  • Rod Length: Template:Convert
  • Rod/stroke ratio: 1.745
  • Power: Template:Convert at 7600 RPM & Template:Convert at 7000 RPM
  • RPM:
    • VTEC engagement: 5500 RPM
    • Redline: 8000 RPM
    • Rev Limit: 8200 RPM
  • Transmission: S1/J1/YS1 (4.4 final drive, cable clutch, optional LSD for YS1), Y1 (4.266 final drive, cable clutch, optional LSD)
  • ECU code: P-fk1 (DA6/DA8/EF8), PW0 (EF8/EF9/DA6), PR3 (EF8/EF9) OBD0<ref>{{#invoke:citation/CS1|citation

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B16A (Second generation)Edit

File:B16A.jpg
B16A engine

B16B (Type R)Edit

File:B16b.jpg
B16B engine
File:Ek9civictyperB16bmotor.jpg
B16B in a Honda Civic Type R

Note: This engine uses the same block as the Integra Type R, which is taller than the B16A block, but with a crank the same stroke as the B16A. It uses longer rods to accommodate for this, which is why the Rod/Stroke ratio is higher than a standard B16. It is basically a ‘Destroked B18C Type R engine’<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

B16A1Edit

File:B16a1.jpg
B16A1 engine
  • VTEC
  • Found in:
    • CRX'1.6 DOHC VTEC (EE8) - European market (EDM)
    • Civic'1.6 DOHC VTEC (EE9) - European market (EDM)
  • Displacement: Template:Convert
  • Bore×Stroke: Template:Convert
  • Compression: at 10.2:1
  • Power: Template:Convert at 7600 RPM
  • Torque: Template:Convert at 7100 RPM
  • RPM:
    • VTEC engagement: 5200 RPM
    • Redline: 8000 RPM
    • Rev Limit: 8200 RPM
  • Transmission: Y2
  • OBD0
  • ECU CODE: PW0

B16A2Edit

File:B16a2.jpg
B16A2 engine
  • DOHC VTEC
  • Found in:
    • 1992-2000 Honda Civic EDM VTi (EG6/EG9 & EK4)
    • 1992-1997 Honda Civic del Sol EDM VTi (EG)
    • 1996-1997 Honda Civic del Sol VTEC USDM (EG2)
    • 1996-1998 Honda Civic AUDM & NZDM Vti-R (EK4)
    • 1999-2000 Honda Civic AUDM Vti-R (EM1)
    • 1999-2000 Honda Civic USDM Si (EM1)
    • 1999-2000 Honda Civic SiR Philippines (EK4 Sedan)
    • 1999-2000 Honda Civic CDM SiR (EM1)
  • Displacement: Template:Convert
  • Bore×Stroke: Template:Convert
  • Power: Template:Convert at 7600 RPM & Template:Convert at 6500 RPM
  • Compression: 10.2:1
  • RPM:
    • VTEC engagement: 5600 RPM
    • Redline: 8000 RPM
    • Rev Limit: 8200 RPM
  • Transmission: Y21, S4C<ref>{{#invoke:citation/CS1|citation

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B16A3Edit

B16A4Edit

  • VTEC
  • Found in:
    • 1996-2000 Civic Si-RII (JDM version) (EK4)
  • Displacement: 1,595 cc (97.3 cu in)
  • Compression: 10.4:1
  • Power: 130 kW (177 PS; 174 bhp) @ 7800 rpm & 111 ft·lbf (150 N·m) @ 7300 rpm
  • Redline: 8000 rpm
  • Transmission: Y21

B16A5Edit

Note: Only offered on SiRs with automatic transmissions.

B16A6Edit

B17Edit

B17A1Edit

  • VTEC
  • Found in:
    • 1992–1993 Integra GS-R (USDM/Canadian market VTEC Model VIN DB2)

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      • Came equipped with the YS1 cable transmission, which was different from other cable B-series YS1 transmissions as it has a different input shaft and a shorter final drive.

B18Edit

B18A1Edit

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      • Transmission: S1, A1, cable.
  • Found in:
    • 1992-1993 Acura Integra USDM "GS/LS/LS Special Edition/RS" (DA9 Liftback/Hatchback, DB1 Sedan)

B18A2Edit

  • Non-VTEC
  • Found in:
    • 1990-1992 Honda Integra LS DB1 Sedan (assembled in India and sold in LATAM, no catalytic converter)

B18B1Edit

File:B18B1 Engine (RS 1999).jpg
B18B2 Engine (RS 1999)
  • DOHC Non VTEC
  • ECU code:P75
  • Found in:
    • 94-01 Integra RS/LS/SE/GS - DB7/DC4/DC3
    • 1994–2000 Honda Integra "RS/LS/GS/SE/(GSI Australia)" (DC4/DB7)
    • 1992–1996 JDM Honda Domani (MA5)
    • 1993–1994 JDM Honda Integra (DB7)
    • 1996–1999 JDM Honda Orthia (EL1)
      • Displacement: Template:Convert
      • Compression: 9.2:1
      • Bore x Stroke: Template:Convert
      • Rod Length: Template:Convert
      • Rod/Stroke Ratio: 1.56
      • Power: Template:Convert at 6300 RPM & Template:Convert at 5200 RPM
      • Redline: 6800 RPM (7200 RPM on JDM Domani)
      • Rev Limit: 7300 RPM
      • Transmission: Y80/S80 Hydraulic
      • JDM version is marked B18B on the block without any number.
      • JDM version has 9.4:1 compression ratio whereas the USDM version has 9.2:1.
      • JDM version's higher compression ratio and factory tuning results in higher torque and power ratings
      • ECU code:P75

B18B2Edit

B18B3Edit

B18B4Edit

JDM B18C Type REdit

File:Honda Integra JDM B18C.jpg
B18C in a Honda Integra (JDM)
  • DOHC VTEC
  • Identification: (98 spec) PR3 stamp on engine head, top radiator hose connected towards back of head
  • Found in:

JDM B18C

SiR-G/GSR

  • VTEC
  • Found in:
    • 95-98 Honda Integra JDM SiR/SiR II (DB8, DC2)
    • 98-99 Honda Integra JDM SiR-G (DB8, DC2)
    • 2000 Vemac RD180
      • Identification top rad hose connected towards front of head
      • Redline: 8000 RPM
      • Rev Limit: 8200 RPM
      • Power: Template:Convert at 7200 RPM & Template:Convert at 6200 RPM
      • Displacement: Template:Convert
      • Compression: 10.6:1
      • Bore x Stroke: Template:Convert
      • ECU code: P72
      • VTEC engagement: 4400 RPM
      • Transmission Y80 (with optional LSD)

B18C1Edit

B18C2Edit

B18C3Edit

B18C4Edit

  • DOHC VTEC
  • Found in:
    • 1992–2000 Ballade (Civic)
    • 1996–2000 UK Civic VTi 5-door Hatch (MB6)
    • 1996–2000 UK Civic 1.8i VTi-S (Limited Edition) 5-door Hatch (MB6)
    • 1996–2001 UK Civic Aerodeck 1.8i VTi 5-door Wagon (MC2)
    • 1998–1999 EU Civic Aerodeck 1.8i VTi 5-door Wagon (MC2)
    • 1998–1999 EU Civic 1.8i VTi 5-door Hatch (MB6)
      • Displacement: Template:Convert
      • IAB open at 5750 RPM
      • VTEC engagement at 4300 RPM
      • Compression: 10.0:1
      • Power: Template:Convert at 7600 RPM & Template:Convert at 6200 RPM
      • Limit: 8400 RPM (fuel cut)
      • Transmission: S9B 4.26 final drive Torsen LSD.
      • ECU code: 37820-P9K-E11 (1997-1999) 37820-P9K-G11 (2000-2001) (uses OBD1 type ECU connectors)
      • bore x stroke: Template:Convert

B18C5 (Type R)Edit

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B18C6 (Type R)Edit

B18C7 (Type R)Edit

B20Edit

B20B-B20B4Edit

B20BEdit

  • 1999 - 2001 specs

Non VTEC

B20Z2Edit

  • 1999 - 2001 specs

Non-VTEC

  • Found in: USDM CR-V as a B20Z2, CR-V and Honda Orthia as a B20B
  • Displacement: Template:Convert
  • Power: Template:Convert at 6200 RPM
  • Torque: Template:Convert at 5500 RPM
  • Rod length: Template:Convert
  • Compression: 9.4:1 (P8R)-9.6:1 (P75)
  • Bore x Stroke: Template:Convert
  • Redline: 6800 RPM
  • Some came with limited production head P8R which had 33mm intake valves (normally found on VTEC B-series) vs 31mm intake (non VTEC B series), and the head had an 84mm shrouding vs 81mm for all other B series heads. They also had a thinner head gasket which yielded a higher compression ratio vs the normal B20B of 9.2:1.

B20B JDMEdit

B20A/B20BEdit

The B20A3 and B20A5 are the predecessor to the B family. All B-series engines were based from the B20A, but most engine components are not compatible. For more information, refer to the F3-series Honda race car that used a B20A engine. Also see Honda B20A engine.

See alsoEdit

ReferencesEdit

Template:Reflist {{#invoke:Navbox|navbox}} Template:Honda automotive engine timeline (1971-1999) Template:Honda automotive engine timeline (2000-present)

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