2009 Honda City

The all-new Honda City will make its European debut at the Istanbul Motor Show in October.

The compact sedan is a radical departure from the previous generation car, with a totally new exterior style, featuring some visual elements of the stylish Accord. The restyled exterior is joined by a new 1.4 i-VTEC engine, which gives the City significantly more power and better performance.

The new engine, which is also shared with the new Jazz is fitted with Honda's acclaimed i-VTEC system, which provides excellent performance and flexibility, without compromising fuel economy or emissions. The new engine gives the City 100PS, a healthy 17 PS increase over the previous model. This extra power helps the new City complete the benchmark 0-100 km/h in just 11.8 seconds for the manual version, an improvement of 1.6 seconds. The automatic version hits 100 in 14.7 seconds, almost half a second quicker than before.

The manual transmission for City is a modified version of the current gearbox, with carbon synchromesh for smoother changes, improved refinement and a new set of optimised gear ratios. The Automatic transmission is all-new and adds the option to shift gears with steering wheel mounted paddles for the first time. With a sport mode, improved shift logic and ratios the new transmission better compliments the new car's more powerful engine.

The all-new model has been further enhanced over its predecessor with a higher quality of materials, improved aesthetics and functionality. Increased storage capacity around the cabin including a bigger glove box improves practicality, while a new design of seats improves passenger and driver comfort.

The design changes are complimented by several improvements to the Noise Vibration and Harshness technologies applied to the car. A host of new features in the body, interior, suspension, engine and mountings have been included to bring further refinement to Honda's newest sedan. The NVH enhancements allow customers to make the most of the new audio system which offers iPod connectivity and better sound quality.

The New City is based on the platform of the award winning new Honda Jazz, and benefits from the many of the technologies seen in the new hatchback. The longer wheel base gives a significant improvement in interior space as well as the associated ride and handling benefits. Safety performance is also enhanced with the adoption of the ACE Body Structure (Advanced Compatibility Engineering), which better protects occupants of both cars in the event of a collision between vehicles of different heights.

The all-new City will go on sale from January in selected markets.

Honda FCX

Honda Motor Co. has finally unveiled its next-generation hydrogen fuel cell vehicle last Thursday with the announcement that it would begin producing a small number of vehicles that will be marketed in Japan and United States.

The new Honda FCX is made more sporty and sleeker as compared to the current version that has a top speed of 100 mph. It also has a longer range from 210 miles to 270 miles and of course a fuel cell power system that is 400 pounds lighter. Its auto parts such as air induction and others were also modified to function on hydrogen fuel.

The introduction of the FCX was right on timing since there is a growing concern for the greenhouse gas emissions not to mention the calls in Congress to dramatically raise fuel economy standards to minimize exhaust emissions.

Hydrogen vehicles provide lower net carbon dioxide emissions. Plus it can help end US dependency on foreign oil. Sadly this is easier said than done. The expenses that comes with building hydrogen fuel cells not to mention the absence of hydrogen fueling stations around the country creates a major obstruction for the fulfillment of this goal.

But thanks to companies like Honda which is at present is looking at an experimental home energy station that is making use of natural gas supplied to most homes to produce hydrogen fuel, hot water, heat, and electricity. According to Ben Knight, Honda’s vice president for research in the Americas, the best thing about hydrogen is that it can be extracted from a broad range of sources that includes methane or natural gas, bio-mass and renewable sources like solar or wind.

He further added that the next generation FCX is a “quantum leap forward”. The FCX will also be given a much higher price tag at least $500 more totaling to only a fraction of the approximate $1.5 million production cost of each Hydrogen fuel celled Honda.

Honda has already sold 30 units of their eco-friendly car worldwide. Mr. Knight also said that the production of the FCX model would eventually surpass the current fleet. Just to give customers a taste of what the FCX has to offer Honda has leased one to a family in California two years ago and last March another FCX was leased to a 17-year-old actress and environmental activist Q'orianka Kilcher. Honda has also allowed journalists to test drive two of its FCX. In addition government officials including top White House environmental adviser James COnnaughton were also invited to test drive Honda’s FCX.

The FCX when accelerating gives off a sound similar to a jet engine rather than a conventional gasoline engine. It is also has superior acceleration as compared to the current model that has a top speed of only 100 mph. Honda has also assured that the production vehicle will be similar to the concept showed last Thursday complete with the upgraded bumpers and revised interior.

Honda is not the only automaker that is conducting research on hydrogen vehicles; most major carmakers have spent billions on research alone. China is also investing heavily in hydrogen and if everything goes well for them they may even become the first country to adopt hydrogen vehicles in large volume.

It can be remembered that General Motors has said that it would introduce the world’s largest fleet of hydrogen-powered Chevrolte Equinox SUVs by means of its “Project Driveway” program in New York, Washington, DC, and California. And next week GM has scheduled a tour to take journalists on a 300-mile drive from its labs in Honeoye Falls, N.Y. to Tarrytown, N.Y., to update them on the progress of its hydrogen research. GM is hoping to build a 1000 vehicle fleet between 2010 and 2012.

Ford Motor Co. is also working on its plug-in electric hydrogen-powered vehicle with a range of 225 miles which will be called HySEries Edge. In addition Ford will have a fleet of hydrogen powered E-450 shuttle buses aside from hydrogen vehicles. DaimlerChrysler for its part will also be producing 100 hydrogen fuel cells to be distributed worldwide and that includes the 25 units destined for California. BMW will also be producing its own 100 Hydrogen 7 vehicles and plans to be leasing them next year.

CVCC (Compound Vortex Controlled Combustion)

CVCC is a trademark by the Honda Motor Company for a device used to reduce automotive emissions called Compound Vortex Controlled Combustion. This technology allowed Honda's cars to meet United States emission standards in the 1970s without a catalytic converter, and first appeared on the 1975 ED1 engine. It is a form of stratified charge engine.


Construction and operation

Honda CVCC engines have normal inlet and exhaust valves, plus a small auxiliary inlet valve which provides a relatively rich air / fuel mixture to a volume near the spark plug. The remaining air / fuel charge, drawn into the cylinder through the main inlet valve is leaner than normal. The volume near the spark plug is contained by a small perforated metal plate. Upon ignition flame fronts emerge from the perforations and ignite the remainder of the air / fuel charge. The remaining engine cycle is as per a standard four stroke engine.

This combination of a rich mixture near the spark plug, and a lean mixture in the cylinder allowed stable running, yet complete combustion of fuel, thus reducing CO (carbon monoxide) and hydrocarbon emissions.


Advantages over previous stratified charge engines

Honda's big advancement with CVCC was that they were able to use carburetors and they did not rely on intake swirl. Previous versions of stratified charge engines needed costly fuel injection systems. Additionally, previous engines tried to increase the velocity and swirl of the intake charge in keeping the rich and lean mixtures separated. Honda was able to keep the charges adequately separated by combustion chamber shape.

Honda D engine

The Honda D engine is a family of inline 4-cylinder engines used in a variety of compact Honda models, most commonly the Honda Civic, but also used in the Integra, Logo, CRX, Stream and others. Displacement ranges between 1.2 L and 1.7 L, and the engine is available in SOHC and DOHC versions. Some SOHC models are equipped with VTEC. Power range started from 62 hp (currently the smallest engine uses a 1.4 L 90 hp engine, code D14A4) to 135 hp. The D-series was introduced in 1984 and ended production in 2005 with the introduction of the 8th generation Honda Civic.



Hot-rodding the D series

Although the availability of used D-series engines at low prices makes it somewhat popular among those who modify it for high performance (as well as a popular item for swapping into earlier or less powerful Civics for an instant and trouble free power upgrade), the unmodified engine won't survive quite as much power enhancement by use of such external modifications as turbochargers, superchargers, or nitrous oxide as the more powerful, somewhat more robust, and much more expensive B-series;

The Achilles heel of the D-series seems to be the connecting rods, which will withstand a substantial and noticeable increase in power up to a certain point, but will break if that limit is exceeded. Generally, a D-series motor can handle up to about 220 bhp, as long as care is taken to avoid detonation through careful spark and fuel management. Of course, the connecting rods, pistons, and other internal parts can be replaced with more durable aftermarket parts which will survive almost any amount of power desired, but some people choose to swap to a B-series motor instead in order to avoid the potential risks of engine building. In all practicality though, the B series is much more expensive to swap in than most D-series engine builds with forced induction or nitrous combined. The D-series also has the ability to swap some parts between different motors and among some B-series parts as well.

When employing forced induction on a D16, at a minimum the stock hypereutectic pistons should be replaced as well as the connecting rods if the commonly used "stock parts" limit of 220 HP is to be exceeded, although it should be noted that the D series crankshaft in particular has been found to reliably handle up to 600HP.

High compression OEM pistons are a quick way to gain horsepower in a naturally aspirated motor. All D-series motors run the same bore (75 mm) however, most factory motor variations (i.e. d16a1, d15b7, d16y7) have used a different piston compression height as well as a different dome or dish. In general, the older D motors have a higher compression height and a larger combustion chamber which create around a 9.1:1 - 9.4:1 compression ratio from the factory. The newer variants have slightly lower compression height combined with a much smaller combustion chamber to create a compression ratio of 9.4:1 - 9.9:1. Now if you combine an older d16 motor's piston with that of a newer d16 head you can end up with a compression ratio of about 10.7:1 with no other work (i.e. D16A1 piston, D16A6 head). There are a few websites that have compression ratio calculators for Honda motors.

·D15 has smaller main bearing diameters. D16 and D17 cranks share the same size main bearing diameters.

·D16 and D17 rods all have the same major dimensions. The D15 rod is shorter (in general) and has a smaller bearing size, although the wrist pin bore is the same.

·D15Z1 and D15B motors have a rod that is the same length as a D16. Other than the rod length, the rest of the bottom end is D15 spec (i.e. rod and crank bearings). D15B has D16 sized rod journals. D15B uses the same p28 rods that the D16z6 does. All other D15s have smaller rod journals.

·The B18A/B Rod has the same bearing bore as a D16. It is 0.044" wider, so the sides of the "big end" of the rod have to be shaved down for use in a D16/17. The wrist pin bore is larger so a conventional D15/16/17 piston can only be used if the stock "small end" bushing in the rod is replaced with one of the proper size. These affordable rods are generally considered to be able to handle up to 300 HP.

·There is a D16 motor that runs on compressed natural gas (96-98 Civic GX). The pistons from that motor have a 12.5:1 CR. The wrist pin bore in the 98-00 D16B5 is 21 mm, like the B18B rod. D17A7 01-05 Civic GX uses 19 mm wrist pins.

·Interestingly enough, the Suzuki Vitara has a 75mm bore as well, so engine builders have occasionally used these pistons in the D16 motor. These pistons are commonly referred to as Vitaras, and they provide an 8.5:1 compression ratio, and thicker ring lands. Lowering the stock compression ratio lowers compression heat, which raises the detonation thresh-hold and is useful when employing forced induction.



Mini-Me

One of the most popular and effective methods of achieving greater power from a D-series motor is replacing the cylinder head with one from a more powerful D-series motor. This is usually done between D16A6 and D16Z6 or D16Y7 and D16Y8 engines. The Z6 and Y8 heads are VTEC (Variable Valve Timing and Lift Electronic Control) equipped, and increase horsepower significantly over stock levels. This operation is known as a "Mini Me" or partial swap. Mini Me's are popular because they offer a substantial performance upgrade by adding VTEC to the motor at a relatively low cost.


Engine Specs


D13 Series Engines (1.3 Litre)

D13B1

* Found in:
o 1987-1991 Honda Civic DX (European Market)
+ Displacement : 1343 cm3
+ Bore and Stroke : 75 mm X 76 mm
+ Compression : 9.5:1
+ Power, Torque : n/s (Not stated in Owners Manual)
+ Valvetrain : SOHC, 4 valves per cylinder
+ Fuel Control : Single Carburettor


D13B2

* Found in:
o 1992-1995 Honda Civic DX (European Market)
+ Displacement : 1343 cm3
+ Bore and Stroke : 75 mm X 76 mm
+ Compression : 9:1
+ Power, Torque : 75 hp @ 5300 rpm
+ Valvetrain : SOHC, 4 valves per cylinder
+ Fuel Control : Carburettor


D14 Series Engines (1.4 Litre)

D14A1

* Found in:
o 1987-1991 Honda Civic GL and 1990 CRX (European Market)
+ Displacement : 1396 cm3
+ Bore and Stroke : 75 mm X 79 mm
+ Compression : 9.3:1
+ Power, Torque : 90 ps (90 bhp) @ 6300 rpm, 112Nm @ 4500 rpm
+ Valvetrain : SOHC, 4 valves per cylinder
+ Fuel Control : Dual Carburettor


D14A2

* Found in:
o 1995-1996 Honda Civic MA8 (European Market)
+ Displacement : 1396 cm3
+ Bore and Stroke : 75.0 mm X 79.0 mm
+ Compression : 9.2:1
+ Power, Torque : 66kW @ 6100 rpm, 117Nm @ 5000 rpm
+ Valvetrain : SOHC, 4 valves per cylinder
+ Fuel Control : PGM-FI


D15 Series Engines (1.5 Liters)

D15A2

* Found in:
o 1984-1987 Honda CRX HF
+ Displacement : 1488 cm3
+ Bore and Stroke : 74 mm X 86.5 mm
+ Compression : 9.6:1
+ Power : 58 hp @ 4500 rpm & 80 ft·lbf @ 2500 rpm
+ Valvetrain : SOHC
+ Fuel Control : carburete


D15A3

* Found in:
o 1985-1987 Honda CRX Si and 1987 Civic Si (AU/NZ)
+ Displacement : 1488 cm3
+ Bore and Stroke : 74 mm X 86.5 mm
+ Compression : 8.7:1
+ Power : 91 hp @ 5500 rpm & 93 ft·lbf @ 4500 rpm
+ Valvetrain : SOHC, 3 valves/cylinder
+ Fuel Control : Fuel Injected, Multi-point PGM-FI


D15B

* VTEC
* Found in:
o 1991-1999 Honda Civic VTi EG4 (Japanese Market)
+ Displacement : 1493 cm3
+ Bore and Stroke : 75 mm X 84.5 mm
+ Rod Length : 137 mm
+ Compression : 9.6:1
+ Power : 130 hp @ 6800 rpm & 102 ft·lbf @ 5200 rpm
+ Valvetrain : SOHC VTEC
+ Fuel Control : OBD-1 MPFI

* 3-stage VTEC
* Found in:
o 1996-1999 Honda Civic VTi EK3 and Ferio Vi
+ Displacement : 1493 cm3
+ Bore and Stroke : 75 mm X 84.5 mm
+ Rod Length : 137 mm
+ Compression : 9.6:1
+ Power : 130 hp @ 6800 rpm & 102 ft·lbf @ 5200 rpm
+ Valvetrain : SOHC VTEC
+ Fuel Control : OBD-2 MPFI


D15B1

(Essentially a D15B2 engine with a mild camshaft, a restrictor plate under the DPFI, and an air flow restricton in the DPFI unit)

* Found in:
o 1988-1991 Honda Civic STD Hatchback
+ Displacement : 1493 cm3
+ Bore and stroke : 75 mm X 84.5 mm
+ Compression : 9.2:1
+ Power : 70 hp @ 5500 rpm & 83 ft·lbf @ 3000 rpm
+ Valvetrain : SOHC (4 valves per cylinder)
+ Fuel Control : OBD-O DPFI


D15B2

* Found in:
o 1988-1991 Honda Civic DX/LX, CRX DX, Civic Wagon DX/Wagovan,
o 1992-1995 Honda Civic Hatchback LSi (European Market)
+ Displacement : 1493 cm3
+ Bore and Stroke : 75 mm X 84.5 mm
+ Compression : 9.2:1
+ Power : 92 hp @ 6000 rpm & 89 ft·lbf @ 4500 rpm
+ Valvetrain : SOHC (4 valves per cylinder)
+ Fuel Control : OBD-0 DPFI


D15B6

* Found in:
o 1988-1991 Honda CRX HF
+ Displacement : 1493 cm3
+ Bore and Stroke : 75 mm X 84.5 mm
+ Compression : 9.1:1
+ Power : 62 hp(88-89) 70 hp(90-91)@ 4500 & 83 ft·lbf @ 3000 rpm
+ Valvetrain : SOHC (2 valves per cylinder)
+ Fuel Control : OBD-0 MPFI


D15B7

* Found in:
o 1992-1995 Honda Civic DX/LX
o 1992-1995 Honda Civic LSi Coupe (European Market)
+ Displacement : 1493 cm3
+ Bore and Stroke : 75 mm X 84.5 mm
+ Compression : 9.2:1
+ Power : 102 hp @ 5900 rpm & 98 ft·lbf @ 5000 rpm
+ Valvetrain : SOHC (4 valves per cylinder)
+ Fuel Control : OBD-1 MPFI


D15B8

* Found in:
o 1992-1995 Honda Civic CX
+ Displacement : 1493 cm3
+ Bore and Stroke : 75 mm X 84.5 mm
+ Compression : 9.1:1
+ Power : 100 hp @ 4500 rpm & 83 ft·lbf @ 3000 rpm
+ Valvetrain : SOHC (2 valves per cylinder)
+ Fuel Control : OBD-1 MPFI

ITS 70 HP!!


D15Z1

* VTEC-E
* Found in:
o 1992-1995 Honda Civic VX
o 1992-1995 Honda Civic VEi (European Market)
+ Displacement : 1493 cm3
+ Bore and Stroke : 75 mm X 84.5 mm
+ Rod Length : 137 mm
+ Compression : 9.3:1
+ Power : 92 hp @ 5500 rpm & 97 ft·lbf @ 4500 rpm
+ VTEC Switchover : 2500 rpm
+ Valvetrain : SOHC VTEC-E (4 valves per cylinder)
+ Fuel Control : OBD-1 MPFI


D16 Series Engines (1.6 Liters)

D16A1

* Found in:
o 1986-89 Acura Integra (North America)
+ Displacement : 1590 cm3
+ Bore and Stroke : 75 mm X 90 mm
+ Compression : 9.3:1
+ Power : 113 hp @ 6250 rpm & 99 ft·lbf @ 5500 rpm
+ Valvetrain : DOHC
+ Fuel Control : OBD-0 MPFI


D16A3

* Found in:
o 1986-89 Acura Integra (Australia)
+ Displacement : 1590 cm3
+ Bore and Stroke : 75 mm X 90 mm
+ Compression : 9.5:1
+ Power : 118 hp @ 6500 rpm & 103 ft·lbf @ 5500 rpm
+ Valvetrain : DOHC
+ Fuel Control : OBD-0 MPFI


D16A6

* Found in:
o 1988-1991 Honda Civic Si, CRX Si, Civic Wagon RT4WD
o 1988-1995 Honda Civic Shuttle RT4WD (UK/Europe/Asia/AU/NZ)
o 1989-1996 Rover 216/416 GTI (UK/Europe)
+ Displacement : 1590 cm3
+ Bore and Stroke : 75 mm X 90 mm
+ Compression : 9.6:1
+ Power : 110 hp @ 6000 rpm & 100 ft·lbf @ 5000 rpm
+ Valvetrain : SOHC
+ Fuel Control : OBD-0 Multi-point PGM-FI
+ Head Code : PM3


D16A8

* Found in:
o 1988-1991 Civic/CRX/Concerto (UK/Europe/Australia)
o 1990-1995 Rover 216/416 (UK/Europe)
+ Displacement : 1590 cm3
+ Bore and Stroke : 75 mm X 90 mm
+ Compression : 9.5:1
+ Power : 122 hp @ 6800 rpm & 108 ft·lbf @ 5700 rpm
+ Valvetrain : DOHC
+ Fuel Control : OBD-0 MPFI


D16A9

* Found in:
o 1988-1991 Civic/CRX/Concerto (UK/Europe)
o 1989-1996 Rover 216/416 GTI (UK/Europe)
o 1992-1995 Civic Si (Peruvian version)
o 1992-1995 Civic GTi
+ Displacement : 1590 cm3
+ Bore and Stroke : 75 mm X 90 mm
+ Compression : 9.5:1
+ Power : 130 hp @ 6800 rpm & 108 ft·lbf @ 5700 rpm
+ Valvetrain : DOHC
+ Fuel Control : OBD-0 MPFI


D16Y5

* VTEC-E
* Found in:
o 1996-2000 Honda Civic HX
+ Displacement : 1590 cm3
+ Bore and Stroke : 75 mm X 90 mm
+ Compression : 9.4:1
+ Power : 115 hp@ 6200 rpm & 104 ft·lbf @ 5400 rpm
+ Valvetrain : SOHC VTEC-E
+ Fuel Control : OBD-2 MPFI
+ Head Code : PJ2


D16Y7

* Found in:
o 1996-2000 Honda Civic DX/LX/CX, 1996-97 Del Sol S
+ Displacement : 1593 cm3
+ Bore and Stroke : 75.5 mm X 90 mm
+ Compression : 9.4:1
+ Power : 106 hp @ 6200 rpm
+ Torque (ft·lb@rpm): 103 (141 N·m) @ 4,600 rpm
+ Valvetrain : SOHC
+ Fuel Control : OBD-2 MPFI
+ Head Code : P2F


D16Y8

* VTEC
* Found in:
o 1996-2000 Honda Civic EX
o 1996-1998 Honda Civic Coupe SiR (UK model
o 1997-2000 Acura 1.6EL
o 1996-1998 Honda Civic Si
+ Displacement : 1590 cm3
+ Bore and Stroke : 75 mm X 90 mm
+ Compression : 9.6:1
+ Power : 127 hp @ 6600 rpm & 107 ft·lbf @ 5500 rpm
+ VTEC Switchover: 5200 rpm
+ Valvetrain : SOHC VTEC
+ Fuel Control : OBD-2 MPFI
+ Head Code : P2J


D16Z6

* VTEC
* Found in:
o 1992-1995 Honda Civic EX/Si, Del Sol Si,
o 1992-1995 Honda Civic ESi (European Market)
+ Displacement : 1590 cm3
+ Bore and Stroke : 75 mm X 90 mm
+ Compression : 9.4:1
+ Power : 125 hp @ 6500 rpm & 106 ft·lbf @ 5200 rpm
+ VTEC Switchover 4800 rpm
+ Valvetrain : SOHC VTEC
+ Fuel Control : OBD-1 MPFI
+ Head Code : P08


D17 Series Engines (1.7 Liters)

D17A1

* Found in:
o 2001-2005 Honda Civic DX/LX/VP
+ Displacement : 1668 cm3
+ Bore and Stroke : 75 mm X 94.4 mm
+ Compression : 9.5:1
+ Power : 5646 hp @ 6100 rpm & 110 ft·lbf @ 4500 rpm
+ Valvetrain : SOHC
+ Fuel Control : OBD-2 MPFI


D17A2

* VTEC
* Found in:
o 2001-2005 Honda Civic EX
+ Displacement : 1668 cm3
+ Bore and Stroke : 74.98 mm X 94.4 mm
+ Compression : 9.9:1
+ Power : 127 hp @ 6300 rpm & 114 ft·lbf @ 4400 rpm
+ Valvetrain : SOHC VTEC-E
+ Fuel Control : OBD-2 MPFI


D17A6

* VTEC-E
* Found in:
o 2001-2005 Honda Civic HX
+ Displacement : 1668 cm3
+ Bore and Stroke : 75 mm X 94.4 mm
+ Compression : 9.5:1
+ Power : 170 hp @ 6100 rpm & 111 ft·lbf @ 4500 rpm
+ Valvetrain : SOHC VTEC-E
+ Fuel Control : OBD-2 MPFI


D17A7

* Found in:
o 2004-2005 Honda Civic DX
o Uses CNG (Compressed Natural Gas)
+ Displacement : 1668 cm3
+ Bore and Stroke : 75 mm X 94.4 mm
+ Compression : 12.5:1
+ Power : 100 @ 6100 rpm & 98 ft·lbf @ 4000 rpm
+ Valvetrain : SOHC
+ Fuel Control : OBD-2 MPFI

Initial List created from Honda Engine List (6-19-2006). on HondaSwap.com



ZC (similar to D16A1, D16A3, D16A6, D16A8 and D16A9 engines)

A few D-series variants are labelled "ZC" (usually JDM), but they are not truly a different series. There are both SOHC and DOHC ZC engines. The SOHC ZC is similar to the D16A6 engine, and the DOHC ZC is similar to the D16A1, D16A3, D16A8 and D16A9 engines.

Euro Mk1 (85-87) 1.6 CRX's are fitted with an engine designated "ZC1" which is a higher spec 125bhp version of the D16a1.

Honda B20A engine

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.

*
o 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 it 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

(16-Valve, 4 Cylinder, DOHC, PGM-FI)

* Found in:
o 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.
o 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:
o 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:
o 1986-1989 Honda Accord Non-U.S.


B20A3

(12-valve, SOHC, dual side-draft carburetors)

* Found in:
o 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:
o 1988-1991 Honda Prelude Non-U.S.


B20A5

(16-valve, DOHC, PGM-FI)

* Found in:
o 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:
o 1988-1991 Honda Prelude Non-U.S. New Zealand, and Australian Domestic Market

140hp@6000rpm 170nm@5500rpm KY model is one of them



B20A7

(16-Valve, DOHC, PGM-FI)

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


B20A8

(16-Valve, DOHC, PGM-FI)

* Found in:
o 1988-1991 Honda Prelude Non-U.S. Russian, Swedish Domestic Market


B20A9

(16-Valve, DOHC, PGM-FI)

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


B21A

(16-valve, DOHC, PGM-FI)

* Found in:
o 1990-1991 Honda Prelude Si States
* Very rare, it was only produced for the "Si States" models in Japan
* Power: 185


B21A1

(16-valve, DOHC, PGM-FI)

* Found in:
o 1990-1991 Honda Prelude Si
* Power: 140 hp @5800 rpm
* Torque: 135 lb.ft @5000 rpm
* Engine cc: 2056.03
* Cylinder cc: 514.0075
* Deck cc: 10.191
* Head cc: 51.0
* Compression Ratio: 9.4:1

Torque (lb.ft. @ rpm): 135@5000

Honda B20A engine

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.

*
o 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 it 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

(16-Valve, 4 Cylinder, DOHC, PGM-FI)

* Found in:
o 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.
o 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:
o 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:
o 1986-1989 Honda Accord Non-U.S.


B20A3

(12-valve, SOHC, dual side-draft carburetors)

* Found in:
o 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:
o 1988-1991 Honda Prelude Non-U.S.


B20A5

(16-valve, DOHC, PGM-FI)

* Found in:
o 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:
o 1988-1991 Honda Prelude Non-U.S. New Zealand, and Australian Domestic Market

140hp@6000rpm 170nm@5500rpm KY model is one of them



B20A7

(16-Valve, DOHC, PGM-FI)

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


B20A8

(16-Valve, DOHC, PGM-FI)

* Found in:
o 1988-1991 Honda Prelude Non-U.S. Russian, Swedish Domestic Market


B20A9

(16-Valve, DOHC, PGM-FI)

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


B21A

(16-valve, DOHC, PGM-FI)

* Found in:
o 1990-1991 Honda Prelude Si States
* Very rare, it was only produced for the "Si States" models in Japan
* Power: 185


B21A1

(16-valve, DOHC, PGM-FI)

* Found in:
o 1990-1991 Honda Prelude Si
* Power: 140 hp @5800 rpm
* Torque: 135 lb.ft @5000 rpm
* Engine cc: 2056.03
* Cylinder cc: 514.0075
* Deck cc: 10.191
* Head cc: 51.0
* Compression Ratio: 9.4:1

Torque (lb.ft. @ rpm): 135@5000

Honda B engine

The B-series Honda DOHC engines are popular automotive engines from the modern series of Honda engines. They are good performers from the factory having models with around 126hp to around 200hp and even some models having a redline over 8,000 rpm. They 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 electronic lift 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. Some swaps such as the B20B from the CRV are hard to perform due to the CRV's transmission not fitting therefore the need of a piecing together a transmission. 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. [[VTEC is the key in all B-series motors]] 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, such as Hasport.



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 B18C1, 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 1797 cc, but helped enable the benefit of reliable 8100 RPM operation.


B16


B16A

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

* VTEC
* Found in:
o 1989-1993 JDM Honda Integra RSi/XSi (DA6/DA8)
o 1989-1991 JDM Honda CRX SiR (EF8)
o 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
o 1992-1995 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
o 1992-1995 EDM Honda Civic VTi
+ Displacement: 1595 cm³
+ Power: 158 hp @ 7800 rpm & 116 ft·lbf @ 7300 rpm
o 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:
o 1989-1991 EUDM Honda CRX 1.6i/VTi (EE8/ED)
o 1990-1991 EUDM Honda Civic 1.6iVT (EE9)
+ Displacement: 1595 cm³
+ Compression: 10.2:1
+ Power: 160 hp (117 kW) @ 7600 rpm & 111 ft·lbf (151 N·m) @ 7000 rpm


B16A2

* VTEC
o 1992-2000 Honda Civic EDM VTi (EG & EK)
+ Displacement: 1595 cm³
+ Compression: 10.2:1
+ Power: 158 hp @ 7600 rpm & 113 ft·lbf (153 N·m) @ 7300 rpm
+ Transmission: Y21
o 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
o 1996-1997 Honda Del Sol VTEC (EG)
+ Displacement: 1595 cm³
+ Compression: 10.4:1
+ Power: 160 hp (119 kW) @ 7800 rpm & 111 ft·lbf (152 N·m) @ 7000 rpm
+ Transmission: Y21


B16A3

* VTEC
* Found in:
o 1994-1995 Honda Del Sol VTEC (EG)
+ Displacement: 1595 cm³
+ Compression: 10.4:1
+ Power: 160 hp (119 kW) @ 7800 rpm & 111 ft·lbf (152 N·m) @ 7000 rpm
+ Transmission: Y21


B16A6

* VTEC
* Found in:
o 1996-2000 Honda Civic - South Africa VTEC (EK)
+ Displacement: 1595 cm³
+ Compression: 10.2:1
+ Power: 160 hp (118 kW) @ 7800 rpm & 160 N·m @ 7400 rpm
+ Transmission: Y21


B16B

* VTEC
* Found in:
o 1997-2000 Civic Type-R
+ Displacement: 1595 cm³
+ Compression: 10.8:1
+ Power: 185 hp (137 kW) @ 8200 rpm & 118 ft·lbf (160 N·m) @ 7500 rpm
+ Transmission: S4C With LSD


B17


B17A1

* VTEC
* Found in:
o 1992-1993 Integra GS-R (DB2)
+ Displacement: 1678 cm³
+ Compression: 9.6:1
+ Power: 160 hp @ 7600 rpm & 117 ft·lbf (159 N·m) @ 7000 rpm
+ Transmission: Cable~ YS1


B18


B18A

* Non-VTEC
* Found in:
o 1986-1989 Accord Aerodeck LXR-S/LX-S (Japan)
o 1986-1989 Accord EXL-S/EX-S (Japan)
o 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:
o 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
# 1992-1994: 140 hp (104 kW) @ 6300 rpm & 127 ft·lbf (173 N·m) @ 5200 rpm
+ Transmission: YS1


B18B1

* Non-VTEC
* Found in:
o 1994-2001 Acura Integra "RS/LS/GS" (DC4/DB7)
+ 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

b18c10 costa rican model

* VTEC
* Found in:
o 1994 Honda Integra SiR-G
o 1995-1997 Honda Integra SiR
* Power: 180 hp (128 kW)
o 1995-2001 Honda Integra (DC2/DB8)(Japan) Type R
* Power: 200 hp @ 8100 rpm

acura integra 2006 300 horsepower stock


B18C1

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


B18C3

* VTEC
* Found in:
o 1995-1998 Acura Integra Type R

Power: 185 hp


B18C4

* VTEC
* Found in:
o 1996-2000 UK Civic 1.8i VTi Acura
o 1998-1999 EU Civic Aerodeck 1.8i VTi 5-door Wagon
o 1998-1999 EU Civic 1.8i VTi 5-door Hatch
* Displacement: 1797 cm³
* Compression: 10.0:1
* Power: 169 hp (124 kW) @ 8000 rpm & 129 ft·lbf (174 N·m) @ 7500 rpm
* Transmission: S9B
* 0/100km/h : 8.5 seconds
* Top Speed : 215 km/h
* Limited Slip Diff


B18C5

* VTEC
* Found in:
o 1997-2001 Integra Type-R
* Displacement: 1797 cm³
* Compression: 11.0:1
* Power: 195 hp (145 kW) @ 8000 rpm & 130 ft·lbf (176 N·m) @ 7500 rpm
* Transmission: S80


B18C6

* VTEC
* Found in:
o 1998-2001 Honda Integra Type Rx
* Power: 200 hp (147 kW), 136 ft·lbf


B18C7

* VTEC
* Found in:
o 1996- Honda Integra Type R (Australia)
* Power: 210 hp (154 kW), 136 ft·lbf


B20

The B20A3 and B20A5 are not considered part of the B family. See Honda B20A engine.


B20B

* Found in: Honda CR-V, Honda Orthia
* Displacement: 1973
* Power: 126hp @ 5500rpm
* Torque: 133 ft @ 4200 rpm

* Compression: 8.8:1
* Bore: 84 mm[
* Stroke: 89 mm
* Redline: 6300 rpm red line


B20Z

* NON-VTEC
* Found in: 1999-2001 Honda CR-V
* Displacement: 1974
* Power: 146 hp @ 5500 rpm
* Torque: 133@ 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. See Honda B20A engine

Honda A engine

History

The Honda A-series engines succeeded the earlier EZ, ES, BS and ET engines in the Honda Accord and Prelude. Some of those engines were actually early A-series engines and parts between them may be cross-compatible. There were several variations, ranging from the 1.6 liter A16A to the 2.0 liter A20A. All A-series engines have iron blocks with single overhead camshaft aluminum heads and are the last iron blocked engine produced by Honda. They came in both carbed and fuel injected configurations.



Technology & Advancement

Although they don't have VTEC, the A-series engines were well-designed engines. Analysis of the head construction has showed that Honda was using valve geometry and technology several years ahead of their time. Also, the later model of the A20A3 & A20A4 benefitted from the addition of a dual-stage runner intake manifold design, 4-2-1 headers, and a more electronic form of the vacuum advanced distributor. The PGM-FI engines were equipped with partial OBD-0 engine computers.



Aftermarket

The aftermarket for the A-series engines (and the cars they came in) is all but dead. An A-equipped vehicle isn't for someone who wants bolt-ons from Wal-Mart or even your local import performance shop. Most upgrades and modifications to the A-series engines are of the DIY variety, with one of the more popular being a turbo set-up. Because of their closed-deck iron block design, they're especially well-suited for handling boost. It's just a pity that Honda didn't capitalize on that from the factory. And since a VTEC version of any of the A-series engines was never produced, swaps akin to an LS/VTEC or "mini-me" aren't doable because no VTEC head bolts to the A-series block.



A-Series Engines



A16A1

The A16A1 was a carburated 1.6 liter engine used in the 1982-1985 Honda Accords in North America and in some of the 1986-1989 Accords in the non-USDM market.

Specifications

* Carbeurated
* Displacement: 1596 cm³
* Bore: 80 mm
* Stroke: 79.5 mm
* Power:
o 88 hp @ 6000 rpm
o 91 ft/lb torque @ 3500 rpm



A18A

The A18A engine was the 1.8 liter engine found in the 1982-1985 Honda Accords as well as the 1984-1987 Honda Prelude in the US. Abroad, it was also available in the 1986-1989 Accords.

Specifications

* Carbeurated
* Displacement: 1829 cm³
* Bore:
* Stroke:
* Power:
o 110 hp @ 5800 rpm
o 112 ft/lbs @ 3500 rpm


A20A

The A20A is probably the most plentiful of all the Honda A-series engines. It was available in both carbeurated and PGM-FI versions. They were found in both Accords and Preludes throughout the 1980s.



A20A1 & A20A2

The A20A1 and A20A2 were the carbeurated versions of the A20A engines. It was available in the 1984-1987 Honda Preludes as well as the 1982-1989 Accord DX and LX. They are the same engine, the only difference between them being that the A20A2 has no emissions components, so it has a slightly higher power output (hp and tq numbers for A20A1 only).

Specifications

* Carbeurated
* Displacement: 1955 cm³
* Bore:
* Stroke:
* Power:
o 98 hp
o 109 ft/lb at 3500 rpm


A20A3 & A20A4

The A20A3 and A20A4 were the fuel injected versions of the A20A engines. They were run by Honda's PGM-FI system on a partial OBD-0 computer. Again, there is no real difference between the A20A3 and the A20A4 besides the A20A4 having a slightly higher power output because of not having emissions components (hp and tq numbers for A20A3 only). The A20A3 was offered in the 1984-1987 Honda Prelude 2.0Si, the 1985 and 1989 Honda Accord SE-i, and the 1986-1989 Honda Accord LX-i.

Specifications

* PGM-FI
* Displacement: 1956 cm³
* Bore:
* Stroke:
* Power:
o 1986-1987: 110 hp @ 5500 rpm & 114 ft/lb @ 4500 rpm
o 1988-1989: 120 hp @ 5500 rpm & 122 ft/lb @ 4000 rpm