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b seires specs

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.

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 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.


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 ftlbf @ 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 ftlbf @ 7300 rpm
Transmission: S4C
1992-1995 EDM Honda Civic VTi
Displacement: 1595 cm3
Power: 158 hp @ 7800 rpm & 116 ftlbf @ 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 ftlbf - 116 ftlbf

B16A1
VTEC
Found in:
1989-1991 EUDM Honda CRX 1.6i/VTi (EE8/ED)
1990-1991 EUDM Honda Civic 1.6iVT (EE9)
Displacement: 1595 cm3
Compression: 10.2:1
Power: 160 hp (117 kW) @ 7600 rpm & 111 ftlbf (151 Nm) @ 7000 rpm

B16A2
VTEC
1996-2000 Honda Civic VTiR (EK)
Displacement: 1595 cm3
Compression: 10.4:1
Power: 160 hp @ 7800 rpm & 113 ftlbf (153 Nm) @ 7300 rpm
1999-2000 Honda Civic Si (EM1)
Displacement: 1595 cm3
Compression: 10.2:1
Power: 160 hp (118 kW) @ 7600 rpm & 111 ftlbf (151 Nm) @ 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 ftlbf (152 Nm) @ 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 ftlbf (152 Nm) @ 7000 rpm
Transmission: Y21

B16B
VTEC
Found in:
1997-2000 Civic Type-R
Displacement: 1595 cm3
Compression: 10.8:1
Power: 185 hp (137 kW) @ 8200 rpm & 118 ftlbf (160 Nm) @ 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 ftlbf (159 Nm) @ 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 ftlbf (164 Nm) @ 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 ftlbf (164 Nm) @ 5000 rpm
1992-1993: 140 hp (104 kW) @ 6300 rpm & 127 ftlbf (173 Nm) @ 5200 rpm
Transmission: YS1

B18B1
Non-VTEC
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 ftlbf @ 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 ftlbf (174 Nm) @ 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 ftlbf (174 Nm) @ 7500 rpm
Transmission: S9B

B18C5
VTEC
Found in:
1997-2001 Integra Type-R
Displacement: 1797 cm3
Compression: 11.0:1
Power: 195 hp (145 kW) @ 8000 rpm & 130 ftlbf (176 Nm) @ 7500 rpm
Transmission: S80

B18C6
VTEC
Found in:
1998-2001 Honda Integra Type Rx
Power: 200 hp (149 kW), 136 ftlbf

B18C7
VTEC
Found in:
1996- Honda Integra Type R (Australia)
Power: 210 hp (149 kW), 136 ftlbf

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: 145 hp @ 5400 rpm
Torque: 133 ftlbs @ 4300 rpm
Compression: 9.2:1
Bore: 84 mm
Stroke: 89 mm
Redline: 6200 rpm red line

B20Z
Non-VTEC
Found in: 1999-2001 Honda CR-V
Displacement: 1974
Power: 146 hp @ 6200 rpm
Torque: 133 ftlbs @ 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

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