Former Japanese automobile engines From Wikipedia, the free encyclopedia
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.[1]
This article needs additional citations for verification. (June 2013)
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.[2] 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.[3]
They were made in 1.6L (1,595cc), 1.7L (1,678cc), 1.8L (1,797cc), 1.8L (1,834cc), and 2.0 litres (1,973cc) variants, with and without VTEC (Variable valve Timing and Electronic lift 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 126hp (94kW; 128PS) and 190hp (142kW; 193PS), with some models capable of a redline over 8500 RPM.[4]
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 203.9mm (8.03in) while the short block used for B16B, B18 and B20 engines has a deck height of 212mm (8.3in).[5]
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.
B16A (First Generation)
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: 1.6L; 97.3cuin (1,595cc)
Compression: 10.2:1
Bore x Stroke: 81mm ×77.4mm (3.19in ×3.05in)
Rod Length: 134mm (5.3in)
Rod/stroke ratio: 1.745
Power: 158hp (118kW; 160PS) at 7600 RPM & 150N⋅m (111lb⋅ft) 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)
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’[7][8]
1992–1993 Integra GS-R (USDM/Canadian market VTEC Model VIN DB2)
Displacement: 1.7L; 102.4cuin (1,678cc)
Bore x Stroke: 81mm ×81.4mm (3.19in ×3.20in)
Rod/Stroke Ratio: 1.63
Rod Length: 132.28mm (5.208in)
Compression: 9.7:1
VTEC engagement: 5750 RPM
Power: 160bhp (119kW; 162PS) at 7600 RPM & 117lb⋅ft (159N⋅m) at 7000 RPM
Redline: 8000 RPM
Fuel Cutoff: 8250 RPM
First DOHC VTEC B series to be marketed in North America as export only. Not available in Japan.[10]
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.
B18A
The original Japanese B18A is not considered to be part of the modern B-series family, although it shares its dimensions with the later B18A1. This engine shares many characteristics with the B20A/B21 See Honda B20A engine.
Power: 126–142–140hp (94–106–104kW; 128–144–142PS) at 5400 RPM
Torque: 133lb⋅ft (180N⋅m) at 4800 RPM
Rod length: 137mm (5.4in)
Compression: B20B4 (AO PISTONS) 8.8:1 (P75) or 9.2:1 (P8R)
Bore x Stroke: 84mm ×89mm (3.31in ×3.50in)
Redline: 6500 RPM
No Knock Sensor
Low Compression engine
B20B
1999 - 2001 specs
Non VTEC
Found in: USDM CR-V as a B20B8, CR-V and Honda Orthia as a B20B
Displacement: 2.0L; 120.4cuin (1,973cc)
Power: 148–150hp (110–112kW; 150–152PS) at 6200 RPM
Torque: 140lb⋅ft (190N⋅m) at 5500 RPM
Rod length: 137mm (5.4in)
Compression: 9.4:1 (P8R)-9.6:1 (P75)
Bore x Stroke: 84mm ×89mm (3.31in ×3.50in)
Head Cylinder: P75-5
Redline: 6800 RPM
B20Z2
1999 - 2001 specs
Non-VTEC
Found in: USDM CR-V as a B20Z2, CR-V and Honda Orthia as a B20B
Displacement: 2.0L; 120.4cuin (1,973cc)
Power: 148–150hp (110–112kW; 150–152PS) at 6200 RPM
Torque: 140lb⋅ft (190N⋅m) at 5500 RPM
Rod length: 137mm (5.4in)
Compression: 9.4:1 (P8R)-9.6:1 (P75)
Bore x Stroke: 84mm ×89mm (3.31in ×3.50in)
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.
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.
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.
Note: All (1992 up, non-Prelude) "Big Spline" B series Transmissions are interchangeable.
YS1 casing can take S80 Internals or a hydraulic conversion kit can be used to operate hydraulic transmissions in cable operated models, however A1/S1/J1/Y1 internals do not swap into the later model YS1 or hydraulic casings due to different shaft diameters.[citation needed]
J1/S1
Found in: Integra XSI/RSI (DA6), Civic SiR (EF9), CRX SiR (DA9, EF8)
Type: Cable
1st: 3.25
2nd: 2.052
3rd: 1.416
4th: 1.103
5th: 0.906
R: 3.000
FD: 4.400
A1/YS1
Found in: 1990-93 USDM Integra LS/RS/GS (DA)
Type:cable
1st: 3.23
2nd: 1.901
3rd: 1.269
4th: 0.966
5th: 0.742
R: 3.000
FD: 4.266
Y1
Found in: CRX/Civic (optional LSD)
Type: Cable
1st: 3.166
2nd: 2.052
3rd: 1.416
4th: 1.103
5th: 0.870
R: 3.000
FD: 4.266
Y2
Found in: CRX/Civic UKDM
Type: Cable
1st: 3.166
2nd: 2.052
3rd: 1.416
4th: 1.103
5th: 0.870
R: 3.000
FD: 4.133
YS1
Found in: Integra 92-93 XSI/RSI, USDM GS-R (DA6, DA9)
Type: Cable
1st: 3.307
2nd: 2.105
3rd: 1.459
4th: 1.107
5th: 0.880
R: 3.000
FD: 4.400
S80/N3E
Found in: Integra Type R Spec R 98+ (LSD)
Type: Hydraulic
1st: 3.230
2nd: 2.105
3rd: 1.458
4th: 1.034
5th: 0.787
R: 3.000
FD: 4.785
S80/Y80
Found in: JDM SiR-G (optional LSD) / 94+ USDM GS-R (no LSD)
Note: Torsen LSD is the same as a S80 Helical LSD but with a different brand name, nevertheless both LSD share the same part number by Honda in UK and Europe (41200-P80-003).
Type: Hydraulic
1st: 3.230
2nd: 1.900
3rd: 1.360
4th: 1.034
5th: 0.848
R: 3.000
FD: 4.267
Y21/Y80/S80/S4C
Found in:
JDM 96-97 Integra Type R (LSD)
JDM Civic Type R [EK9] (LSD)
JDM Civic SiR [EK4, EG6] (optional LSD)
JDM CR-X DEL SOL SiR (EG2) (optional LSD)
USDM 97-01 Integra Type R (LSD)
USDM DEL SOL VTEC (EG2) (optional LSD)
UKDM Civic Vti (EG6, EK4, EM1)
Type: Hydraulic
1st: 3.230
2nd: 2.105
3rd: 1.458
4th: 1.107
5th: 0.848
R: 3.000
FD: 4.400, 4.266
SBXM
Found in: CR-V LX/EX (RD1)
B series RT4WD transmission, largely based on the internals of the H series transmissions
.jpg)
