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]
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| Honda B-Series engine | |
|---|---|
| |
| Overview | |
| Manufacturer | Honda |
| Production | 1988–2001 |
| Layout | |
| Configuration | Naturally aspirated inline-4 |
| Displacement | 1.6–2.0 L; 97.3–120.4 cu in (1,595–1,973 cc) |
| Cylinder bore |
|
| Piston stroke |
|
| Valvetrain | DOHC, VTEC in some models |
| Compression ratio | 8.8:1-11.1:1 |
| RPM range | |
| Max. engine speed | 6,500 - 8,400 rpm |
| Combustion | |
| Fuel system | |
| Fuel type | Gasoline |
| Cooling system | Water-cooled |
| Output | |
| Power output | 100–200 hp (75–149 kW; 101–203 PS) |
| Torque output | 150–190 N⋅m (111–140 lb⋅ft) |
| Chronology | |
| Successor | Honda K engine |
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 1.6 L (1,595 cc), 1.7 L (1,678 cc), 1.8 L (1,797 cc), 1.8 L (1,834 cc), and 2.0 litres (1,973 cc) 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 126 hp (94 kW; 128 PS) and 190 hp (142 kW; 193 PS), 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 203.9 mm (8.03 in) while the short block used for B16B, B18 and B20 engines has a deck height of 212 mm (8.3 in).[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.
The first VTEC engine.
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]
Note: Only offered on SiRs with automatic transmissions.
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.
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JDM B18C
SiR-G/GSR
Non VTEC
Non-VTEC
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.
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