Does anyone have any experience tunning a D15B motor?
1993 Civic Hatch
- Thread starter frankiebatista
- Start date
what u looking to do to it.....thats the first questionfrankiebatista said:Does anyone have any experience tunning a D15B motor?
it is a daily driver and would like to increase output. I would likr to add 50 to 75 horses.
the easiest way that you could boost the hp by 50-75 is by puttting on a turbo. i think another way to do this would be putting a sohc vtec head on it as well.....but i doubt that the power increase will be what you are looking for.....i would be expecting about a 25-30 hp increase and that would be a big if. but you would have more potential than you would (as they make more aftermarket performance parts for the d16 than the lesser d15....otherwords turbokits and so forth will bolt up and not have to worry about fabrication to get it to fit). personally i would just save up for a b or k series motor swap and then start worring about performance. but this is your call.
Is the b18 the better one. do you know the difference between the k and the b? As you can see I'm in the learning stages.
search man. hundreds of threads like these that have great information.
THE B-SERIES MOTORS
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 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.
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 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.
B-SERIES ENGINE LIST
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 1996-2000 Honda Civic VTiR (EK)
+ Displacement: 1595 cm³
+ Compression: 10.4:1
+ Power: 160 hp @ 7800 rpm & 113 ft·lbf (153 N·m) @ 7300 rpm
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
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
B17A1
* VTEC
* Found in:
o 1992-1993 Integra GS-R (DB2)
+ Displacement: 1678 cm³
+ Compression: 10.0:1
+ Power: 160 hp @ 7600 rpm & 117 ft·lbf (159 N·m) @ 7000 rpm
+ Transmission: Cable~ YS1
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
# 1992-1993: 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)
+ 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
B18C
* VTEC
* Found in:
o 1994 Honda Integra SiR-G
o 1995-1997 Honda Integra SiR
* Power: 180 hp (128 kW)
o 1997-2001 Honda Integra (Japan) Type R
* Power: 200 hp @ 8100 rpm
B18C1
* VTEC
* Found in:
o 1994-2001 Integra GS-R (DC2)
* Displacement: 1797 cm³
* Compression: 10.0:1
* Power: 184hp (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
o Power: 185 hp
B18C4
* VTEC
* Found in:
o 1996-2000 UK Civic 1.8i VTi Acura Integra
* Displacement: 1797 cm³
* Compression: 10.0:1
* Power: 169 hp (124 kW) @ 8000 rpm & 129 ft·lbf (174 N·m) @ 7500 rpm
* Transmission: S9B
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 (149 kW), 136 ft·lbf
B18C7
* VTEC
* Found in:
o 1996- Honda Integra Type R (Australia)
* Power: 210 hp (149 kW), 136 ft·lbf
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: 7000 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
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 1996-2000 Honda Civic VTiR (EK)
+ Displacement: 1595 cm³
+ Compression: 10.4:1
+ Power: 160 hp @ 7800 rpm & 113 ft·lbf (153 N·m) @ 7300 rpm
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
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
B17A1
* VTEC
* Found in:
o 1992-1993 Integra GS-R (DB2)
+ Displacement: 1678 cm³
+ Compression: 10.0:1
+ Power: 160 hp @ 7600 rpm & 117 ft·lbf (159 N·m) @ 7000 rpm
+ Transmission: Cable~ YS1
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
# 1992-1993: 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)
+ 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
B18C
* VTEC
* Found in:
o 1994 Honda Integra SiR-G
o 1995-1997 Honda Integra SiR
* Power: 180 hp (128 kW)
o 1997-2001 Honda Integra (Japan) Type R
* Power: 200 hp @ 8100 rpm
B18C1
* VTEC
* Found in:
o 1994-2001 Integra GS-R (DC2)
* Displacement: 1797 cm³
* Compression: 10.0:1
* Power: 184hp (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
o Power: 185 hp
B18C4
* VTEC
* Found in:
o 1996-2000 UK Civic 1.8i VTi Acura Integra
* Displacement: 1797 cm³
* Compression: 10.0:1
* Power: 169 hp (124 kW) @ 8000 rpm & 129 ft·lbf (174 N·m) @ 7500 rpm
* Transmission: S9B
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 (149 kW), 136 ft·lbf
B18C7
* VTEC
* Found in:
o 1996- Honda Integra Type R (Australia)
* Power: 210 hp (149 kW), 136 ft·lbf
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: 7000 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
THE K-SERIES MOTORS
The Honda K series engine is a four-cylinder otto cycle engine. It is available in 2.0 L and 2.4 L naturally-aspirated variants, and a 2.3 L turbocharged model.
The K series engines are all equipped with DOHC valvetrains with Honda's i-VTEC variable valve timing control.
Honda made this engine a big improvement over its older 4-cylinder engines by including friction-reducing technologies to reduce parasitic loss.
The K-series uses a DOHC valvetrain, which utilizes roller rockers to reduce friction. The VTEC system on engines like the K20A3 is only on the intake cam, and at low RPM when not engaged, allows the engine to function as a 12-valve engine, opening only one intake valve so that the air swirls for better combustion. This VTEC system was designed with fuel economy in mind. In engines like the K20A2 found in the RSX Type-S, The VTEC system always allows the motor to run as a 16 valve engine, and when VTEC engages, its on both the intake and exhaust rockers, and opens all 4 valves even more at high RPM.
The K-series motors all use DI, or distributorless ignition. It uses a coil on plug system, in which each spark plug has its own coil atop it. This allows the ECU to send the spark exactly when it wants it, and removes the need for spark plug wires.
A wide variety of aftermarket parts are available for the K engines, and tuners are finding that 240 and more bhp are available with routine modifications.
K-SERIES ENGINE LIST
K20A
* Found in:
o 2002-2005 Honda Civic Type-R (EP3)
o 2001-2006 Honda Integra Type-R(DC5)
+ Displacement: 1998 cc
+ Compression: 11.5:1
+ Power: 220 hp (162 kW) @ 8000 rpm
+ Torque: 152 ft·lbf (206 N·m) @ 7000 rpm
+ Redline: 8500 rpm
o 2003-2006 Honda Accord Euro-R
+ Displacement: 1998 cc
+ Compression: 11.5:1
+ Power: 220 hp (162 kW) @ 8000 rpm
+ Torque: 152 ft·lbf (206 N·m) @ 7000 rpm
+ Redline: 8500 rpm
K20A2
* Found in:
o 2002-2004 Acura RSX Type-S and 2002-2005 Honda Civic Type R (EP, European)
+ Displacement: 1998 cc
+ Compression: 11.0:1
+ Power: 200 hp (149 kW) @ 7400 rpm
+ Torque: 142 ft·lbf (193 N·m) @ 6000 rpm
+ Redline: 7900 rpm
K20A3
* Found in:
o 2002-2005 Honda Civic Si
+ Displacement: 1998 cc
+ Compression: 9.8:1
+ Power: 160 hp (119 kW) @ 6500 rpm
+ Torque: 132 ft·lbf (179 N·m) @ 5000 rpm
+ Redline: 6800 rpm
o 2002-2006 Acura RSX
+ Displacement: 1998 cc
+ Compression: 9.8:1
+ Power: 160 hp (119 kW) @ 6500 rpm
+ Torque: 141 ft·lbf (191 N·m) @ 4000 rpm
+ Redline: 6800 rpm
K20Z1
* Found in:
o 2005-2006 Acura RSX-S
+ Displacement: 1998 cc
+ Compression: 11.0:1
+ Power: 201 hp (150 kW) @ 7800 rpm (sae NET Rev 8/04)
+ Torque: 140 ft·lbf (194 N·m) @ 7000 rpm (sae NET Rev 8/04)
+ Redline: 8200 rpm
K20Z2
* Found in:
o 2006- Acura CSX (Canada)
+ Displacement: 1998 cc
+ Compression: 9.6:1
+ Power: 155 hp (114 kW) @ 6000 rpm (sae NET Rev 8/04)
+ Torque: 139 ft·lbf (188 N·m) @ 4500 rpm / 188 N·m @ 4200 rpm (Singapore)
+ Redline: 6800 rpm
o 2006- Honda Civic (JDM)
+ Displacement: 1998 cc
+ Compression: 9.6:1
+ Power: 155 hp (114 kW) @ 6000 rpm
+ Torque: 139 ft·lbf (188 N·m) @ 4500 rpm
+ Redline: 6800 rpm
o 2006- Honda Accord Sport(Europe)
+ Displacement: 1998 cc
+ Compression: 9.6:1
+ Power: 155 hp (114 kW) @ 6000 rpm
+ Torque: 139 ft·lbf (188 N·m) @ 4500 rpm
+ Redline: 6800 rpm
K20Z3
This inline-4 cylinder internal combustion engine is found in the redesigned Honda Civic Si. It has a aluminum block with aluminum heads, and a bore and stroke of 86 mm*86 mm, resulting in a 2.0 Liter displacement.
* Found in:
o 2006+ Honda Civic Si
o 2007 Acura CSX Type-S
+ Displacement : 1998 cc
+ Compression : 11.0:1
+ Power: 197 bhp (147 kW) @ 7800 rpm (sae NET Rev 8/04)
+ Torque: 139 lb·ft (189 N·m) @ 6200 rpm (sae NET Rev 8/04)
+ Redline: 8000 rpm
K23A1
* Turbocharged
* Found in:
o 2007 Acura RDX
+ Displacement: 2300 cc (acura.com)
+ Compression: 8.8:1 (acura.com)
+ Power: 238 hp @ 6000 rpm (SAE net)
+ Torque: 260 ft·lbf @ 4500 rpm (SAE net)
+ Redline: 6800 (acura.com)
+ Bore: 86 mm
+ Stroke: 99 mm
K24A1
* Found in:
o 2002-2006 Honda CR-V
+ Displacement: 2354 cc
+ Bore and Stroke: 87 mm x 99 mm (3.43x3.90 inches)
+ Compression: 9.6:1
+ Power: 160 hp (119 kW) @ 6000 rpm
+ Torque: 162 ft·lbf (220 N·m) @ 3600 rpm
+ Redline: 6500 rpm
K24A2
* Found in:
o 2004-2006 Acura TSX
+ Displacement: 2354 cc
+ Bore and Stroke: 87 mm x 99 mm (3.43x3.90 inches)
+ Compression: 10.5:1
+ Power: 205 hp (149 kW) @ 6800 rpm
+ Torque: 166 ft·lbf (225 N·m) @ 4500 rpm
+ Redline: 7100 rpm
K24A3
* Found in:
o 2003-2006 Honda Accord (Europe, Japan, and Australia)
+ Displacement: 2354 cc
+ Bore and Stroke: 87 mm x 99 mm (3.43x3.90 inches)
+ Compression: 10.5:1
+ Power: 189 hp (140 kW) @ 6800 rpm
+ Torque: 164.5 ft·lbf (223 N·m) @ 4500 rpm
+ Redline: 7000 rpm
K24A4
* Found in:
o 2003-2005 Honda Accord, 2003-2006 Honda Element
+ Displacement: 2354 cc
+ Bore and Stroke: 87 mm x 99 mm (3.43x3.90 inches)
+ Compression: 9.7:1
+ Power: 160 hp (119 kW) @ 5500 rpm
+ Torque: 161 ft·lbf (218 N·m) @ 4500 rpm
+ Redline: 6500 rpm
K24A8
* Found in:
o 2006/2007 Honda Accord
+ Displacement: 2354 cc
+ Bore and Stroke: 87 mm x 99 mm (3.43x3.90 inches)
+ Compression: 9.7:1
+ Power: 166 hp (124 kW) @ 6000 RPM
+ Torque: 160 ft·lbf @ 4000 rpm
+ Redline: 6500 rpm
The Honda K series engine is a four-cylinder otto cycle engine. It is available in 2.0 L and 2.4 L naturally-aspirated variants, and a 2.3 L turbocharged model.
The K series engines are all equipped with DOHC valvetrains with Honda's i-VTEC variable valve timing control.
Honda made this engine a big improvement over its older 4-cylinder engines by including friction-reducing technologies to reduce parasitic loss.
The K-series uses a DOHC valvetrain, which utilizes roller rockers to reduce friction. The VTEC system on engines like the K20A3 is only on the intake cam, and at low RPM when not engaged, allows the engine to function as a 12-valve engine, opening only one intake valve so that the air swirls for better combustion. This VTEC system was designed with fuel economy in mind. In engines like the K20A2 found in the RSX Type-S, The VTEC system always allows the motor to run as a 16 valve engine, and when VTEC engages, its on both the intake and exhaust rockers, and opens all 4 valves even more at high RPM.
The K-series motors all use DI, or distributorless ignition. It uses a coil on plug system, in which each spark plug has its own coil atop it. This allows the ECU to send the spark exactly when it wants it, and removes the need for spark plug wires.
A wide variety of aftermarket parts are available for the K engines, and tuners are finding that 240 and more bhp are available with routine modifications.
K-SERIES ENGINE LIST
K20A
* Found in:
o 2002-2005 Honda Civic Type-R (EP3)
o 2001-2006 Honda Integra Type-R(DC5)
+ Displacement: 1998 cc
+ Compression: 11.5:1
+ Power: 220 hp (162 kW) @ 8000 rpm
+ Torque: 152 ft·lbf (206 N·m) @ 7000 rpm
+ Redline: 8500 rpm
o 2003-2006 Honda Accord Euro-R
+ Displacement: 1998 cc
+ Compression: 11.5:1
+ Power: 220 hp (162 kW) @ 8000 rpm
+ Torque: 152 ft·lbf (206 N·m) @ 7000 rpm
+ Redline: 8500 rpm
K20A2
* Found in:
o 2002-2004 Acura RSX Type-S and 2002-2005 Honda Civic Type R (EP, European)
+ Displacement: 1998 cc
+ Compression: 11.0:1
+ Power: 200 hp (149 kW) @ 7400 rpm
+ Torque: 142 ft·lbf (193 N·m) @ 6000 rpm
+ Redline: 7900 rpm
K20A3
* Found in:
o 2002-2005 Honda Civic Si
+ Displacement: 1998 cc
+ Compression: 9.8:1
+ Power: 160 hp (119 kW) @ 6500 rpm
+ Torque: 132 ft·lbf (179 N·m) @ 5000 rpm
+ Redline: 6800 rpm
o 2002-2006 Acura RSX
+ Displacement: 1998 cc
+ Compression: 9.8:1
+ Power: 160 hp (119 kW) @ 6500 rpm
+ Torque: 141 ft·lbf (191 N·m) @ 4000 rpm
+ Redline: 6800 rpm
K20Z1
* Found in:
o 2005-2006 Acura RSX-S
+ Displacement: 1998 cc
+ Compression: 11.0:1
+ Power: 201 hp (150 kW) @ 7800 rpm (sae NET Rev 8/04)
+ Torque: 140 ft·lbf (194 N·m) @ 7000 rpm (sae NET Rev 8/04)
+ Redline: 8200 rpm
K20Z2
* Found in:
o 2006- Acura CSX (Canada)
+ Displacement: 1998 cc
+ Compression: 9.6:1
+ Power: 155 hp (114 kW) @ 6000 rpm (sae NET Rev 8/04)
+ Torque: 139 ft·lbf (188 N·m) @ 4500 rpm / 188 N·m @ 4200 rpm (Singapore)
+ Redline: 6800 rpm
o 2006- Honda Civic (JDM)
+ Displacement: 1998 cc
+ Compression: 9.6:1
+ Power: 155 hp (114 kW) @ 6000 rpm
+ Torque: 139 ft·lbf (188 N·m) @ 4500 rpm
+ Redline: 6800 rpm
o 2006- Honda Accord Sport(Europe)
+ Displacement: 1998 cc
+ Compression: 9.6:1
+ Power: 155 hp (114 kW) @ 6000 rpm
+ Torque: 139 ft·lbf (188 N·m) @ 4500 rpm
+ Redline: 6800 rpm
K20Z3
This inline-4 cylinder internal combustion engine is found in the redesigned Honda Civic Si. It has a aluminum block with aluminum heads, and a bore and stroke of 86 mm*86 mm, resulting in a 2.0 Liter displacement.
* Found in:
o 2006+ Honda Civic Si
o 2007 Acura CSX Type-S
+ Displacement : 1998 cc
+ Compression : 11.0:1
+ Power: 197 bhp (147 kW) @ 7800 rpm (sae NET Rev 8/04)
+ Torque: 139 lb·ft (189 N·m) @ 6200 rpm (sae NET Rev 8/04)
+ Redline: 8000 rpm
K23A1
* Turbocharged
* Found in:
o 2007 Acura RDX
+ Displacement: 2300 cc (acura.com)
+ Compression: 8.8:1 (acura.com)
+ Power: 238 hp @ 6000 rpm (SAE net)
+ Torque: 260 ft·lbf @ 4500 rpm (SAE net)
+ Redline: 6800 (acura.com)
+ Bore: 86 mm
+ Stroke: 99 mm
K24A1
* Found in:
o 2002-2006 Honda CR-V
+ Displacement: 2354 cc
+ Bore and Stroke: 87 mm x 99 mm (3.43x3.90 inches)
+ Compression: 9.6:1
+ Power: 160 hp (119 kW) @ 6000 rpm
+ Torque: 162 ft·lbf (220 N·m) @ 3600 rpm
+ Redline: 6500 rpm
K24A2
* Found in:
o 2004-2006 Acura TSX
+ Displacement: 2354 cc
+ Bore and Stroke: 87 mm x 99 mm (3.43x3.90 inches)
+ Compression: 10.5:1
+ Power: 205 hp (149 kW) @ 6800 rpm
+ Torque: 166 ft·lbf (225 N·m) @ 4500 rpm
+ Redline: 7100 rpm
K24A3
* Found in:
o 2003-2006 Honda Accord (Europe, Japan, and Australia)
+ Displacement: 2354 cc
+ Bore and Stroke: 87 mm x 99 mm (3.43x3.90 inches)
+ Compression: 10.5:1
+ Power: 189 hp (140 kW) @ 6800 rpm
+ Torque: 164.5 ft·lbf (223 N·m) @ 4500 rpm
+ Redline: 7000 rpm
K24A4
* Found in:
o 2003-2005 Honda Accord, 2003-2006 Honda Element
+ Displacement: 2354 cc
+ Bore and Stroke: 87 mm x 99 mm (3.43x3.90 inches)
+ Compression: 9.7:1
+ Power: 160 hp (119 kW) @ 5500 rpm
+ Torque: 161 ft·lbf (218 N·m) @ 4500 rpm
+ Redline: 6500 rpm
K24A8
* Found in:
o 2006/2007 Honda Accord
+ Displacement: 2354 cc
+ Bore and Stroke: 87 mm x 99 mm (3.43x3.90 inches)
+ Compression: 9.7:1
+ Power: 166 hp (124 kW) @ 6000 RPM
+ Torque: 160 ft·lbf @ 4000 rpm
+ Redline: 6500 rpm