trax_racing
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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, with even some models having a redline over 8,900 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 lift Electronic 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. The B-series engines are commonly chosen due to their reliability, and their ability to produce high horsepower in comparison to their displacement (over 100 hp/L). Various versions are found in American junkyards, mostly in the Acura Integra. Honda B-series engines are also found in many JDM Honda vehicles and are quite plentiful in Japanese junkyards, and great numbers have been imported from Japan in the last few years. The JDM engine contains some slightly different parts (e.g. throttle body) than the USDM version, and tends 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 for left hand drive countries, however, as the wires will fit only if some 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 transaxles 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 (**With the exception of the Civics produced for the 1992 year. All came equipped with the VTEC wiring despite most models lacking VTEC). 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
early b20a and b21a blocks from preludes 88-91 are not considered "normal" b series engines and are actually an oddity in the engine family as nothing but the rear oil galleys bolt to each other*
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 or CR/VTEC (B20/VTEC), depending on the bottom end used. 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 (B20/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 j.d.m. B16A engines are stamped 'B16A' (with no number after the "A" 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 & 111 ft·lbf @ 7000 rpm
Transmission: S1/J1/Y1/A1/YS1
1992-1995 JDM Honda Civic SiR/SiRII (EG6/EG9)
Displacement: 1595 cm³
Compression: 10.4:1
Power: 167 hp @ 7800 rpm & 116 ft·lbf @ 7300 rpm
Transmission: S4C
1992-1995 EDM Honda Civic VTi
Displacement: 1595 cm³
Compression: 10.2:1
Power: 158 hp @ 7600 rpm & 111 ft·lbf @ 7000 rpm
1992-1996 JDM Honda CR-X del Sol SiR
Displacement: 1595 cm³
Compression: 10.4:1
Power: 158 hp - 167 hp & 111 ft·lbf - 116 ft·lbf
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: 158 hp @ 7600 rpm & 111 ft·lbf (151 N·m) @ 7000 rpm
B16A2
VTEC
1992-2000 Honda Civic EDM VTi (EG & EK)
Displacement: 1595 cm³
Compression: 10.2:1
Power: 158 hp @ 7600 rpm & 111 ft·lbf (151 N·m) @ 7000 rpm
Transmission: Y21
1999-2000 Honda Civic Si (EM1)
Displacement: 1595 cm³
Compression: 10.2:1
Power: 158 hp (118 kW) @ 7600 rpm & 111 ft·lbf (151 N·m) @ 7000 rpm
Transmission: Y21 S4C
B16A3
VTEC
Found in:
1994-1995 Honda Del Sol VTEC (EG)
Displacement: 1595 cm³
Compression: 10.2:1
Power: 158 hp (118kW) @ 7600 rpm & 111 ft·lbf (151 N·m) @ 7000 rpm
Transmission: Y21
B16A6
VTEC
Found in:
1996-2000 Honda Civic - South Africa VTEC (EK)
Displacement: 1595 cm³
Compression: 10.2:1
Power: 158 hp (118 kW) @ 7600 rpm & 111 ft·lbf (151 N·m) @ 7000 rpm
Transmission: Y21
B16B
VTEC
Found in:
1997-2000 Civic Type R[EK9]
Displacement: 1595 cm³
Compression: 10.8:1
Bore: 81mm
Stroke: 77mm
Rod/Stroke ratio: 1.84:1
Power: 185 hp (137 kW) @ 8200 rpm & 118 ft·lbf (160 N·m) @ 7500 rpm
Transmission: S4C With LSD
B17
B17A1
VTEC
Found in:
1992-1993 Integra GS-R (DB2)
Displacement: 1678 cm³
Bore: 81mm
Stroke: 81.4mm
Compression: 9.7:1
Power: 167 hp @ 7600 rpm & 117 ft·lbf (159 N·m) @ 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
Bore: 81 mm
Stroke: 89 mm
Dual Keihin Carbs
Power: 160 hp (97 kW) @ 6100 rpm & 128 ft·lbf (164 N·m) @ 4700 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: USDM DA9
1990-1993 Acura Integra usdm "RS/LS/GS"
Displacement: 1834 cm³
Compression: 9.2:1
Bore: 81 mm
Stroke: 89 mm
Programmed fuel injection
Power: 90-91 Only: 130bhp @ 6000 rpm & 121ft/lb @ 5000 rpm
Power: 92-93 Only: 140bhp @ 6300 rpm & 127ft/lb @ 5000 rpm
Transmission: 90-91: S1, cable
Transmission: 92-93: YS1, cable
B18B1
Non-VTEC
Found in:
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 @ 6300 rpm & 127 ft·lbf @ 5200 rpm
Transmission: Y80/S80
B18C
VTEC
Found in:
JDM Spec Honda Integra GSR
Power:
200ps (197 hp) @ 8,500 rpm
Rev-limit 8,900 rpm
130 ft·lbf @ 7,300 rpm
Transmission Type: 5-speed standard
Displacement: 1797 cm³
Compression: 11.1:1 (JDM) - 10.6:1 in Integra Type-R USDM/AU engines
Bore: 81 mm (3.189")
Stroke: 87.2 mm (3.433")
Rod Length: 137.9 mm (5.429")
Rod/Stroke Ratio: 1.58
Transmission: J4D (96specR w/ LSD) N3E (98specR w/LSD)
B18C1
VTEC
Found in:
1994-2001 Honda/Acura Integra GS-R (DC2 & DB8)
Displacement: 1797 cm³
Compression: 10.0:1
Bore: 81 mm (3.189")
Stroke: 87.2 mm (3.433")
Rod Length: 137.9 mm (5.429")
Rod/Stroke Ratio: 1.58
Power:
Power: 167 hp (124 kW) @ 7600 rpm & 117 ft·lbf (158 N·m) @ 6200 rpm
Transmission: S80
B18C2
VTEC
Found in:
1994-1999 Honda Integra VTi-R
B18C3
VTEC
Found in:
1995-1998 Acura Integra Type R
Power: 193ps/189hp (141 kW) @ 8200 rpm & 127 ft·lbf/172 Nm @ 7500rpm
B18C4
VTEC
Found in:
1996-2000 UK Civic 1.8i VTi 5-door Hatch
1996-2000 UK Civic Aerodeck 1.8i VTi 5-door Wagon
1998-1999 EU Civic Aerodeck 1.8i VTi 5-door Wagon
1998-1999 EU Civic 1.8i VTi 5-door Hatch
Displacement: 1797 cm³
Compression: 10.0:1
Power: 167 hp (124 kW) @ 7600 rpm & 117 ft·lbf (158 N·m) @ 6200 rpm
Transmission: S9B
0/100km/h : 8.6 seconds (8.8 Areodeck)
B18C5
VTEC
Found in: USDM DC2 Acura Integra Type-R (Integra Type-R)
1997-2001 Integra Type-R (**Note: This model was not produced for the 1999 production year)
Displacement: 1797 cm³
Compression: 10.6:1
Bore: 81 mm (3.189")
Stroke: 87.2 mm (3.433")
Rod Length: 137.9 mm (5.429")
Rod/Stroke Ratio: 1.58
Power: 193ps/189hp (141 kW) @ 8200 rpm & 127 ft·lbf/172 Nm @ 7500rpm
Transmission: S80 w/LSD
B18C6
VTEC
Found in:
1998-2001 Honda Integra UK and Euro Spec Type R
Type: 1.8 litre 16v DOHC 4 cylinder in-line
Displacement: 1797 cm³
Compression: 11.1:1
Air intake diameter: 70mm
Bore: 81 mm (3.189")
Stroke: 87.2 mm (3.433")
Rod Length: 137.9 mm (5.429")
Rod/Stroke Ratio: 1.58
Power: 190ps/139kW/187hp (SAE net hp) (139 kW) @ 7900 rpm & 131 ft·lbf/178 Nm @ 7300rpm
Red-line: 8400rpm
Transmission: S80 w/LSD
B18C7
VTEC
Found in:
1996- Honda Integra Type R (Australia)
Power: 193ps/189hp (141 kW) @ 8200 rpm & 127 ft·lbf/172 Nm @ 7500rpm
B20
The B20A3 and B20A5 are not considered part of the B family. See Honda B20A engine.
B20B
NON-VTEC
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: 1973
Power: 142 hp @ 5500 rpm
Torque: 133@ 4500 rpm
Compression: 9.6:1
Bore: 84 mm
Stroke: 89 mm
Redline: 6900 rpm
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
early b20a and b21a blocks from preludes 88-91 are not considered "normal" b series engines and are actually an oddity in the engine family as nothing but the rear oil galleys bolt to each other*
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 or CR/VTEC (B20/VTEC), depending on the bottom end used. 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 (B20/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 j.d.m. B16A engines are stamped 'B16A' (with no number after the "A" 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 & 111 ft·lbf @ 7000 rpm
Transmission: S1/J1/Y1/A1/YS1
1992-1995 JDM Honda Civic SiR/SiRII (EG6/EG9)
Displacement: 1595 cm³
Compression: 10.4:1
Power: 167 hp @ 7800 rpm & 116 ft·lbf @ 7300 rpm
Transmission: S4C
1992-1995 EDM Honda Civic VTi
Displacement: 1595 cm³
Compression: 10.2:1
Power: 158 hp @ 7600 rpm & 111 ft·lbf @ 7000 rpm
1992-1996 JDM Honda CR-X del Sol SiR
Displacement: 1595 cm³
Compression: 10.4:1
Power: 158 hp - 167 hp & 111 ft·lbf - 116 ft·lbf
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: 158 hp @ 7600 rpm & 111 ft·lbf (151 N·m) @ 7000 rpm
B16A2
VTEC
1992-2000 Honda Civic EDM VTi (EG & EK)
Displacement: 1595 cm³
Compression: 10.2:1
Power: 158 hp @ 7600 rpm & 111 ft·lbf (151 N·m) @ 7000 rpm
Transmission: Y21
1999-2000 Honda Civic Si (EM1)
Displacement: 1595 cm³
Compression: 10.2:1
Power: 158 hp (118 kW) @ 7600 rpm & 111 ft·lbf (151 N·m) @ 7000 rpm
Transmission: Y21 S4C
B16A3
VTEC
Found in:
1994-1995 Honda Del Sol VTEC (EG)
Displacement: 1595 cm³
Compression: 10.2:1
Power: 158 hp (118kW) @ 7600 rpm & 111 ft·lbf (151 N·m) @ 7000 rpm
Transmission: Y21
B16A6
VTEC
Found in:
1996-2000 Honda Civic - South Africa VTEC (EK)
Displacement: 1595 cm³
Compression: 10.2:1
Power: 158 hp (118 kW) @ 7600 rpm & 111 ft·lbf (151 N·m) @ 7000 rpm
Transmission: Y21
B16B
VTEC
Found in:
1997-2000 Civic Type R[EK9]
Displacement: 1595 cm³
Compression: 10.8:1
Bore: 81mm
Stroke: 77mm
Rod/Stroke ratio: 1.84:1
Power: 185 hp (137 kW) @ 8200 rpm & 118 ft·lbf (160 N·m) @ 7500 rpm
Transmission: S4C With LSD
B17
B17A1
VTEC
Found in:
1992-1993 Integra GS-R (DB2)
Displacement: 1678 cm³
Bore: 81mm
Stroke: 81.4mm
Compression: 9.7:1
Power: 167 hp @ 7600 rpm & 117 ft·lbf (159 N·m) @ 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
Bore: 81 mm
Stroke: 89 mm
Dual Keihin Carbs
Power: 160 hp (97 kW) @ 6100 rpm & 128 ft·lbf (164 N·m) @ 4700 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: USDM DA9
1990-1993 Acura Integra usdm "RS/LS/GS"
Displacement: 1834 cm³
Compression: 9.2:1
Bore: 81 mm
Stroke: 89 mm
Programmed fuel injection
Power: 90-91 Only: 130bhp @ 6000 rpm & 121ft/lb @ 5000 rpm
Power: 92-93 Only: 140bhp @ 6300 rpm & 127ft/lb @ 5000 rpm
Transmission: 90-91: S1, cable
Transmission: 92-93: YS1, cable
B18B1
Non-VTEC
Found in:
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 @ 6300 rpm & 127 ft·lbf @ 5200 rpm
Transmission: Y80/S80
B18C
VTEC
Found in:
JDM Spec Honda Integra GSR
Power:
200ps (197 hp) @ 8,500 rpm
Rev-limit 8,900 rpm
130 ft·lbf @ 7,300 rpm
Transmission Type: 5-speed standard
Displacement: 1797 cm³
Compression: 11.1:1 (JDM) - 10.6:1 in Integra Type-R USDM/AU engines
Bore: 81 mm (3.189")
Stroke: 87.2 mm (3.433")
Rod Length: 137.9 mm (5.429")
Rod/Stroke Ratio: 1.58
Transmission: J4D (96specR w/ LSD) N3E (98specR w/LSD)
B18C1
VTEC
Found in:
1994-2001 Honda/Acura Integra GS-R (DC2 & DB8)
Displacement: 1797 cm³
Compression: 10.0:1
Bore: 81 mm (3.189")
Stroke: 87.2 mm (3.433")
Rod Length: 137.9 mm (5.429")
Rod/Stroke Ratio: 1.58
Power:
Power: 167 hp (124 kW) @ 7600 rpm & 117 ft·lbf (158 N·m) @ 6200 rpm
Transmission: S80
B18C2
VTEC
Found in:
1994-1999 Honda Integra VTi-R
B18C3
VTEC
Found in:
1995-1998 Acura Integra Type R
Power: 193ps/189hp (141 kW) @ 8200 rpm & 127 ft·lbf/172 Nm @ 7500rpm
B18C4
VTEC
Found in:
1996-2000 UK Civic 1.8i VTi 5-door Hatch
1996-2000 UK Civic Aerodeck 1.8i VTi 5-door Wagon
1998-1999 EU Civic Aerodeck 1.8i VTi 5-door Wagon
1998-1999 EU Civic 1.8i VTi 5-door Hatch
Displacement: 1797 cm³
Compression: 10.0:1
Power: 167 hp (124 kW) @ 7600 rpm & 117 ft·lbf (158 N·m) @ 6200 rpm
Transmission: S9B
0/100km/h : 8.6 seconds (8.8 Areodeck)
B18C5
VTEC
Found in: USDM DC2 Acura Integra Type-R (Integra Type-R)
1997-2001 Integra Type-R (**Note: This model was not produced for the 1999 production year)
Displacement: 1797 cm³
Compression: 10.6:1
Bore: 81 mm (3.189")
Stroke: 87.2 mm (3.433")
Rod Length: 137.9 mm (5.429")
Rod/Stroke Ratio: 1.58
Power: 193ps/189hp (141 kW) @ 8200 rpm & 127 ft·lbf/172 Nm @ 7500rpm
Transmission: S80 w/LSD
B18C6
VTEC
Found in:
1998-2001 Honda Integra UK and Euro Spec Type R
Type: 1.8 litre 16v DOHC 4 cylinder in-line
Displacement: 1797 cm³
Compression: 11.1:1
Air intake diameter: 70mm
Bore: 81 mm (3.189")
Stroke: 87.2 mm (3.433")
Rod Length: 137.9 mm (5.429")
Rod/Stroke Ratio: 1.58
Power: 190ps/139kW/187hp (SAE net hp) (139 kW) @ 7900 rpm & 131 ft·lbf/178 Nm @ 7300rpm
Red-line: 8400rpm
Transmission: S80 w/LSD
B18C7
VTEC
Found in:
1996- Honda Integra Type R (Australia)
Power: 193ps/189hp (141 kW) @ 8200 rpm & 127 ft·lbf/172 Nm @ 7500rpm
B20
The B20A3 and B20A5 are not considered part of the B family. See Honda B20A engine.
B20B
NON-VTEC
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: 1973
Power: 142 hp @ 5500 rpm
Torque: 133@ 4500 rpm
Compression: 9.6:1
Bore: 84 mm
Stroke: 89 mm
Redline: 6900 rpm