Tuesday, December 22, 2009
Honda B series Transmission
Honda models covered by this catalogue are:-
Year 90/91 Civic VT Frame code EE9/EF9 Engine code B16A1 Gearbox code Y2 FIA No.5400
Year 92/95 Civic Vti Frame code EG6 Engine code B16A2 Gearbox code Y21 FIA No.5444
Year 96- Civic Vti Frame code EK4 Engine code B16A2 Gearbox code S4C FIA No.5552
Year 97- Integra R Frame code DC2 Engine code B18C Gearbox code S80 FIA No.5590
Year 98- Civic R Frame code EK9 Engine code B16B Gearbox code S4C
Tuesday, December 8, 2009
Saturday, November 14, 2009
Sunday, October 25, 2009
B-Series Transmission Guide
B-Series Transmission Guide
By: Chet Hewitt
B-series Transmissions
In response to recent questions about different transmissions I think its important to shed some light into the ones available for our b-series motors. There are many differences between B-series transmissions and I've never found an article describing the positives and negatives of each unit. Below, you'll see transmission codes, the car it's found in, and whether or not it has factory LSD. It's important to realize that Honda didn't make it easy for us to distinguish between transmissions. For example, almost all transmissions found in Integra's are stamped S80. This includes the tall LS transmission and the ultra short JDM Type-R transmission. In some cases, the only way to determine which transmission you really have is to take it apart and count the number of teeth on the ring gear. Obviously, in most cases it's not practical to take your transmission apart to determine which one you have. To be safe when acquiring a transmission, you should identify the seller; try to identify the car and or motor it came with.
B16A (Cable), B16A2 (Hydro), B16A3(Hydro):
S4C, S80, Y80, Y21, Y1 (optional LSD)
As most of you know the B16A was featured in Japan between the years of 1989 through 2001. This engine has had several different transmissions mated to it causing some potential confusion.
First, it's important to realize that first generation B16A's came with cable transmissions. The Y1 came with optional factory LSD and should have LSD stamped on the transmission. Determining whether or not a transmission has LSD is very simple, just look into the differential and see if its opened or closed. For those not familiar with this, you'll either see a set of gears that form a closed cylinder, or you'll see an open differential with a bar splitting the middle.
Typically these transmissions have had weak synchro's in 2nd, 3rd, and 4th gears with 3rd gears crunching the most. Its also worth noting that all of the transmissions minus the Y1 have very weak open differentials making it essential that you upgrade if your putting a lot of power to the ground.
As far as gearing, these transmissions are all pretty short. Here is a listing of the gear ratios and final drive, courtesy of www.bseries.net.
1st: 3.230
2nd: 2.105
3rd: 1.458
4th: 1.107
5th: 0.848
Reverse: 3.000
Final Drive: 4.400
In conclusion, this transmission is good for all motor and should bring between 500-700 if its hydraulic while cable transmissions are worth between 400-600. Please be careful that the transmission you're buying doesn't have bad synchro's because a lot of them have been beaten on and this is the first problem you'll have. Plus, if you're making a lot of power, 170 to the wheels, be prepared to replace your differential because these can be broken with regularity.
B16B (Hydraulic):
S4C (LSD)
The transmission found in the Civic Type R is highly sought after and very rare. Its gear ratio's are identical to that of the B16A's but has a stronger limited slip and dual synchro's in 2nd, 3rd, and 4th gears. Expect to pay between 1000-1200 for a genuine CTR transmission because they're rare and well worth the price. Its also worth mentioning that these transmissions are Hydraulic type.
B17A1 (Cable):
YS1
This transmission is found on the rare "blacksheep" of b-series motors. The most important feature here is that its cable-type. This means you can bolt this into any 93 and older integra and 91 and older civic without having to change to hydraulic. The synchro's on this transmission are still considered weak, however the gearing is very good for all motor applications as its identical to the B16A transmissions. Finally, this transmission did not have factory LSD, so keep that in mind when someone is trying to tell you otherwise. Look to pay between 400-600 dollars for this transmission, although its going to be difficult to find and usually when you do, there is something wrong with it.
B18A1 (Cable):
YS1
Again, you'll see how Honda didn't help us out any with the stamping on this transmission. These transmissions however, are much different in there gearing. This transmission has a longer first and second gear with slightly longer 3rd and 4th gears. The final drive is still 4.40:1 making this a possibility for all motor applications, but not your best choice. You'll be able to find this transmission in 90-93 Integra's and they're all cable-type. The prices for these should range between 200-400 for clean, good working units. Paying anymore is pointless, as these transmissions are everywhere.
B18B1 (Hydro):
S80/Y80
This is probably the easiest b-series transmission to find because it's found in every non-VTEC 94-01 Integra. Most notably, this transmission is the longest of all b-series transmissions and has the weakest synchro's and weakest differential. The final drive is 4.266:1 and each of the gears is longer compared to its B16A counterparts. For boost, a lot of people like the gearing of this transmission, plus gas mileage is great and they're very cheap. Look to pay no more than 500 for a clean LS tranny because they're everywhere.
Here is a look at the Specs.
1st: 3.230
2nd: 1.90
3rd: 1.269
4th: 0.966
5th: 0.714
Reverse: 3.000
Final Drive: 4.266:1
B18C:
S80/Y80 (Optional LSD)
The transmission found in JDM GSR's is very popular and overall an excellent transmission. For all motor and boost applicatiosn this transmission has excellent gearing and a stronger differential compared to its B16A and B18B counterparts. The transmissions with LSD should have "LSD" stamped on the casing and to make sure, inspect the differential and use the parameters I described before to identify whether or not the transmission really has LSD. Look to pay between 700-1200 for this transmission depending on whether its LSD equipped. Also worth mentioning, these transmissions are all hydraulic.
Here is a look at the specs:
1st: 3.230
2nd: 1.900
3rd: 1.360
4th: 1.034
5th: 0.787
Reverse: 3.000
Final Drive: 4.400
B18C1:
Y80
This transmission is found in all USDM GSR's. Although LSD was not offered these transmissions are still highly sought after because of their stronger differentials and optimal gearing. For those not interested in ultra-short gearing this transmission provides the perfect balance between acceleration and top end. Look to pay around 700-1000 for these transmissions.
The specs are the same as above:
1st: 3.230
2nd: 1.900
3rd: 1.360
4th: 1.034
5th: 0.787
Reverse: 3.000
Final Drive: 4.400
B18C5:
S80 (Helical LSD)
This transmission is one of the best B-series transmissions Honda has offered in its vehicles. Every gear has dual synchro's and the gearing is perfect for all motor applications. Plus, LSD is standard and will be stamped on the housing. Look to spend between 1200-1400 for these transmissions because of their quality, LSD, age and gear ratio's. Finally, if there is some question about whether or not you're S80 has 4.4 final drive or 4.7 final drive you can check the transmission housing. The code "4jhd" means 4.4 final drive was offered as original equipment, while "ne3" signifies 4.78 final drive.
The specs are below:
1st: 3.230
2nd: 2.105
3rd: 1.458
4th: 1.107
5th: 0.848
Reverse: 3.000
Final Drive: 4.400
B18C (JDM Type R):
S80 (Helical LSD)
JDM Type R transmissions are the best for all motor applications where acceleration is emphasized most. All 98 and up JDM Type R transmissions came with 4.785 final drive with the same 1st, 2nd, 3rd gears as the USDM Type R. To make highway driving more tolerable, the 4th and 5th gears are the same as GSR transmissions. Look to spend between 1400-1600 for these transmissions because of their final drive and rarity.
Here is a look at the specs:
1st: 3.230
2nd: 2.105
3rd: 1.458
4th: 1.034
5th: 0.787
Reverse: 3.000
Final Drive: 4.785
Sources: Cory Thompson, www.bseries.net
By: Chet Hewitt
B-series Transmissions
In response to recent questions about different transmissions I think its important to shed some light into the ones available for our b-series motors. There are many differences between B-series transmissions and I've never found an article describing the positives and negatives of each unit. Below, you'll see transmission codes, the car it's found in, and whether or not it has factory LSD. It's important to realize that Honda didn't make it easy for us to distinguish between transmissions. For example, almost all transmissions found in Integra's are stamped S80. This includes the tall LS transmission and the ultra short JDM Type-R transmission. In some cases, the only way to determine which transmission you really have is to take it apart and count the number of teeth on the ring gear. Obviously, in most cases it's not practical to take your transmission apart to determine which one you have. To be safe when acquiring a transmission, you should identify the seller; try to identify the car and or motor it came with.
B16A (Cable), B16A2 (Hydro), B16A3(Hydro):
S4C, S80, Y80, Y21, Y1 (optional LSD)
As most of you know the B16A was featured in Japan between the years of 1989 through 2001. This engine has had several different transmissions mated to it causing some potential confusion.
First, it's important to realize that first generation B16A's came with cable transmissions. The Y1 came with optional factory LSD and should have LSD stamped on the transmission. Determining whether or not a transmission has LSD is very simple, just look into the differential and see if its opened or closed. For those not familiar with this, you'll either see a set of gears that form a closed cylinder, or you'll see an open differential with a bar splitting the middle.
Typically these transmissions have had weak synchro's in 2nd, 3rd, and 4th gears with 3rd gears crunching the most. Its also worth noting that all of the transmissions minus the Y1 have very weak open differentials making it essential that you upgrade if your putting a lot of power to the ground.
As far as gearing, these transmissions are all pretty short. Here is a listing of the gear ratios and final drive, courtesy of www.bseries.net.
1st: 3.230
2nd: 2.105
3rd: 1.458
4th: 1.107
5th: 0.848
Reverse: 3.000
Final Drive: 4.400
In conclusion, this transmission is good for all motor and should bring between 500-700 if its hydraulic while cable transmissions are worth between 400-600. Please be careful that the transmission you're buying doesn't have bad synchro's because a lot of them have been beaten on and this is the first problem you'll have. Plus, if you're making a lot of power, 170 to the wheels, be prepared to replace your differential because these can be broken with regularity.
B16B (Hydraulic):
S4C (LSD)
The transmission found in the Civic Type R is highly sought after and very rare. Its gear ratio's are identical to that of the B16A's but has a stronger limited slip and dual synchro's in 2nd, 3rd, and 4th gears. Expect to pay between 1000-1200 for a genuine CTR transmission because they're rare and well worth the price. Its also worth mentioning that these transmissions are Hydraulic type.
B17A1 (Cable):
YS1
This transmission is found on the rare "blacksheep" of b-series motors. The most important feature here is that its cable-type. This means you can bolt this into any 93 and older integra and 91 and older civic without having to change to hydraulic. The synchro's on this transmission are still considered weak, however the gearing is very good for all motor applications as its identical to the B16A transmissions. Finally, this transmission did not have factory LSD, so keep that in mind when someone is trying to tell you otherwise. Look to pay between 400-600 dollars for this transmission, although its going to be difficult to find and usually when you do, there is something wrong with it.
B18A1 (Cable):
YS1
Again, you'll see how Honda didn't help us out any with the stamping on this transmission. These transmissions however, are much different in there gearing. This transmission has a longer first and second gear with slightly longer 3rd and 4th gears. The final drive is still 4.40:1 making this a possibility for all motor applications, but not your best choice. You'll be able to find this transmission in 90-93 Integra's and they're all cable-type. The prices for these should range between 200-400 for clean, good working units. Paying anymore is pointless, as these transmissions are everywhere.
B18B1 (Hydro):
S80/Y80
This is probably the easiest b-series transmission to find because it's found in every non-VTEC 94-01 Integra. Most notably, this transmission is the longest of all b-series transmissions and has the weakest synchro's and weakest differential. The final drive is 4.266:1 and each of the gears is longer compared to its B16A counterparts. For boost, a lot of people like the gearing of this transmission, plus gas mileage is great and they're very cheap. Look to pay no more than 500 for a clean LS tranny because they're everywhere.
Here is a look at the Specs.
1st: 3.230
2nd: 1.90
3rd: 1.269
4th: 0.966
5th: 0.714
Reverse: 3.000
Final Drive: 4.266:1
B18C:
S80/Y80 (Optional LSD)
The transmission found in JDM GSR's is very popular and overall an excellent transmission. For all motor and boost applicatiosn this transmission has excellent gearing and a stronger differential compared to its B16A and B18B counterparts. The transmissions with LSD should have "LSD" stamped on the casing and to make sure, inspect the differential and use the parameters I described before to identify whether or not the transmission really has LSD. Look to pay between 700-1200 for this transmission depending on whether its LSD equipped. Also worth mentioning, these transmissions are all hydraulic.
Here is a look at the specs:
1st: 3.230
2nd: 1.900
3rd: 1.360
4th: 1.034
5th: 0.787
Reverse: 3.000
Final Drive: 4.400
B18C1:
Y80
This transmission is found in all USDM GSR's. Although LSD was not offered these transmissions are still highly sought after because of their stronger differentials and optimal gearing. For those not interested in ultra-short gearing this transmission provides the perfect balance between acceleration and top end. Look to pay around 700-1000 for these transmissions.
The specs are the same as above:
1st: 3.230
2nd: 1.900
3rd: 1.360
4th: 1.034
5th: 0.787
Reverse: 3.000
Final Drive: 4.400
B18C5:
S80 (Helical LSD)
This transmission is one of the best B-series transmissions Honda has offered in its vehicles. Every gear has dual synchro's and the gearing is perfect for all motor applications. Plus, LSD is standard and will be stamped on the housing. Look to spend between 1200-1400 for these transmissions because of their quality, LSD, age and gear ratio's. Finally, if there is some question about whether or not you're S80 has 4.4 final drive or 4.7 final drive you can check the transmission housing. The code "4jhd" means 4.4 final drive was offered as original equipment, while "ne3" signifies 4.78 final drive.
The specs are below:
1st: 3.230
2nd: 2.105
3rd: 1.458
4th: 1.107
5th: 0.848
Reverse: 3.000
Final Drive: 4.400
B18C (JDM Type R):
S80 (Helical LSD)
JDM Type R transmissions are the best for all motor applications where acceleration is emphasized most. All 98 and up JDM Type R transmissions came with 4.785 final drive with the same 1st, 2nd, 3rd gears as the USDM Type R. To make highway driving more tolerable, the 4th and 5th gears are the same as GSR transmissions. Look to spend between 1400-1600 for these transmissions because of their final drive and rarity.
Here is a look at the specs:
1st: 3.230
2nd: 2.105
3rd: 1.458
4th: 1.034
5th: 0.787
Reverse: 3.000
Final Drive: 4.785
Sources: Cory Thompson, www.bseries.net
Saturday, September 26, 2009
VTEC ECU Identification
Identifying your ECU
To identify your ECU you will need to know its generation, part number and possibly its ROM number.
The ECU can be located in several places: under a metal plate in the passenger's footwell (models up to 91), in the passenger's footwell behind a plastic panel (models 92-99) or by the driver's footwell under a plastic panel (some models 2000+)
The computer is connected via three connectors that pull out when a plastic clip is pressed. Remove the computer, and with a philips screwdriver remove the metal lid from the top of the computer. There may be small daughter circuit board covering some of the main circuitry. Unscrew this and lift it out of the way.
ECU Generations
Honda ECUs run in generations, which use different connectors. Below is a stack of ECUs running from the newest generation at the top to the oldest generation at the bottom.
OBD2B (left 3 plugs used)
OBD2A ECU
OBD1 ECU
OBD0 (JDM PR3 and PWO)
ECU Part Numbers
All Honda ECUs have a part number which is located on the side of the ECU and inside the ECU on the connector. e.g. 37820-P72-A01
The part number consists of three components:
* Honda's part number for ECU, which is always 37820
* Three characters (which are loosely related to the model of car/engine). e.g P72
* Three characters (which are the revision of the ECU) e.g. A01 or G52
The middle three characters are the most useful to identify what the ECU is. Different generation ECUs may use the same characters. e.g. a P72 OBD I ECU is different from a P72 OBD II ECU. Here is a list of common ECUs:
The last 3 characters are broken down into 3 parts. "A" generally is used for US ECUs. "G" is European, and "J" is Japanese. There are other versions of this, but you get the idea. The second digit "0" typically means manual transmission, where a "5" means automatic transmission, and the last digit "1" is the version number.
* PG7 : 86-89 Integra (86-87 vac advance, 88-89 electronic advance)
* PM5 : 88-91 Civic/CRX DX
* PM6 : 88-91 Civic/CRX SOHC Si
* PM7 : 89-91 DOHC ZC (JDM 'EF' ECU)
* PM8 : 88-91 CRX HF
* PR2 : 89-91 ZC (Euro)
* PR3 : 89-91 JDM B16A EF8/9
* PR3 -J00 or J51 : 92 JDM Integra B16A EF8/9
* PW0 : 89-91 JDM B16A EF8/9 DA6-XSi
* PR4 : 90-91 Integra LS/GS
* PS9 : 88-91 4 door Civic EX Auto
* P05 : 92-95 OBD-1 Civic CX
* P06 : 92-95 OBD-1 Civic DX
* P07 : 92-95 OBD-1 Civic VX
* P08 : 92-95 OBD-1 Civic D15 JDM
* P0A : 94-95 OBD-1 Accord EX
* P13 : 93-95 OBD-1 Prelude Vtec
* P14 : 93-95 OBD-1 Prelude Si (non Vtec)
* P27 : 92-95 OBD-1 EG JDM Civic 1600 sohc
* P28 : 92-95 OBD-1 Civic Si/Ex
* P30 : 92-95 OBD-1 DelSol DOHC Vtec Si/EG SiR
* P54-G31 : 1997 Honda Accord 1.8 LS
* P61 : 92-93 OBD-1 Integra GSR
* P72 : 94-95 OBD-1 Integra GSR
* P72 : 96-00 OBD-2 Integra GSR
* P73 : 96-00 OBD-2 Integra Type-R (JDM & USDM)
* P74/75: 92-95 OBD-1 Integra LS/GS
* P75 : 96-00 OBD-2 Integra LS/GS
* P2N : 96+ OBD-2 Civic HX Coupe
* P2P : 96+ OBD-2 Civic EX Coupe
* P2E : 96+ OBD-2 Civic DX Coupe
* P2M : 96+ OBD-2 NZ Civic SOHC VTEC
* P2T : 99+ OBD-? Civic Si Coupe
* P5P : 97-00 OBD-2 Prelude Type-S (JDM ECU)
* PBA : 97+ US Acura 1.6EL
* PCT : 98+ JDM ITR / CTR
* PCX : 99+ OBD-? S2000
ECU ROM Numbers
As further identification Honda ECUs have a software revision number inside the ECU. This is usually a two or three digit number stamped on the 28 pin ROM, or main processor. Accord and Prelude ECUs can use a letter and number code.
To identify your ECU you will need to know its generation, part number and possibly its ROM number.
The ECU can be located in several places: under a metal plate in the passenger's footwell (models up to 91), in the passenger's footwell behind a plastic panel (models 92-99) or by the driver's footwell under a plastic panel (some models 2000+)
The computer is connected via three connectors that pull out when a plastic clip is pressed. Remove the computer, and with a philips screwdriver remove the metal lid from the top of the computer. There may be small daughter circuit board covering some of the main circuitry. Unscrew this and lift it out of the way.
ECU Generations
Honda ECUs run in generations, which use different connectors. Below is a stack of ECUs running from the newest generation at the top to the oldest generation at the bottom.
OBD2B (left 3 plugs used)
OBD2A ECU
OBD1 ECU
OBD0 (JDM PR3 and PWO)
ECU Part Numbers
All Honda ECUs have a part number which is located on the side of the ECU and inside the ECU on the connector. e.g. 37820-P72-A01
The part number consists of three components:
* Honda's part number for ECU, which is always 37820
* Three characters (which are loosely related to the model of car/engine). e.g P72
* Three characters (which are the revision of the ECU) e.g. A01 or G52
The middle three characters are the most useful to identify what the ECU is. Different generation ECUs may use the same characters. e.g. a P72 OBD I ECU is different from a P72 OBD II ECU. Here is a list of common ECUs:
The last 3 characters are broken down into 3 parts. "A" generally is used for US ECUs. "G" is European, and "J" is Japanese. There are other versions of this, but you get the idea. The second digit "0" typically means manual transmission, where a "5" means automatic transmission, and the last digit "1" is the version number.
* PG7 : 86-89 Integra (86-87 vac advance, 88-89 electronic advance)
* PM5 : 88-91 Civic/CRX DX
* PM6 : 88-91 Civic/CRX SOHC Si
* PM7 : 89-91 DOHC ZC (JDM 'EF' ECU)
* PM8 : 88-91 CRX HF
* PR2 : 89-91 ZC (Euro)
* PR3 : 89-91 JDM B16A EF8/9
* PR3 -J00 or J51 : 92 JDM Integra B16A EF8/9
* PW0 : 89-91 JDM B16A EF8/9 DA6-XSi
* PR4 : 90-91 Integra LS/GS
* PS9 : 88-91 4 door Civic EX Auto
* P05 : 92-95 OBD-1 Civic CX
* P06 : 92-95 OBD-1 Civic DX
* P07 : 92-95 OBD-1 Civic VX
* P08 : 92-95 OBD-1 Civic D15 JDM
* P0A : 94-95 OBD-1 Accord EX
* P13 : 93-95 OBD-1 Prelude Vtec
* P14 : 93-95 OBD-1 Prelude Si (non Vtec)
* P27 : 92-95 OBD-1 EG JDM Civic 1600 sohc
* P28 : 92-95 OBD-1 Civic Si/Ex
* P30 : 92-95 OBD-1 DelSol DOHC Vtec Si/EG SiR
* P54-G31 : 1997 Honda Accord 1.8 LS
* P61 : 92-93 OBD-1 Integra GSR
* P72 : 94-95 OBD-1 Integra GSR
* P72 : 96-00 OBD-2 Integra GSR
* P73 : 96-00 OBD-2 Integra Type-R (JDM & USDM)
* P74/75: 92-95 OBD-1 Integra LS/GS
* P75 : 96-00 OBD-2 Integra LS/GS
* P2N : 96+ OBD-2 Civic HX Coupe
* P2P : 96+ OBD-2 Civic EX Coupe
* P2E : 96+ OBD-2 Civic DX Coupe
* P2M : 96+ OBD-2 NZ Civic SOHC VTEC
* P2T : 99+ OBD-? Civic Si Coupe
* P5P : 97-00 OBD-2 Prelude Type-S (JDM ECU)
* PBA : 97+ US Acura 1.6EL
* PCT : 98+ JDM ITR / CTR
* PCX : 99+ OBD-? S2000
ECU ROM Numbers
As further identification Honda ECUs have a software revision number inside the ECU. This is usually a two or three digit number stamped on the 28 pin ROM, or main processor. Accord and Prelude ECUs can use a letter and number code.
Monday, September 21, 2009
SELAMAT HARI RAYA AIDILFITRI
Utk semua kaum keluarga, kwn2, sahabat handai & semua kenalan dgn ucapan, slmt hari raya, maaf zahir batin..
Wednesday, May 13, 2009
Info tentang Differential (LSD bla bla..)
http://www.gti-vr6.net/library/transmission/Ians_diff_page/differentials.htm
Tuesday, May 12, 2009
Mivec 4G92 DOHC
GENERAL ENGINE DATA
Engine
1.6L 4 cyclinder DOHC 16-valve MIVEC
Model
4G92 (Gen. 1)
Capacity
1597cc
Bore
81mm
Stroke
77.5 mm
Compression Ratio
11:1
Valve Timing
Intake :
Open (BTDC) 17' (primary cam) / 47.5' (secondary cam)
Close (ABDC) 31' (primary cam) / 72.5' (secondary cam)
Exhaust :
Open (BBDC) 41' (primary cam) / 70' (secondary cam)
Close (ATDC) 11' (primary cam) / 35' (secondary cam)
Cam Spec
Intake :
duration : 228' / lift : 7.58mm (primary cam) 285' / 10.41mm (secondary cam)
Exhaust :
duration : 232' / 8.24mm (primary cam) 300' / 9.83mm (secondary cam)
Maximum Power
175ps @ 7500rpm
Maximum Torque
17.0kg/m @ 7000rpm
Fuel System
Multi-point Fuel Injection
Spark Plug Type
NGK BKR7EX-11 (BKR6EX-11 mostly for city driving)
Spark Plug Gap
1.1 mm
TRANSMISSION
Manual 5-speed
Gear Ratio:
1..........3.083
2..........1.947
3..........1.285
4..........0.939
5..........0.756
R..........3.083
FDR......4.592
======================================================
MIVEC not working??
(source from mivec.co.nz)
Low oil pressure
This is usually due to low oil level so first thing to check is your oil. Its a good idea for cars 'dependent' on oil pressure to be fitted with an Oil Pressure gauge. If the Oil pressure drops a lot whem the mivec engages its probably due to mechanical failure in the head. Check for lose/broken camshaft caps or worn camshaft tray. Low oil pressure is usually simply due to engine wear. Running a heavier grade oil (like 20W-50) may give some improvement but most of the time you will need to have your engine rebuilt.
Engine not upto temperature
It is normal for the MIVEC not to engage when the engine is cold. This can also mean that if you have a faulty thermostat your engine never gets warm enough for the MIVEC to operate. Make sure your temperature guage reads about midscale during normal operating conditions. The temperature sensor the ECU uses is not the same as the one for the gauge, so a faulty sensor can also lead to MIVEC not operating.
Stuck or blown solenoid valve
Apply 12V to the terminals and ensure the valve operates (audible click) You can remove the MIVEC Solenoid (MD models have two) valve quite easily and give it a clean in suitable parts washer. Run parts washer thru the valve with it open and closed to ensure its working properly and that its gets well cleaned.
ECU faults
This could either be due to poor power supply (worn out capacitors) or blown driver ICs. Either case requires the ECU to be serviced by a professional. Its recommended to have the capacitors replaced BEFORE you notice a problem or as part of normal servicing at the 10 year old birthday. (1G models are particularly susceptible). By the time a problem presents, there may already be permanent damage to the ECU.
Sensor Faults
Dirty connectors, frayed/broken wires, or failed sensors can prevent the ecu engaging mivec but generally this will also cause other drivability problems.. Its always good practice to get a diagnostic done to help rule out sensor failure.
Mivec Engine Modification - Staying Normally Aspirated
(sourced from mivec.co.nz)
These are in order that will typically give you best 'bang for the buck' as you go and get progressively more expensive. Generally you shouldn't start mods in the next stage until you'd done everything in the stage before.
STAGE ONE
Free Flowing Rear Muffler box
The brand is not important but a good design is not overly 'loud' while still providing good flow. I good trick is to use a 2 1/2 in/out muffler box
Pod Filter with Improved Cold Air Intake
Brand is not that important as any pod filter will outflow the factory panel filter. Popular choices are K&N and Simota. Cold air intakes can made from a large diameter pipe ducted to the front or by fitting a bonnet scoop.
Exhaust System 2 1/4" or (2 1/2 for 2L V6)
Mandrel Bent system is best but is a more expensive option than press bent. If going press bent, increasing pipe size to 2 1/2 is an option, but a mandrel bent 2 1/4" system is optimal for road driven cars.
Headers 4-2-1 or 4-1 Style
Generally both of type will give improvements accross the rev range.
Rechiped factory ECU
Available for 1G owners only.
STAGE TWO
63mm Throttle Body
The stock 60mm throttle can be bored to 63 very easily and gives very good gains
Fuel Pressure Regulator (optional)
To compensate for larger amount of air available, you will need to at least increase fuel pressure slightly.
ECU
A programmable aftermarket ECU will get the most out of the modifications done so far, and will be required if you want to go further still.
Injector Upgrade
By now your injectors will probably be operating well beyond the 80% duty cycle so its time to upgrade them something larger. GSR-T 390cc injectors re a good choice and can be had 2nd for cheap. Best done at the same time as the ECU upgrade.
STAGE THREE
Exhaust system 2.5"
To get the most out of the next stage you will need to free up the exhaust even more. This may result in a reduction in low rpm performance, but by now your probably going racing and gains up top will be worth it.
Increase Compression Ratio 12:1
Required to get the most out of the camshafts.
Camshafts
JUN or RPW offer racing camshafts. Two types are available to suit race or rally. Regrinds are also an option if on a tight budget.
Pistons and Rods
Lightweight pistons and rods will potentially allow higher RPM. Not much off the shelf, so they will have to be custom made.
Crankshaft
Knife edging, and fine balancing all the moving components will reduce parasitic losses and increase reliability at sustained high RPM
Basic Guide parts of doing a 1.8 Hybrid.
(sourced from mivec.co.nz)
Block
4g93 DOHC turbo block has oil squirter's for the pistons, all other 4g93 DOHC/SOHC don't but all will fit the 4g92 mivec head.
Crankshaft
4G93
Rods
4G93
Pistons
4G92 MIVEC, 4G92 SOHC/DOHC, 4G93 SOCH/DOCH or custom to suit desired compression ratio
Headgasket
Head gasket is 4G9x from .5mm (standard gen2 mivec) to 1.5mm(fibre/carbon fron gen1 and GSR)
A 2mm copper/custom gasket is needed to bring CR down to 11.0:1 in a 4G93 with 4G92 mivec pistons.
4G93 crank + 4G93 rods + stock piston - 4G93 block height = 0mm
4G93 crank + 4G93 rods + MIVEC piston - 4G93 block height = +1mm
There are high compression 4G93 pistons in a GDI that may work but they maybe 12:1 already.
Cambelt
4G94 159 tooth is perfect
Gearbox
Factory 4G92 Mivec Gearbox
Clutch & Flywheel: Factory 4G92 Mivec
ECU
Minimum is a piggyback but a full aftermarket recommended for optimum performance.
Injectors
390cc (from GSR Turbo)
*Notes
Nothing from 4G6X fits other than the spring shims in the head and injectors. Gaskets and fuel rail etc have different bore spacing and sizes.
A hybrid turbo will be a GSR bottom end with mivec head and longer belt, so much simplier than building a NA.
Engine
1.6L 4 cyclinder DOHC 16-valve MIVEC
Model
4G92 (Gen. 1)
Capacity
1597cc
Bore
81mm
Stroke
77.5 mm
Compression Ratio
11:1
Valve Timing
Intake :
Open (BTDC) 17' (primary cam) / 47.5' (secondary cam)
Close (ABDC) 31' (primary cam) / 72.5' (secondary cam)
Exhaust :
Open (BBDC) 41' (primary cam) / 70' (secondary cam)
Close (ATDC) 11' (primary cam) / 35' (secondary cam)
Cam Spec
Intake :
duration : 228' / lift : 7.58mm (primary cam) 285' / 10.41mm (secondary cam)
Exhaust :
duration : 232' / 8.24mm (primary cam) 300' / 9.83mm (secondary cam)
Maximum Power
175ps @ 7500rpm
Maximum Torque
17.0kg/m @ 7000rpm
Fuel System
Multi-point Fuel Injection
Spark Plug Type
NGK BKR7EX-11 (BKR6EX-11 mostly for city driving)
Spark Plug Gap
1.1 mm
TRANSMISSION
Manual 5-speed
Gear Ratio:
1..........3.083
2..........1.947
3..........1.285
4..........0.939
5..........0.756
R..........3.083
FDR......4.592
======================================================
MIVEC not working??
(source from mivec.co.nz)
Low oil pressure
This is usually due to low oil level so first thing to check is your oil. Its a good idea for cars 'dependent' on oil pressure to be fitted with an Oil Pressure gauge. If the Oil pressure drops a lot whem the mivec engages its probably due to mechanical failure in the head. Check for lose/broken camshaft caps or worn camshaft tray. Low oil pressure is usually simply due to engine wear. Running a heavier grade oil (like 20W-50) may give some improvement but most of the time you will need to have your engine rebuilt.
Engine not upto temperature
It is normal for the MIVEC not to engage when the engine is cold. This can also mean that if you have a faulty thermostat your engine never gets warm enough for the MIVEC to operate. Make sure your temperature guage reads about midscale during normal operating conditions. The temperature sensor the ECU uses is not the same as the one for the gauge, so a faulty sensor can also lead to MIVEC not operating.
Stuck or blown solenoid valve
Apply 12V to the terminals and ensure the valve operates (audible click) You can remove the MIVEC Solenoid (MD models have two) valve quite easily and give it a clean in suitable parts washer. Run parts washer thru the valve with it open and closed to ensure its working properly and that its gets well cleaned.
ECU faults
This could either be due to poor power supply (worn out capacitors) or blown driver ICs. Either case requires the ECU to be serviced by a professional. Its recommended to have the capacitors replaced BEFORE you notice a problem or as part of normal servicing at the 10 year old birthday. (1G models are particularly susceptible). By the time a problem presents, there may already be permanent damage to the ECU.
Sensor Faults
Dirty connectors, frayed/broken wires, or failed sensors can prevent the ecu engaging mivec but generally this will also cause other drivability problems.. Its always good practice to get a diagnostic done to help rule out sensor failure.
Mivec Engine Modification - Staying Normally Aspirated
(sourced from mivec.co.nz)
These are in order that will typically give you best 'bang for the buck' as you go and get progressively more expensive. Generally you shouldn't start mods in the next stage until you'd done everything in the stage before.
STAGE ONE
Free Flowing Rear Muffler box
The brand is not important but a good design is not overly 'loud' while still providing good flow. I good trick is to use a 2 1/2 in/out muffler box
Pod Filter with Improved Cold Air Intake
Brand is not that important as any pod filter will outflow the factory panel filter. Popular choices are K&N and Simota. Cold air intakes can made from a large diameter pipe ducted to the front or by fitting a bonnet scoop.
Exhaust System 2 1/4" or (2 1/2 for 2L V6)
Mandrel Bent system is best but is a more expensive option than press bent. If going press bent, increasing pipe size to 2 1/2 is an option, but a mandrel bent 2 1/4" system is optimal for road driven cars.
Headers 4-2-1 or 4-1 Style
Generally both of type will give improvements accross the rev range.
Rechiped factory ECU
Available for 1G owners only.
STAGE TWO
63mm Throttle Body
The stock 60mm throttle can be bored to 63 very easily and gives very good gains
Fuel Pressure Regulator (optional)
To compensate for larger amount of air available, you will need to at least increase fuel pressure slightly.
ECU
A programmable aftermarket ECU will get the most out of the modifications done so far, and will be required if you want to go further still.
Injector Upgrade
By now your injectors will probably be operating well beyond the 80% duty cycle so its time to upgrade them something larger. GSR-T 390cc injectors re a good choice and can be had 2nd for cheap. Best done at the same time as the ECU upgrade.
STAGE THREE
Exhaust system 2.5"
To get the most out of the next stage you will need to free up the exhaust even more. This may result in a reduction in low rpm performance, but by now your probably going racing and gains up top will be worth it.
Increase Compression Ratio 12:1
Required to get the most out of the camshafts.
Camshafts
JUN or RPW offer racing camshafts. Two types are available to suit race or rally. Regrinds are also an option if on a tight budget.
Pistons and Rods
Lightweight pistons and rods will potentially allow higher RPM. Not much off the shelf, so they will have to be custom made.
Crankshaft
Knife edging, and fine balancing all the moving components will reduce parasitic losses and increase reliability at sustained high RPM
Basic Guide parts of doing a 1.8 Hybrid.
(sourced from mivec.co.nz)
Block
4g93 DOHC turbo block has oil squirter's for the pistons, all other 4g93 DOHC/SOHC don't but all will fit the 4g92 mivec head.
Crankshaft
4G93
Rods
4G93
Pistons
4G92 MIVEC, 4G92 SOHC/DOHC, 4G93 SOCH/DOCH or custom to suit desired compression ratio
Headgasket
Head gasket is 4G9x from .5mm (standard gen2 mivec) to 1.5mm(fibre/carbon fron gen1 and GSR)
A 2mm copper/custom gasket is needed to bring CR down to 11.0:1 in a 4G93 with 4G92 mivec pistons.
4G93 crank + 4G93 rods + stock piston - 4G93 block height = 0mm
4G93 crank + 4G93 rods + MIVEC piston - 4G93 block height = +1mm
There are high compression 4G93 pistons in a GDI that may work but they maybe 12:1 already.
Cambelt
4G94 159 tooth is perfect
Gearbox
Factory 4G92 Mivec Gearbox
Clutch & Flywheel: Factory 4G92 Mivec
ECU
Minimum is a piggyback but a full aftermarket recommended for optimum performance.
Injectors
390cc (from GSR Turbo)
*Notes
Nothing from 4G6X fits other than the spring shims in the head and injectors. Gaskets and fuel rail etc have different bore spacing and sizes.
A hybrid turbo will be a GSR bottom end with mivec head and longer belt, so much simplier than building a NA.
Honda & Vtec....part2
B18 Series
B18C (Type R)
VTEC
Found in:
JDM Honda Integra Type R
Power: 200 hp (150 kW) @ 8000 rpm
Rev-limit: 8,900 rpm
VTEC engagement@5,800 rpm
137 ft·lbf (186 N·m) @ 6200 rpm
Transmission Type: 5-speed standard with LSD
Displacement: 1,797 cc (109.7 cu in)
Compression:y 11.1:1
Bore: 81 mm (3.189 in)
Stroke: 87.2 mm (3.433 in)
Rod Length: 137.9 mm (5.429 in)
Rod/Stroke Ratio: 1.58
Transmission: J4D (96specR w/ LSD)N3E (98specR w/LSD)
B18C1
VTEC
Found in:
1994-2001 Acura Integra GS-R (DC2)
Redline: 8000 rpm (limiter @ 8200 rpm)
Power: 170 hp (127 kW) @ 7600 rpm & 128 ft·lbf (173 N·m) @ 6200 rpm
Transmission: s80
B18C2
VTEC
Found in:
1994-1999 Honda Integra VTi-R
AUDM Spec 1993-1999 Honda Integra VTi-R
Displacement: 1,797 cc (109.7 cu in)
Compression: 10.6:1
Power: 168 hp (125 kW) @ 7600 rpm
Torque: 128 ft·lbf (175 N·m) @ 6200 rpm
Redline: 8200 rpm
Fuel Cut: 8300 rpm
Transmission: Y80 (No LSD) 5-Speed Manual Transaxle
0-100 km/h : <7.3 seconds
B18C3
VTEC
Found in:
1995-1998 Acura Integra Type R
Power: 193 PS/189 hp (141 kW) @ 8200 rpm & 127 ft·lbf/172 N·m @ 7500 rpm
B18C4
VTEC
Found in:
1996-2000 UK Civic 1.8i VTi 5-door Hatch (MB6)
1996-2000 UK Civic Aerodeck 1.8i VTi 5-door Wagon (MC2)
1998-1999 EU Civic Aerodeck 1.8i VTi 5-door Wagon (MC2)
1998-1999 EU Civic 1.8i VTi 5-door Hatch (MB6)
Displacement: 1,797 cc (109.7 cu in)
VTEC engagement@4,400 rpm
IAB open@5,750 rpm
Compression: 10.0:1
Power: 169 hp (124 kW) @ 7600 rpm & 117 ft·lbf (158 N·m) @ 6200 rpm
Limit: 8,100 rpm
Transmission: S9B w/Torsen LSD.
0/100 km/h : 8.3 seconds (8.8 Aerodeck)
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: 1,797 cc (109.7 cu in)
Compression: 10.6:1
Bore: 81 mm (3.189 in)
Stroke: 87.2 mm (3.433 in)
Rod Length: 137.9 mm (5.429 in)
Rod/Stroke Ratio: 1.58
Power: 195 hp (145 kW) @ 8200 rpm & 130 ft·lbf (180 N·m) @ 7500 rpm
Transmission: S80 w/LSD
Vtec engagement @ 6,000 rpm
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: 1,797 cc (109.7 cu in)
Compression: 11.1:1
Air intake diameter: 62 mm (2.4 in)
Bore: 81 mm (3.189 in)
Stroke: 87.2 mm (3.433 in)
Rod Length: 137.9 mm (5.429 in)
Rod/Stroke Ratio: 1.58
Power: 190 PS/140 kW @ 7900 rpm & 131 ft·lbf/178 N·m @ 7300 rpm
Redline: 8400 rpm
Rev limiter: 8700 rpm
Vtec engagement: 5700 rpm
Transmission: S80 w/LSD
B18C7
VTEC
Found in:
1996- Honda Integra Type R (Australia)
Power: 193 PS/189 hp (141 kW) @ 8200 rpm & 127 ft·lbf/172 N·m @ 7500 rpm
B20 Series
B20B
1996-1998 specs
NON-VTEC
Found in: USDM and JDM Honda CR-V, Honda Orthia
Displacement: 1,973 cc (120.4 cu in)
Power: 126 hp (94 kW)) @ 5400 rpm
Torque: 131 ft·lbf (178 N·m) @ 4300 rpm
Rod length: 137 mm (5.4 in)
Compression: 8.8:1
Bore: 84 mm (3.3 in)
Stroke: 89 mm (3.5 in)
Redline: 6300 rpm
B20B / B20Z
1999 - 2001 specs
NON-VTEC
Found in: USDM CRV as a B20Z, JDM Honda CR-V and Honda Orthia as a B20B
Displacement: 1,973 cc (120.4 cu in)
Power: 146 hp (109 kW)) @ 5400 rpm
Torque: 133 ft·lbf (180 N·m) @ 4300 rpm
Rod length: 137 mm (5.394 in)
Compression: 9.6:1
Bore: 84 mm (3.3 in)
Stroke: 89 mm (3.5 in)
Redline: 6300 rpm
B18C (Type R)
VTEC
Found in:
JDM Honda Integra Type R
Power: 200 hp (150 kW) @ 8000 rpm
Rev-limit: 8,900 rpm
VTEC engagement@5,800 rpm
137 ft·lbf (186 N·m) @ 6200 rpm
Transmission Type: 5-speed standard with LSD
Displacement: 1,797 cc (109.7 cu in)
Compression:y 11.1:1
Bore: 81 mm (3.189 in)
Stroke: 87.2 mm (3.433 in)
Rod Length: 137.9 mm (5.429 in)
Rod/Stroke Ratio: 1.58
Transmission: J4D (96specR w/ LSD)N3E (98specR w/LSD)
B18C1
VTEC
Found in:
1994-2001 Acura Integra GS-R (DC2)
Redline: 8000 rpm (limiter @ 8200 rpm)
Power: 170 hp (127 kW) @ 7600 rpm & 128 ft·lbf (173 N·m) @ 6200 rpm
Transmission: s80
B18C2
VTEC
Found in:
1994-1999 Honda Integra VTi-R
AUDM Spec 1993-1999 Honda Integra VTi-R
Displacement: 1,797 cc (109.7 cu in)
Compression: 10.6:1
Power: 168 hp (125 kW) @ 7600 rpm
Torque: 128 ft·lbf (175 N·m) @ 6200 rpm
Redline: 8200 rpm
Fuel Cut: 8300 rpm
Transmission: Y80 (No LSD) 5-Speed Manual Transaxle
0-100 km/h : <7.3 seconds
B18C3
VTEC
Found in:
1995-1998 Acura Integra Type R
Power: 193 PS/189 hp (141 kW) @ 8200 rpm & 127 ft·lbf/172 N·m @ 7500 rpm
B18C4
VTEC
Found in:
1996-2000 UK Civic 1.8i VTi 5-door Hatch (MB6)
1996-2000 UK Civic Aerodeck 1.8i VTi 5-door Wagon (MC2)
1998-1999 EU Civic Aerodeck 1.8i VTi 5-door Wagon (MC2)
1998-1999 EU Civic 1.8i VTi 5-door Hatch (MB6)
Displacement: 1,797 cc (109.7 cu in)
VTEC engagement@4,400 rpm
IAB open@5,750 rpm
Compression: 10.0:1
Power: 169 hp (124 kW) @ 7600 rpm & 117 ft·lbf (158 N·m) @ 6200 rpm
Limit: 8,100 rpm
Transmission: S9B w/Torsen LSD.
0/100 km/h : 8.3 seconds (8.8 Aerodeck)
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: 1,797 cc (109.7 cu in)
Compression: 10.6:1
Bore: 81 mm (3.189 in)
Stroke: 87.2 mm (3.433 in)
Rod Length: 137.9 mm (5.429 in)
Rod/Stroke Ratio: 1.58
Power: 195 hp (145 kW) @ 8200 rpm & 130 ft·lbf (180 N·m) @ 7500 rpm
Transmission: S80 w/LSD
Vtec engagement @ 6,000 rpm
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: 1,797 cc (109.7 cu in)
Compression: 11.1:1
Air intake diameter: 62 mm (2.4 in)
Bore: 81 mm (3.189 in)
Stroke: 87.2 mm (3.433 in)
Rod Length: 137.9 mm (5.429 in)
Rod/Stroke Ratio: 1.58
Power: 190 PS/140 kW @ 7900 rpm & 131 ft·lbf/178 N·m @ 7300 rpm
Redline: 8400 rpm
Rev limiter: 8700 rpm
Vtec engagement: 5700 rpm
Transmission: S80 w/LSD
B18C7
VTEC
Found in:
1996- Honda Integra Type R (Australia)
Power: 193 PS/189 hp (141 kW) @ 8200 rpm & 127 ft·lbf/172 N·m @ 7500 rpm
B20 Series
B20B
1996-1998 specs
NON-VTEC
Found in: USDM and JDM Honda CR-V, Honda Orthia
Displacement: 1,973 cc (120.4 cu in)
Power: 126 hp (94 kW)) @ 5400 rpm
Torque: 131 ft·lbf (178 N·m) @ 4300 rpm
Rod length: 137 mm (5.4 in)
Compression: 8.8:1
Bore: 84 mm (3.3 in)
Stroke: 89 mm (3.5 in)
Redline: 6300 rpm
B20B / B20Z
1999 - 2001 specs
NON-VTEC
Found in: USDM CRV as a B20Z, JDM Honda CR-V and Honda Orthia as a B20B
Displacement: 1,973 cc (120.4 cu in)
Power: 146 hp (109 kW)) @ 5400 rpm
Torque: 133 ft·lbf (180 N·m) @ 4300 rpm
Rod length: 137 mm (5.394 in)
Compression: 9.6:1
Bore: 84 mm (3.3 in)
Stroke: 89 mm (3.5 in)
Redline: 6300 rpm
Honda & Vtec....part1
B16A Series
B16A
Note: All JDM B16A engines are stamped ‘B16A’ (with no number after the “A” to identify version).
VTEC
Found in:
1988-1991 JDM Honda Integra RSi/XSi (DA6/DA8)
1988-1991 JDM Honda CRX SiR (EF8)
1988-1991 JDM Honda Civic SiR (EF9)
Displacement: 1,595 cc (97.3 cu in) 1.6 liter
Compression: 10.2:1
Rod/stroke ratio: 1.74
Power: 158 hp (118 kW) @ 7600 rpm & 111 ft·lbf (150 N·m) @ 7000 rpm
Transmission: S1/J1/Y1
Redline: 8200 rpm
1992-1996 JDM Honda CR-X del Sol SiR (EG2)
1992-2000 JDM Honda Civic SiRII (EG6/EG9/EK4)
Displacement: 1,595 cc (97.3 cu in)
Compression: 10.4:1
Power: 170 hp (130 kW) @ 7800 rpm & 116 ft·lbf (157 N·m) @ 7300 rpm
Valve Lift: IN 10.7 mm (0.42 in), EX 9.4 mm (0.37 in)
Inlet Valve Diamter: 33 by 2 millimetres (1.3 in × 0.079 in)
Transmission: S4C/Y21 (Some with LSD)
Redline: 8200 rpm
B16A1
VTEC
Found in:
1990-1991 EDM Honda CRX 1.6i-VT (EE8)
1990-1991 EDM Honda Civic 1.6i-VT (EE9)
Displacement: 1,595 cc (97.3 cu in) 1.6 liter
Bore×Stroke: 81.0×77.4 mm (3.19×3.05 in)
Compression: 10.2:1
Power: 150 hp (110 kW) @ 7600 rpm
Torque: 111 ft·lbf (150 N·m) @ 7000 rpm
Redline: 8200 rpm
Transmission: y2
B16A2
VTEC
Found in:
1992-2000 Honda Civic EDM VTi (EG6/EG9 & EK4)
1992-1997 Honda Civic del Sol EDM VTi (EG)
1999-2000 Honda Civic USDM Si (EM1)
1999-2000 Honda Civic CAN SIR EJ
Displacement: 1,595 cc (97.3 cu in)
Bore×Stroke: 81.0×77.4 mm (3.19×3.05 in)
Compression: 10.2:1
Power: 160 hp (118 kW) @ 7600 rpm & 111 ft·lbf (151 N·m) @ 7000 rpm
Transmission: Y21 or S4C
B16A3
VTEC
Found in:
1994-1995 Del Sol VTEC
Displacement 1,595 cc (97.3 cu in)
Power (bhp@rpm): 160 hp (120 kW) @ 7,600 rpm & 118 ft·lbf (160 N·m) @ 7,500 rpm
Transmission: Y21
B16A4
VTEC
Found in:
1996-2000 Honda Civic SiRII (Asian version) (EK4)
Displacement: 1,595 cc (97.3 cu in)
Compression: 10.4:1
Power: 170 hp (127 kW) @ 7800 rpm & 116 ft·lbf (157 N·m) @ 7300 rpm
Redline: 8200 rpm
Transmission: Y21
B16A6
VTEC
Found in:
1996-2000 Honda Civic - Middle East & South Africa VTEC (EK)
Displacement: 1,595 cc (97.3 cu in)
Compression: 10.2:1
Power: 158 hp (118 kW) @ 7600 rpm & 111 ft·lbf (151 N·m) @ 7000 rpm
Transmission: S4C
B16B Type R
VTEC
Found in:
1997-2000 JDM Civic Type R[EK9]
Displacement: 1,595 cc (97.3 cu in)
Compression: 10.8:1
Bore: 81 mm (3.2 in)
Stroke: 77.4 mm
Rod/Stroke ratio: 1.84:1
Rod Length: 142.42 mm (5.607 in)
Power: 185 hp (134 kW) @ 8200 rpm & 110 ft·lbf (155 Nm) @ 7500 rpm
Redline: 8500 rpm
Transmission: S4C With LSD
Vtec engagement @ 5,800 rpm
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’
B16A
Note: All JDM B16A engines are stamped ‘B16A’ (with no number after the “A” to identify version).
VTEC
Found in:
1988-1991 JDM Honda Integra RSi/XSi (DA6/DA8)
1988-1991 JDM Honda CRX SiR (EF8)
1988-1991 JDM Honda Civic SiR (EF9)
Displacement: 1,595 cc (97.3 cu in) 1.6 liter
Compression: 10.2:1
Rod/stroke ratio: 1.74
Power: 158 hp (118 kW) @ 7600 rpm & 111 ft·lbf (150 N·m) @ 7000 rpm
Transmission: S1/J1/Y1
Redline: 8200 rpm
1992-1996 JDM Honda CR-X del Sol SiR (EG2)
1992-2000 JDM Honda Civic SiRII (EG6/EG9/EK4)
Displacement: 1,595 cc (97.3 cu in)
Compression: 10.4:1
Power: 170 hp (130 kW) @ 7800 rpm & 116 ft·lbf (157 N·m) @ 7300 rpm
Valve Lift: IN 10.7 mm (0.42 in), EX 9.4 mm (0.37 in)
Inlet Valve Diamter: 33 by 2 millimetres (1.3 in × 0.079 in)
Transmission: S4C/Y21 (Some with LSD)
Redline: 8200 rpm
B16A1
VTEC
Found in:
1990-1991 EDM Honda CRX 1.6i-VT (EE8)
1990-1991 EDM Honda Civic 1.6i-VT (EE9)
Displacement: 1,595 cc (97.3 cu in) 1.6 liter
Bore×Stroke: 81.0×77.4 mm (3.19×3.05 in)
Compression: 10.2:1
Power: 150 hp (110 kW) @ 7600 rpm
Torque: 111 ft·lbf (150 N·m) @ 7000 rpm
Redline: 8200 rpm
Transmission: y2
B16A2
VTEC
Found in:
1992-2000 Honda Civic EDM VTi (EG6/EG9 & EK4)
1992-1997 Honda Civic del Sol EDM VTi (EG)
1999-2000 Honda Civic USDM Si (EM1)
1999-2000 Honda Civic CAN SIR EJ
Displacement: 1,595 cc (97.3 cu in)
Bore×Stroke: 81.0×77.4 mm (3.19×3.05 in)
Compression: 10.2:1
Power: 160 hp (118 kW) @ 7600 rpm & 111 ft·lbf (151 N·m) @ 7000 rpm
Transmission: Y21 or S4C
B16A3
VTEC
Found in:
1994-1995 Del Sol VTEC
Displacement 1,595 cc (97.3 cu in)
Power (bhp@rpm): 160 hp (120 kW) @ 7,600 rpm & 118 ft·lbf (160 N·m) @ 7,500 rpm
Transmission: Y21
B16A4
VTEC
Found in:
1996-2000 Honda Civic SiRII (Asian version) (EK4)
Displacement: 1,595 cc (97.3 cu in)
Compression: 10.4:1
Power: 170 hp (127 kW) @ 7800 rpm & 116 ft·lbf (157 N·m) @ 7300 rpm
Redline: 8200 rpm
Transmission: Y21
B16A6
VTEC
Found in:
1996-2000 Honda Civic - Middle East & South Africa VTEC (EK)
Displacement: 1,595 cc (97.3 cu in)
Compression: 10.2:1
Power: 158 hp (118 kW) @ 7600 rpm & 111 ft·lbf (151 N·m) @ 7000 rpm
Transmission: S4C
B16B Type R
VTEC
Found in:
1997-2000 JDM Civic Type R[EK9]
Displacement: 1,595 cc (97.3 cu in)
Compression: 10.8:1
Bore: 81 mm (3.2 in)
Stroke: 77.4 mm
Rod/Stroke ratio: 1.84:1
Rod Length: 142.42 mm (5.607 in)
Power: 185 hp (134 kW) @ 8200 rpm & 110 ft·lbf (155 Nm) @ 7500 rpm
Redline: 8500 rpm
Transmission: S4C With LSD
Vtec engagement @ 5,800 rpm
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’
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