TheB-series are a family of inline four-cylinder DOHC automotive engines introduced byHonda in 1988. Sold concurrently with theD-series which were primarily SOHC engines designed for more economical applications, the B-series were a performance option featuring dual overhead cams along with the first application of Honda'sVTEC system (available in some models), high-pressure die cast aluminum block, cast-in quadruple-Siamese iron liners.[1]
To identify a Honda B-series engine, the letter B is normally followed by two numbers to designate the displacement of the engine, another letter, and in US-spec engines, another number. The Japanese spec-engines are normally designated with a four character alphanumeric designation.[2] The B-series, the B20B variant in particular, is not to be confused with the earlierHonda B20A engine introduced in 1985 and primarily available in the Prelude and Accord-derived vehicles from 1985 to 1991. While sharing some design elements and both being multivalve Honda four-cylinders, the B-series and B20A differ substantially in architecture, enough to be considered distinct engine families.[3]
They were made in 1.6 L (1,595 cc), 1.7 L (1,678 cc), 1.8 L (1,797 cc), 1.8 L (1,834 cc), and 2.0 litres (1,973 cc) variants, with and without VTEC (Variable valve Timing and Electronic lift Control). Later models have minor upgrades including modifications to the intake valves and ports and piston tops, along with individual cylinder oil injectors (B18C models). They produce between 126 hp (94 kW; 128 PS) and 190 hp (142 kW; 193 PS), with some models capable of aredline over 8500 RPM.[4]
Although it has many variations, the basic design differs very little among the B-Series. There are actually two short blocks which are used for the entire series. The distinction between them was the cylinder block deck height. The one used for B16 and B17 engines (except for B16B) has a deck height of 203.9 mm (8.03 in) while the short block used for B16B, B18 and B20 engines has a deck height of 212 mm (8.3 in).[5]
The Honda B16 has appeared in six different forms over the years. The Honda B-series was replaced by theK-series in Civic, Integra, Odyssey, and CR-V applications.
Note: This engine uses the same block as the Integra Type R, which is taller than the B16A block, but with a crank the same stroke as the B16A. It uses longer rods to accommodate for this, which is why the Rod/Stroke ratio is higher than a standard B16. It is basically a ‘Destroked B18C Type R engine’[7][8]
1992–1993Integra GS-R (USDM/Canadian market VTEC Model VIN DB2)
Displacement: 1.7 L; 102.4 cu in (1,678 cc)
Bore x Stroke: 81 mm × 81.4 mm (3.19 in × 3.20 in)
Rod/Stroke Ratio: 1.63
Rod Length: 132.28 mm (5.208 in)
Compression: 9.7:1
VTEC engagement: 5750 RPM
Power: 160 bhp (119 kW; 162 PS) at 7600 RPM & 117 lb⋅ft (159 N⋅m) at 7000 RPM
Redline: 8000 RPM
Fuel Cutoff: 8250 RPM
First DOHC VTEC B series to be marketed in North America as export only. Not available in Japan.[10]
Came equipped with the YS1 cable transmission, which was different from other cable B-series YS1 transmissions as it has a different input shaft and a shorter final drive.
The original Japanese B18A is not considered to be part of the modern B-series family, although it shares its dimensions with the later B18A1. This engine shares many characteristics with the B20A/B21 SeeHonda B20A engine.
Found in: USDMCR-V as a B20Z2,CR-V and Honda Orthia as a B20B
Displacement: 2.0 L; 120.4 cu in (1,973 cc)
Power: 148–150 hp (110–112 kW; 150–152 PS) at 6200 RPM
Torque: 140 lb⋅ft (190 N⋅m) at 5500 RPM
Rod length: 137 mm (5.4 in)
Compression: 9.4:1 (P8R)-9.6:1 (P75)
Bore x Stroke: 84 mm × 89 mm (3.31 in × 3.50 in)
Redline: 6800 RPM
Some came with limited production head P8R which had 33mm intake valves (normally found on VTEC B-series) vs 31mm intake (non VTEC B series), and the head had an 84mm shrouding vs 81mm for all other B series heads. They also had a thinner head gasket which yielded a higher compression ratio vs the normal B20B of 9.2:1.
Some came with limited production head P8R which had 33mm intake valves (normally found on VTEC B-series) vs 31mm intake (non VTEC B series), and the head had an 84mm shrouding vs 81mm for all other B series heads.
The B20A3 and B20A5 are the predecessor to the B family. All B-series engines were based from the B20A, but most engine components are not compatible. For more information, refer to the F3-series Honda race car that used a B20A engine. Also seeHonda B20A engine.
.jpg)
