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Honda 引擎系列

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发表于 2009-7-13 05:52 PM |只看该作者 |倒序浏览

Honda B engine

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The B-series Honda Outline (I4) DOHC(Dual Overhead Cam) engines are popular automotive engines from the modern series of Honda engines. From the factory they produce between 126 horsepower (94 kW) to around 200 horsepower (150 kW), with even some models having a redline over 8,900 rpm. 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, along with individual cylinder oil injectors (b18c_ models).

Contents [hide]
1 B16
1.1 B16A
1.2 B16A1
1.3 B16A2
1.4 B16A3
1.5 B16A4
1.6 B16A6
1.7 B16B (Type R)
2 B17
2.1 B17A1
3 B18
3.1 B18A
3.2 B18A1
3.3 B18B1
3.4 B18B3
3.5 B18B4
3.6 B18C (Type R)
3.7 B18C1
3.8 B18C2
3.9 B18C3
3.10 B18C4
3.11 B18C5
3.12 B18C6
3.13 B18C7
4 B20
4.1 B20B
4.2 B20B / B20Z
5 B20A/B21A
6 B Series Transmissions
6.1 J1/S1
6.2 Y1
6.3 YS1
6.4 S80
6.5 S80/Y80
6.6 Y21/Y80/S80/S4C
7 See also
8 External links

[edit] B16

[edit] 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
Bore: 81.0 mm (3.2 in)
Rod/stroke ratio: 1.745
Power: 118 kW (160 PS; 158 bhp) @ 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: 130 kW (177 PS; 174 bhp) @ 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

[edit] 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: 110 kW (150 PS; 148 bhp) @ 7600 rpm
Torque: 111 ft·lbf (150 N·m) @ 7000 rpm
Redline: 8200 rpm
Transmission: y2

[edit] 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 (EM1)
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 bhp @ 7600 rpm & 118 ft·lbf (151 N·m) @ 7000 rpm
Transmission: Y21 or S4C
Redline...8,000 RPM
Rev Limit...8,450 RPM
VTEC Engagement...5,500 RPM
Forged CrankShaft Standard

[edit] B16A3
VTEC
Found in:
1994-1995 Del Sol VTEC
Displacement 1,595 cc (97.3 cu in)
Power: 118 kW (160 PS; 158 bhp) @ 7,600 rpm & 118 ft·lbf (160 N·m) @ 7,500 rpm
Redline: 8,200 RPM
Transmission: Y21

[edit] B16A4
VTEC
Found in:
1996-2000 Civic Si-RII (JDM version) (EK4)
Displacement: 1,595 cc (97.3 cu in)
Compression: 10.4:1
Power: 130 kW (177 PS; 174 bhp) @ 7800 rpm & 111 ft·lbf (150 N·m) @ 7300 rpm
Redline: 8000 rpm
Transmission: Y21

[edit] 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: 118 kW (160 PS; 158 bhp)

[edit] 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: 134 kW (182 PS; 180 bhp) @ 8200 rpm & 110 ft·lbf (155 Nm) @ 7500 rpm
Redline: 8400 rpm
Rev-limit: 9000 rpm
Transmission: Y80/S80 With LSD
Vtec engagement @ 5800 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'

[edit] B17

[edit] B17A1
VTEC
Found in:
1992-1993 Integra GS-R (DB2)
Displacement: 1,678 cc (102.4 cu in)
Bore: 81 mm (3.189 in)
Stroke: 81.4 mm (3.205 in)
Rod/Stroke Ratio: 1.63
Rod Length: 132.28 mm (5.208 in)
Compression: 9.7:1
Power: 160 hp (120 kW) @ 7600 rpm & 118 ft·lbf (159 N·m) @ 7000 rpm
Came equipped with the YS-1 style cable trans, which was different than other cable B-series transmissions as it has a different input shaft.

[ 本帖最后由 3-SGTE 于 2009-7-13 06:44 PM 编辑 ]

Honda , 引擎

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K Series

Honda K engine

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uestion_book-new.svg]

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A cylinder head from a Honda K20Z3. Components of the i-VTEC system can be seen.

The Honda K series engine is a four-cylinder four-stroke engine. The K series engines are equipped with DOHC valvetrains and use roller rockers to reduce friction. The engines use a coil-on-plug, distributorless ignition system with a coil for each spark plug. This system eliminates the need for spark plug wires and distributor as well as the problems associated with them. It also allows the ECU to precisely control the ignition timing based on various sensor inputs. The cylinders have cast iron sleeves similar to the B-series engines, as opposed to the FRM cylinders found in the H-series.
Two versions of Honda's i-VTEC system can be found on K series engines; variable timing control (VTC) can be found on the intake cam of both versions. The VTEC system on engines like the K20A3 only operate on the intake cam; at low RPM only one intake valve is fully opened, the other opening just slightly to create a swirl effect in the combustion chamber for improved fuel atomization. At high RPM, both intake valves open fully to improve engine breathing. In engines such as the K20A2 found in the Acura RSX Type-S, the VTEC system operates on both the intake and exhaust valves, allowing both to benefit from multiple cam profiles.

[edit] K Series
[edit] K20
[edit] K20AThe 2.0L (1998 cc) K20 engines have 86 mm (3.39 in) bore and 86 mm (3.39 in) stroke. The 2.2L (2157 cc) version has 87.0 mm (3.43 in) bore & 90.7 mm (3.57 in) stroke.

Found in:
- Honda Civic Mugen RR Advanced Concept
  - Displacement: 2,157 cc (131.6 cu in)
  - Power: 260 PS (256 hp/191 kW) @ 8250 rpm
  - Torque: 137 N·m (101 lb·ft) @ 6750 rpm
- Honda Civic Mugen RR (Honda ABA-FD2)
  - Displacement: 1,998 cc (121.9 cu in)
  - Compression: 11.7:1
  - Power: 190 PS (187 hp/140 kW) @ 8400 rpm
  - Torque: 160 lb-ft @ 7000 rpm
  - Redline: 8400 rpm
- 2007- Honda Civic Type-R (FD2)
  - Displacement: 1,998 cc (121.9 cu in)
  - Compression: 11.7:1
  - Power: 222 bhp (225 PS, 165 kW) @ 8000 rpm
  - Torque: 159 ft·lbf (215 N·m) @ 6100 rpm
  - Redline: 8600 rpm
- 2001-2006 Honda Civic Type-R (EP3)
  - Displacement: 1,998 cc (121.9 cu in)
  - Compression: 11.5:1
  - Power: 212 bhp (208 PS, 148 kW) @ 8000 rpm
  - Torque: 149 ft·lbf (202 N·m) @ 7000 rpm
  - Redline: 8600 rpm
- 2001-2007 Honda Integra Type-R (DC5)
  - Displacement: 1,998 cc (121.9 cu in)
  - Compression: 11.5:1
  - Power: 220 bhp (200 PS, 132 kW) @ 8000 rpm
  - Torque: 152 ft·lbf (206 N·m) @ 7000 rpm
  - Redline: 8600 rpm
  - I-VTEC Engagement: 6200 rpm
- 2001-2007 Honda Integra Type-S (DC5)
  - Displacement: 1,998 cc (121.9 cu in)
  - Compression: 9.8:1
  - Power: 120 bhp (130 kW) @ 6500 rpm
  - Torque: 142 ft·lbf (206 N·m) @ 4000 rpm
  - Redline: 6800 rpm
  - I-VTEC Engagement: 6000 rpm
- 2003-2007 Honda Accord Euro-R
  - Displacement: 1,998 cc (121.9 cu in)
  - Compression: 11.5:1
  - Power: 217 bhp (202 PS, 142 kW) @ 8000 rpm
  - Torque: 152 f·lbf (206 N·m) @ 7000 rpm
  - Redline: 8800 rpm

[edit] K20A2

Found in:
- 2002-2004 Acura RSX Type-S and 2002-2005 Honda Civic Type R (EP3, European)
  - Displacement: 1,998 cc (121.9 cu in)
  - Compression: 11.0:1
  - Power: 175 ps/201 hp (148 kW) @ 7400 rpm
  - Torque: 146 ft·lbf (193N·m) @ 5600 rpm
  - Redline: 7900 rpm
  - I-VTEC engagement: 5800 rpm

[edit] K20A3

Found In
- 2002-2005 Honda Civic Si (EP3)
- 2002-2005 Honda Civic Sir (EP3)(Canadian version of US Civic Si)
- 2002-2005 Acura RSX
  - Displacement: 1,998 cc (121.9 cu in)
  - Compression: 9.8:1
  - Power: 160hp(120 kW) @ 6500 rpm(SAE net J1349 Rev 8/04)
  - Torque: 142 lb·ft (193 N·m)* (191 N·m) @ 4000 rpm(SAE net J1349 Rev 8/04)
  - Redline: 6800 rpm

[edit] K20A4

Found in:
- 2003-2005 Honda Accord (UC1)
- 2006-2008 Honda Accord (UC3)
- 2001-2007 Honda CR-V (RD5)
- 2000-2003 Honda Stream (RN1)
- 2004-2007 Honda Stream (RN3)

[edit] K20A6

Found in:
- 2003-2005 Honda Accord (European)
  - Displacement: 1,998 cc (121.9 cu in)

[ 本帖最后由 3-SGTE 于 2009-7-13 05:57 PM 编辑 ]

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发表于 2009-7-13 05:53 PM |只看该作者

[edit] K20Z1

Found in:
- 2005-2006 Acura RSX-S
  - Displacement: 1,998 cc (121.9 cu in)
  - Compression: 11.0:1
  - Power: 210 hp (154 kW) @ 7800 rpm (SAE net J1349 Rev 8/04)
  - Torque: 143 ft·lb (194 Nm) @ 7000 rpm (SAE net J1349 Rev 8/04)
  - Redline: 8300 rpm
  - i-VTEC Engagement Window:5800 rpm

[edit] K20Z2

Found in:
- 2006- Acura CSX (Canada)
  - Displacement: 1,998 cc (121.9 cu in)
  - Compression: 9.6:1
  - Power: 155 hp (114 kW) @ 6000 rpm (SAE net J1349 Rev 8/04)
  - Torque: 139 ft·lbf (188 N·m) @ 4500 rpm / 188 N·m @ 4200 rpm (Singapore)
  - Redline: 6800 rpm
- 2006- Honda Civic (JDM)
  - Displacement: 1,998 cc (121.9 cu in)
  - Compression: 9.6:1
  - Power: 155 hp (114 kW) @ 6000 rpm
  - Torque: 139 ft·lbf (188 N·m) @ 4500 rpm
  - Redline: 6800 rpm
- 2006- Honda Accord(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

[edit] K20Z3This inline-4 cylinder internal combustion engine is found in the US market Honda Civic Si (2006+) & Canadian market Acura CSX Type-S. It has an aluminum block with an aluminum head, and a bore and stroke of 86 mm x 86 mm, resulting in a 2.0 Liter displacement.

Found in:
- 2006-2009 Honda Civic Si (FG2 - Coupe & FA5 - Sedan), 2007 Acura CSX Type-S
  - Displacement : 1,998 cc (121.9 cu in)
  - Compression : 11.0:1
  - Power: 197 bhp (147 kW) @ 7800 rpm (sae NET Rev 8/04)
  - Torque: 139 ft·lbf (189 N·m) @ 6200 rpm (sae NET Rev 8/04)
  - Redline: 8000 rpm
  - Fuel Cutoff: 8300 rpm
  - i-VTEC Engagement Window:5800 rpm

[edit] K20Z4This inline-4 cylinder internal combustion engine is found in the redesigned Honda Civic Type-R (FN2). It has an aluminium block with an aluminium head, and a bore and stroke of 86 mm x 86 mm, resulting in a 1,998 cc (121.9 cu in) displacement.

Found in:
- 2007 Honda Civic Type-R (FN2) (Europe Market)
  - Displacement : 1,998 cc (121.9 cu in)
  - Compression : 11.7:1
  - Power: 198 bhp (201 PS, 148 kW) @ 7800 rpm
  - Torque: 142 ft·lbf (193 N·m) @ 5600 rpm
  - Redline: 8200 rpm
  - i-VTEC Engagement: 5,400 rpm

[edit] K23
[edit] K23A1

Turbocharged
Found in:
- 2007/2008 Acura RDX
  - Displacement: 2,300 cc (140.4 cu in) [1]
  - Compression: 8.8:1 [2]
  - Power: 240 hp (179 kW) @ 6000 rpm (SAE net)
  - Torque: 260 lb·ft (353 N·m) @ 4500 rpm (SAE net)
  - Redline: 6800 rpm [3]
  - Bore: 86 mm
  - Stroke: 99 mm

[edit] K24

K24A4

[edit] K24A1

Found in:
- 2002-2006 Honda CR-V
  - Displacement: 2,354 cc (143.6 cu in)
  - Bore and Stroke: 87 mm x 99 mm (3.43x3.90 inches)
  - Compression: 9.6:1
  - Power: 160 hp (120 kW) @ 6000 rpm
  - Torque: 162 ft·lbf (220 N·m) @ 5200 rpm
  - Redline: 6500 rpm

[edit] K24A2

Found in:
- 2004-2008 Acura TSX, JDM CL9 Accord Type-S, RB1 Odyssey Absolute
  - Displacement: 2,354 cc (143.6 cu in)
  - Bore and Stroke: 87 mm x 99 mm (3.43x3.90 inches)
  - Compression: 10.5:1
  - Power: 200 hp (147 kW) @ 6800 rpm (2004-2005)
  - Power: 205 hp (150 kW) @ 6800 rpm (2006-2007) *SAE Net Rev 8/04
  - Torque: 166 ft·lbf (225 N·m) @ 4500 rpm (2004-2005)
  - Torque: 164 ft·lbf (222 N·m) @ 4500 rpm (2006-2007)*SAE Net Rev 8/04
  - VTEC Engagement: 6000 rpm
  - Redline:
    - Automatic 7100 rpm
    - Sequential Sportshift 7300 rpm (7100 rpm U.S.)
    - Manual 7600 rpm (7100 rpm U.S.)

[edit] K24A3

Found in:
- 2003-2007 Honda Accord (Europe(EDM)) and Japan(JDM)) and 2003-2007 Honda Accord Euro CL9 (Australia)
  - Displacement: 2,354 cc (143.6 cu in)
  - Bore and Stroke: 87 mm x 99 mm (3.43 x 3.90 inches)
  - Compression: 10.5:1
  - Power: 189 hp (140 kW) @ 6800 rpm
  - Torque: 164.5 ft·lbf (223 N·m) @ 4500 rpm
  - VTEC Engagement: 6000 rpm
  - Redline: 7400 rpm

[edit] K24A4

Found in:
- 2003-2005 Honda Accord, 2003-2006 Honda Element
  - Displacement: 2,354 cc (143.6 cu in)
  - Bore and Stroke: 87 mm x 99 mm (3.43 x 3.90 inches)
  - Compression: 9.7:1
  - Power: 160 hp (119 kW) @ 5500 rpm (166 hp in 2007/2008)
  - Torque: 161 ft·lbf (218 N·m) @ 4500 rpm (@4000 rpmin 2007/2008)
  - Redline: 6800 rpm

[edit] K24A8

Found in:
- 2006-2007 Honda Accord
  - Displacement: 2,354 cc (143.6 cu in)
  - Bore and Stroke: 87 mm x 99 mm (3.43 x 3.90 inches)
  - Compression: 9.7:1
  - Power: 166 hp (124 kW) @ 6000 rpm
  - Torque: 160 lb·ft (217 N·m) @ 4000 rpm
  - Redline: 6500 rpm
- 2007-2008 Honda Element
  - Displacement: 2,354 cc (143.6 cu in)
  - Bore and Stroke: 87 mm x 99 mm (3.43 x 3.90 inches)
  - Compression: 9.7:1
  - Power: 166 hp @ 5800 rpm
  - Torque: 161 lb·ft (218 N·m) @ 4000 rpm
  - Redline: 6800 rpm

[edit] K24Z1

Found in:
- 2007- Honda CR-V (RE3, RE4)
  - Displacement: 2,354 cc (143.6 cu in)
  - Bore and Stroke: 87 mm x 99 mm (3.43 x 3.90 inches)
  - Compression: 9.7:1
  - Power: 166 hp @ 5800 rpm
  - Torque: 161 ft·lbf @ 4200 rpm
  - Redline: 6500 rpm

[edit] K24Z2

Found in:
- 2008 Honda Accord LX/LX-P trim models
  - Displacement: 2,354 cc (143.6 cu in)
  - Bore and Stroke: 87 mm x 99 mm (3.43 x 3.90 inches)
  - Compression: 10.5:1
  - Power: 177 @ 6500 rpm
  - Torque: 161 ft·lbf @ 4300 rpm
  - Redline: 6800 rpm

[edit] K24Z3

Found in:
- 2008 Honda Accord LX-S/EX/EX-L trim models
  - Displacement: 2,354 cc (143.6 cu in)
  - Bore and Stroke: 87 mm x 99 mm (3.43 x 3.90 inches)
  - Compression: 10.5:1
  - Power: 190 @ 7000 rpm
  - Torque: 162 ft·lbf @ 4400 rpm
  - Redline: 7100 rpm
Found in:
- 2009 Acura TSX
  - Displacement: 2,354 cc (143.6 cu in)
  - Bore and Stroke: 87 mm x 99 mm (3.43 x 3.90 inches)
  - Compression: 11.0:1
  - Power: 201 @ 7000 rpm
  - Torque: 172 ft·lbf (MT), 170 ft·lbf (AT) @ 4300 rpm
  - Redline: 7100 rpm

[ 本帖最后由 3-SGTE 于 2009-7-13 05:58 PM 编辑 ]

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发表于 2009-7-13 05:53 PM |只看该作者

Honda H engine

The Honda H engine was Honda's high-performance engine family from the 1990s and early 2000s. It is largely derived from the Honda F engine with which it shares many design features. Like Honda's other 4-cylinder families of the 80s and 90s, it was replaced by the Honda K engine. The primary applications of the H engine series were the fourth- and fifth-generation Honda Prelude, and the fifth- and sixth-generation Honda Accord. It has also enjoyed some success as a racing engine, forming the basis of Honda's Touring car racing engines for many years, and being installed in lightweight chassis (such as the Honda CRX) for use in drag racing. The F20B, though technically coded part of the F-series family of engines, was basically a destroked version of the H22A. It was developed for Honda to be able to enter into the 2-liter class in racing.

Contents [hide]
1 DOHC engines
1.1 H22A
1.2 H23A1
2 See also

[edit] DOHC engines

[edit] H22A
The H22A debuted in 1993 for use in the Honda Prelude VTEC as the H22A1. Versions of the H22A would be the Prelude's signature high-performance engine worldwide until the end of Prelude production in 2001. It was also used in the 1994–1997 Honda Accord SiR and 1998–2003 Honda Accord Euro-R in Japan and Accord Type-R in the UK and Europe (however different camshafts and a different intake manifold were used in the Euro R H22A). The H22A in the Prelude Type-S, CH6 Type-R and CL1 Euro-R came with the trademark red crinkle finish valve cover. It is known that Honda in accordance with Hondata and Mugen specially designed a H22A1 engined de-stroked to 2.0 liters, in order to meet standards for the Bonneville Flats race, this engine achieved an acclaimed top 1,743 wheel horsepower in a Dynojet, with nothing more than special methods of port and polish to the head, ports and insides of the engine, a more aggressive camshaft play with wider special cut intake inlets and exhaust outlets, along with 8 750cc injectors controlled by a Hondata computer, it also contained a GT60RR, with a .75 A/R, turbocharger set at 25psi, and a specialized intake manifold with an electronic throttle, all mods fumes going down a specially designed straight 5" side exit exhaust. Reports say that the build of the engine was an estimated $25,000 investment, and the engine needed no repairs, nor change of parts through all of it's competitions, something incredibly unusual for this type of competition were engines have to be verified and possibly rechecked after every race, it is one of only three cars to ever have achieved this in this competitions, the other being Hondata's Civic Si EK9, and J's Performance Civic SiR EG6.

Specifications"

Bore × Stroke: 87.0 mm × 90.70 mm (3.43 in × 3.57 in)
Displacement: 2,157 cc (131.6 cu in)
Valve Configuration: DOHC, 16 valves, VTEC
Type: In-line 4 cylinder, aluminum block and head
Compression ratio: 10.0–10.6:1 (North America); 10.6–11.0:1 (Japan)
Max power:
190 PS (187 hp/140 kW) @ 6,800 rpm & 152 ft·lbf (206 N·m) @ 5,500 rpm (BB4 Prelude VTEC, CD6 Accord);
200 PS (197 hp/147 kW) @ 7,000 rpm & 156 ft·lbf (212 N·m) @ 5,250 rpm (BB1/4/6 Prelude SiR's);
200 PS (197 hp/147 kW) @ 6,800 rpm & 161 ft·lbf (218 N·m) @ 5,500 rpm;
220 PS (217 hp/162 kW) @ 7,200 rpm & 163 ft·lbf (221 N·m) @ 6,500 rpm (Accord Euro-R, 92+ Prelude Type-S & 97+ Prelude SiR SpecS);
H22A1 190 PS (187 hp/140 kW) @ 6,800 rpm & 158 ft·lbf (214 N·m) @ 5,500 rpm ('92-'96 USDM Prelude VTEC)
Redline: 7200/7600 rpm
Rev Cut: 7400/7800 rpm
Engine Control System: Honda Systems PGM-FI with port fuel injection
Valve Gear: Belt-driven dual overhead cams, 4 valves per cylinder, variable timing and lift
92-96 versions use closed-deck blocks with FRM liners while the 97-01 versions used open-deck blocks with FRM liners.
H22A2

Found in European 4th gen Prelude BB1 (VTEC) with "black tops" and 185 bhp (138 kW)
H22A4

The H22A4 is the designation of the engine used in the Base and Type-SH 97-01 Honda Prelude.
This engine was the only engine released in the US model Preludes, and these are designated with the "black and red tops". It produces 195 PS (192 hp/143 kW) in 97-98 or 200 PS (197 hp/147 kW) in 99-01 models.

H22A5

The H22A5 could be found in 1997-1999 European Prelude VTi with "black top" and only 185 bhp (138 kW)
H22A7

The H22A7 could be found in 98-02 European Accord Type-R with 212 bhp (158 kW) DIN.
H22A8

This motor was only released within the 2000-2001 European versions of the Prelude and can be designated with the "red tops" and 200 horsepower (150 kW)
H22Z1

This is identical to the H22A1 found in AUDM VTiR and VTiR ATTS, but with an alternatively stamped block. All post '99 Preludes
received this block. There is also speculation that power was increased to 149 kW (200 bhp) (from 147 kW (197 bhp)).

[edit] H23A1
The H23A1 was an increased-stroke, non-VTEC version of the H22a, designed for the North American, European and UK market 1992–1996 Honda Prelude Si. It shared the same Fiber Reinforced Metal (FRM) cylinder wall liners with the H22a.

Specifications

Bore × Stroke: 87.0 mm × 95.0 mm (3.43 in × 3.74 in)
Displacement: 2,258 cc (137.8 cu in)
Valve Configuration: DOHC, 16 valves
Type: In-line 4 cylinder, aluminum block and head
Compression ratio: 9.8:1
Max power: 160 hp (119 kW)
Max torque: 163ft·lbf (207 Nm)
Redline: 6500 rpm
Engine Control System: Honda Systems PGM-FI with port fuel injection
Valve Gear: belt-driven dual overhead cams, 4 valves per cylinder
There is also a DOHC VTEC version of the H23A, available in the CH9 Accord Wagon SiR in Japan which only is available with a automatic triptronic 7 position electronic control 4 speed automatic (S matics). It was also used in the CL2 Accord Wagon which has AWD. This engine came with a blue valve cover.

Specifications

Compression ratio: 10.6:1
Max output : 200 PS (197 hp/147 kW) @ 6800 rpm
Max torque : 220 N·m (160 ft·lbf) @ 5300 rpm
Redline: 7000 rpm

[ 本帖最后由 3-SGTE 于 2009-7-13 05:59 PM 编辑 ]

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A series

Honda A engine

Contents [hide]
1 History
2 Technology and advancement
3 Aftermarket
4 A-Series engines
4.1 A16A1
4.2 A18A
4.3 A20A
4.3.1 A20A1 & A20A2
4.3.2 A20A3 and A20A4
5 See also
6 External links

[edit] History
The Honda A-series engines succeeded the earlier EZ, ES, BS and ET engines in the Honda Accord and Prelude. Some of those engines were actually early A-series engines and parts between them may be cross-compatible[citation needed] There were several variations, ranging from the 1.6 liter A16A to the 2.0 liter A20A. All A-series engines have iron blocks with single overhead camshaft aluminum heads and are the last iron blocked engine produced by Honda. They came in both carbed and fuel injected configurations.

[edit] Technology and advancement
The A-series engines don't have VTEC system. Analysis of the head construction has showed that Honda was using valve geometry and technology several years ahead of their time.[citation needed] Also, the later model of the A20A3 and A20A4 benefitted from the addition of a dual-stage runner intake manifold design, 4-2-1 headers, and a more electronic form of the vacuum advanced distributor. The Programmed fuel injection engines were equipped with partial OBD-0 engine computers.

[edit] Aftermarket
The aftermarket for the Accord and Prelude A series engine has died out. Below is a list of some previous backers.

GUDE: Head package, Header, Cam Grind
DC SPORTS: Stainless Cat-back, 4-2-1 Header
PAECO: Full Engine Build, Header
S&S: 4-1 Header
PACESETTER: 4-2-1 Header
HOTBITS: 4-2-1 Header
LIGHTSPEED: 4-2-1 Header
MOSSELMAN: Log Turbo Manifold
Most upgrades and modifications to the A-series engines are of the DIY variety, with one of the more popular being a turbo set-up. Because of their closed-deck iron block design, they're especially well-suited for handling boost. Although some company's still produce Performance parts for the 86-89 Accord.

Weapon-R: Intake for the LX-i
PaceSetter: Header and Exhaust system
NOLOGY: Sparkplug Wires
Ground Control: Coilover Sleeves
Sprint: Lowering Springs
B+G: Lowering Springs
Eibach: Lowering Springs
H&R: Lowering Springs
Neuspeed: Lowering Springs
Addco: Sway bars
Clutch Masters: Performance Clutch
ACT: Performance Clutch
Unorthodox Racing: Performance Clutch
Extreme Dimensions: Body Kit
Kaminari: Body Kit
Xenon: Body Kit
Carbon EFX: CarbonFiber Hood
A VTEC version of the A-series engine was never produced, so swaps akin to an LS/VTEC or "mini-me" aren't doable because no VTEC head bolts to the A-series block. However there have been attempts to bolt DOHC heads to the A-Series which are not at all as easy as bolt and go. The holes are not perfectly aligned, nor do the cam and crank sprockets have the correct diameters.

[edit] A-Series engines

[edit] A16A1
The A16A1 was a carburated 1.6 liter engine used in 1986-1989 Accords in the non-USDM market. This engine was known as the EZ in 1984 and 1985, non-US Accords.

Specifications

Carbeurated
Displacement: 1,596 cc (97.4 cu in)
Bore: 80 mm (3.1 in)
Stroke: 79.5 mm (3.13 in)
Power:
88 hp (66 kW) @ 6000 rpm
91 ft·lbf (123 N·m) torque @ 3500 rpm

[edit] A18A
The A18A engine was the 1.8 liter engine found in 1984-1987 Honda Prelude in the US. Abroad, it was also available in the 1986-1989 Accords and Vigors. It was known as the ET1 in the 1984 and 1985 non-US Accords.

Specifications

Carburated
Displacement: 1,829 cc (111.6 cu in)
Bore: 80 mm (3.1 in)
Stroke: 91 mm (3.6 in)
Power:
110 hp (82 kW) @ 5800 rpm
112 ft·lbf (152 N·m) @ 3500 rpm

[edit] A20A
The A20A is probably the most plentiful of all the Honda A-series engines. It was available in both carbureted and PGM-FI versions. They were found in both Accords and Preludes throughout the 1980s.

[edit] A20A1 & A20A2
The A20A1 and A20A2 were the carbureted versions of the A20A engines. It was available in the 1984-1987 Honda Preludes as well as the 1982-1989 Accord DX and LX. They are the same engine, the only difference between them being that the A20A2 has no emissions components, so it has a slightly higher power output (hp and tq numbers for A20A1 only).

Specifications

Exhaust: 4-1 Cast Manifold
Induction: Carbureted 2bbl Keihin ( Feedback Carb )
Displacement: 1,955 cc (119.3 cu in)
Bore: 82.7 mm (3.26 in)
Stroke: 91 mm (3.6 in)
Power:
98 hp (73 kW)
109 ft·lbf (148 N·m) at 3500 rpm

[edit] A20A3 and A20A4
The A20A3 and A20A4 were the fuel injected versions of the A20A engines. They were run by Honda's PGM-FI system on a partial OBD-0 computer. Again, there is no real difference between the A20A3 and the A20A4 besides the A20A4 having a slightly higher power output because of not having emissions components (hp and tq numbers for A20A3 only). The A20A3 was offered in the 1984-1987 Honda Prelude 2.0Si, the 1989 Honda Accord SE-i, and the 1986-1989 Honda Accord LX-i.

Specifications

PGM-FI
Displacement: 1,955 cc (119.3 cu in)
Bore:82.7 mm (3.26 in)
Stroke:91 mm (3.6 in)
Power:
1986-1987: 110 hp (82 kW) @ 5500 rpm & 114 ft·lbf (155 N·m) @ 4500 rpm
1988-1989: 120 hp (89 kW) @ 5500 rpm & 122 ft·lbf (165 N·m) @ 4000 rpm (12 valve)

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Honda C engineFrom Wikipedia, the free encyclopedia
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Honda C30A

Honda's first V6 engines are members of a single family, the C-series. It is a 90° V6 design and is being phased out in favor of the newer 60° J-series.

Contents[hide]

8 See also

[edit] C20AThe SOHC C20A is a 2.0 L version, producing 145 hp (108 kW). This was the first Honda V6 engine.
Applications; non-North America:

1985 Honda Legend

The C20AT was a turbocharged version, producing 190 hp (140 kW).
Applications; non-North America:

1989 Honda Legend
- - NOTE: Honda made a "Wing-Turbo" Legend marketed under the Honda name and was only available in the Japanese Domestic Market. The turbo was used on C20AT engines and are extremely rare. The turbocharger used was a Variable Geometry turbo that Honda developed. The turbo used aerofoil style flappers all around the turbine housing. These "Wings", as Honda called them, were controlled by vacuum and by the Legend's ECU and they were constantly adjusted. Basically, at low speeds the wings would be nearly closed to speed and direct exhaust pressure precisely on the turbine wheel. At cruise speeds, the wings would be open and it would act like a much larger turbo to increase fuel economy. This car was really quick and really powerful, but the price premium over the standard Legend was too much for most so the car disappeared. This was one of the only production Hondas ever turbocharged from the factory, along with the new Acura RDX and the older Honda City's.

[edit] C25AThe SOHC C25A is a 2.5 L version, producing 165 hp (123 kW).
Applications; North America Only:

1986-1987 Acura Legend Sedan, 151 hp (113 kW)
1986-1988 Rover 825 Sedan, 151 hp (113 kW) UK and Europe (sold in US as STERLING)

[edit] C27AThe SOHC C27A is a 2.7 L version, producing 170 hp, (127 kW).
Applications; non-North America:

- 1987-1990 Honda Legend Coupe, 176 hp
- 1987-1990 Honda Legend Saloon, 176 hp

Applications; North America:

SOHC non-VTEC
- 1987 Acura Legend Coupe , 161 hp (120 kW)
- 1988-1990 Acura Legend, 161 hp (120 kW)
- 1995-1997 Honda Accord, 170 hp (128 kW) For this particular vehicle the engine was updated with a more efficient intake manifold.
- 1989-1991 Rover 827/Sterling/Vitesse, 177 hp (non catalyst)UK and Europe (sold in US as STERLING Brand)
- 1990-1991 Rover 827/Sterling/Vitesse, 168 hp (catalyst) UK and Europe (sold in US as STERLING Brand until 1991)
- 1991-1995 Rover 827/Sterling/Coupe, 168 hp UK and Europe

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[edit] C30AThe DOHC VTEC C30A is a 3.0 L version, producing 201 kW (270 bhp) and 285 N·m (210 ft·lbf) of torque. The engine was the first in the US to utilize Honda's proprietary VTEC variable-valve timing system, which adjusts cam lift and duration depending on engine RPM and throttle position. VTEC allows the C30A to produce a high maximum power level while maintaining a relatively flat torque curve.
The C30A also made use of titanium connecting rods, which was another first in a mass-production vehicle. The lightweight rods allowed a higher RPM to be achieved while maintaining the strength of traditional steel rods. The C30A block is an open-deck design made from an aluminum alloy with cylinders sleeved in ductile iron. The heads are a twenty-four valve, dual-overhead cam (DOHC) design and contain the VTEC mechanism, which is actuated by oil pressure. For maximum performance, the C30A uses a direct ignition system, with individual coils positioned directly over each cylinder spark plug.
Due to its DOHC layout and its lighweight rotating assembly, the C30A is capable of reliable high RPM operation. Factory redline is 8000RPM and balanced/blueprinted versions of the engine can easily reach 9000RPM with little to no reliability issues.
Due to its complexity, cost and use of exotic materials, the C30A was used exclusively on Honda's NSX supercar. For NSX's equipped with a 4-speed automatic transmission, Honda used a slightly less powerful version of the C30A, which utilized less aggressive cam timing and produced 252 bhp.
An advanced version of this engine exists (though not in a production form) that campaigned briefly in the 2004 Japanese SuperGT racing series (see All Japan Grand Touring Car Championship) by the factory-supported Team Honda Racing group in highly modified GT-spec NSXs. This engine has various upgrades and modifications by Mugen and is the first turbo-charged Honda engine used in the series (prior to 2003, the GT-spec NSXs used a highly advanced, naturally-aspirated variant of the C32B engine). Though the exact performance figures are kept secret, it is rumored to output more than 500 bhp.
Applications:

1991-1996 Honda NSX 5-Speed Manual Transmission
1991-2005 Honda NSX 4-Speed Automatic Transmission

[edit] C32AThe C32A is a 3.2 L version. The SOHC depending on model year, produces 200 and 230 hp (175 kW).
Applications; North America Only:

C32A1 - SOHC USDM - 200 hp (155 kW)
- 1991-1995 Acura Legend sedan
- 1991-1992 Acura Legend coupe
C32A6 - SOHC USDM - 200 hp (155 kW)
- 1996-1998 Acura 3.2TL
C32A5 - Also known as the "Type-II" - Uses a higher flowing intake manifold and slightly more aggressive camshaft - SOHC USDM - 230 hp (170 kW) at 206 ft·lbf (279 N·m)
- 1994-1995 Acura Legend GS sedan
- 1993-1995 Acura Legend LS and L coupe
- 1995-1998 Honda Inspire/Honda Sabre

[edit] C32BThe C32B is a highly tuned DOHC V6 used in the Honda NSX, which produces 290 hp (216 kW) and 224 lbf·ft (304 N·m). The engine is essentially an update to the C30A and does not share commonality with the C32A. Honda increased displacement to 3.2 L (~195 cu in) through the use of larger 92 mm (3.6 in) pistons over the 90 mm (3.5 in) used in the C30A. To accommodate the larger pistons, Honda used and advanced metallurgical technique on the cylinders called Fiber Reinforced Metal (FRM), in which an ultra lightweight alumina-carbon fiber is cast into the traditional aluminum alloy for enhanced rigidity. This process allowed thinner cylinder walls to be used while providing acceptable cooling characteristics. The C32B also used 32 mm (1.3 in) intake valves, which are 1 mm (0.04 in) larger than those in the C30A.
Applications:

1997-2005 Honda NSX 6-Speed Manual Transmission

[edit] C35AThe C35A is a SOHC and carries the largest displacement of the C series at 3.5 L (~214 cu in).
Applications:

C35A - SOHC - 210–225 hp (155–170 kW)
- 1996-2004 Acura 3.5RL (US/Canada)
- 1996-2004 Honda Legend (non-US/Canada)

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Honda D engineFrom Wikipedia, the free encyclopedia
Jump to: navigation, search

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This article does not cite any references or sources. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (September 2006)

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D16Y4 Engine

D16Z6 Engine Lightly Customized.

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JDM D15B VTEC Swap into US-market 1988 CRX DX (slightly modified).

The Honda D engine is a family of inline 4-cylinder engines used in a variety of compact Honda models, most commonly the Honda Civic, CRX, Logo, Stream, and first-generation Integra. Its displacement ranges between 1.2 and 1.7 liters and is available in SOHC and DOHC versions; with some SOHC models equipped with VTEC. Power range started from 62 hp (46 kW) to 130 hp (97 kW). The D-series was introduced in 1984 and ended production in 2005 with the introduction of the 8th generation Honda Civic.

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