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Showing posts with label b-series. Show all posts
Showing posts with label b-series. Show all posts

B18 Series

Posted by vtek on Friday, March 26, 2010 , under , | comments (0)
















B18A

The B18A is not considered part of the modern B-series family. This engine shares many characteristics with the B20A/B21 See Honda B20A engine.

* Non-VTEC
* Found in:
o 1986-1989 Accord Aerodeck LXR-S/LX-S (Japan)
o 1986-1989 Accord EXL-S/EX-S (Japan)
o 1986-1989 Vigor MXL-S (Japan)
+ Displacement: 1,834 cc (111.9 cu in)
+ Compression: 9.4:1
+ Bore: 81 mm (3.2 in)
+ Stroke: 89 mm (3.5 in)
+ Dual Keihin Carbs
+ Power: 100 hp (75 kW) @ 6100 rpm & 128 lb·ft (174 N·m) @ 4700 rpm
+ Transmission: A2N5, E2N5

B18A1

* NON -VTEC
* Found in: 1990-1993 Acura Integra usdm "RS/LS/GS" (DA9, DB1)
+ Displacement: 1,834 cc (111.9 cu in)
+ Compression: 9.2:1
+ Bore: 81 mm (3.2 in)
+ Stroke: 89 mm (3.5 in)
+ Rod Length: 137.01 mm (5.394")
+ Rod/Stroke Ratio: 1.54
+ Redline: 6500 rpm
+ Rev Limiter: 7200
+ Programmed fuel injection
+ Power: 90-91 Only: 130 bhp (97 kW) @ 6000 rpm & 121 ft·lbf (164 N·m) @ 5000 rpm
+ Power: 92-93 Only: 140 bhp (100 kW) @ 6300 rpm & 126 ft·lbf (171 N·m) @ 5000 rpm
+ Transmission: 90-91: A1,S1, cable
+ Transmission: 92-93: YS1, cable

B18B1

* NON-VTEC
* Found in: 1994-2001 Acura Integra "RS/LS/GS/SE" (DC4/DB7)
+ Displacement: 1,834 cc (111.9 cu in)
+ Compression: 9.2:1
+ Bore: 81 mm (3.2 in)
+ Stroke: 89 mm (3.5 in)
+ Rod Length: 137.01 mm (5.394")
+ Rod/Stroke Ratio: 1.54
+ Power: 142 hp (106 kW) @ 6300 rpm & 127 ft·lbf (172 N·m) @ 5200 rpm
+ Redline: 6800 rpm
+ Rev Limit: 7200 rpm
+ Transmission: Y80/S80

B18B4
* NON-VTEC
* Found in: 1996-2000 Honda Ballade 180i
+ Displacement: 1,834 cc (111.9 cu in)
+ Compression: 9.2:1
+ Bore: 81 mm (3.2 in)
+ Stroke: 89 mm (3.5 in)
+ Rod Length: 137.01 mm (5.394 in)
+ Rod/Stroke Ratio: 1.54
+ Power:
+ Redline: 7200 rpm
# 142 hp (106 kW) @ 7000 rpm & 127 ft·lbf (172 N·m) @ 5200 rpm
+ Transmission: Y80/4254245

JDM B18C

SPEC R

* VTEC
* Found in:
o 95-00 JDM Honda Integra Type R DC2
o 95-00 JDM Honda Integra Type R DB8
+ Rev-limit: 8600 rpm
+ Power: 200 PS (147 kW; 197 hp) @ 8000 rpm & 17.5 kg·m (172 N·m; 127 ft·lbf) @ 7500rpm (96 spec) 18.5kgm @ 6200 rpm (98 spec)
+ Transmission: S80 with Helical LSD
+ S80 spec: J4D (96specR & 4.4 final drive), N3E (98specR & 4.785 final drive)
+ Displacement: 1,797 cc (109.7 cu in)
+ Compression: 11.1:1
+ Bore: 81 mm (3.2 in)
+ Stroke: 87.2 mm (3.4 in)
+ Rod Length: 137.9 mm (5.4 in)
+ Rod/Stroke Ratio: 1.58
+ VTEC Engagement @ 5800 rpm
+ ECU code: P73-003 (96specR) P73-013 (98specR)

(Source: BMI Vol.1 Type R Legend)

SiR/GSR

* VTEC
* Found in:
o 93-95 JDM Honda Integra Si (DB8, DC2)
o 95-98 JDM Honda Integra SiR/SiR II (DB8, DC2)
o 98-99 JDM Honda Integra SiR-G (DB8, DC2)
+ Identification: Black valve cover with dual runner intake manifold
+ Rev-limit: 8000 rpm
+ Power: 132.39 kW (180 PS; 178 bhp) @ 7200 rpm & 128 ft·lbf (174 N·m) @ 6200 rpm
+ Displacement: 1,797 cc (109.7 cu in)
+ Compression: 10.6:1
+ Bore: 81 mm (3.2 in)
+ Stroke: 87.2 mm (3.4 in)
+ ECU code: P72

Highlights of B18C Spec R compared to standard B18C GSR

1. Camshaft - Wide-angled, high-lift, high-durability camshaft
2. Exhaust Valve Spring - High-lift, dual-layered spring
3. Spark plug - High-heat-type #7 platinum plug
4. Engine Stiffener - Aluminum die-cast, high-durability, one-piece type
5. Crankshaft - Full-counterweight, 8-weight, high-output, custom crankshaft
6. Connecting Rod - Custom TypeR rod, high-durability, lightened
7. Pistons - High-compression, low-friction, custom pistons
8. Inlet Valves - Lightened inlet valves
9. Intake Manifold - Custom tuning, single-port type.
10. Throttle Body - 62 mm (2.4 in) wide-mouth throttle body.
11. Inlet Valve Springs - High-lift, flat-surfaced, dual-layered spring
12. Port Buffing done by hand
13. Fastening of Connecting Rod done with micrometer
14. All stainless steel headers

B18C1

* VTEC
* Found in:
o 1994-2001 USDM Integra GS-R (DC2/DB8)
+ Displacement: 1,797 cc (109.7 cu in)
+ Compression: 10.0:1
+ Bore: 81 mm (3.2 in)
+ Stroke: 87.2 mm (3.4 in)
+ Rod Length: 137.9 mm (5.4 in)
+ Rod/Stroke Ratio: 1.58
+ Power: 170 hp (127 kW) @ 7600 rpm
+ Torque: 128 lb·ft (174 N·m) @ 6200 rpm
+ Redline: 8100 rpm (Fuel cut-off @ 8200 rpm)
+ VTEC Engagement @ 4400 rpm
+ Transmission: Y80(No LSD) 5-Speed Manual Transaxle

B18C2

* VTEC
* Found in:
o 1994-1999 Honda Integra VTi-R
o AUDM Spec 1993-1999 Honda Integra VTi-R
+ Displacement: 1,797 cc (109.7 cu in)
+ Compression: 10:1
+ Power: 168 hp (125 kW) @ 7600 rpm
+ Torque: 128 lb·ft (174 N·m) @ 6200 rpm
+ Redline: 8200 rpm
+ Fuel Cut: 8300 rpm
+ Transmission: Y80(No LSD) 5-Speed Manual Transaxle

B18C3

* VTEC
* Found in:
o 1995-1998 Honda Integra Type R
* Power: 193 PS (142 kW; 190 hp) @ 8200 rpm & 127 lb·ft (172 N·m) @ 7500 rp

B18C4

* VTEC
* Found in:
o 1996-2000 UK Civic 1.8i VTi 5-door Hatch (MB6)
o 1996-2000 UK Civic 1.8i VTi-S (Limited Edition) 5-door Hatch (MB6)
o 1996-2000 UK Civic Aerodeck 1.8i VTi 5-door Wagon (MC2)
o 1998-1999 EU Civic Aerodeck 1.8i VTi 5-door Wagon (MC2)
o 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 (126 kW) @ 7600 rpm & 117 lb·ft (159 N·m) @ 6200 rpm
* Limit: 8,100 rpm
* Transmission: S9B w/Torsen LSD.
* 0/100 km/h : 7.9 seconds (8.5 Aerodeck)

B18C5

* VTEC
* Found in: USDM DC2 Acura Integra Type-R (Integra Type-R)
o 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 (3.2 in)
* Stroke: 87.2 mm (3.4 in)
* Rod Length: 137.9 mm (5.4 in)
* Rod/Stroke Ratio: 1.58
* Power: 195 hp (145 kW) @ 8000 rpm & 130 ft·lbf (180 N·m) @ 7300 rpm
* Redline: 8400 rpm (Fuel cut-off @ 8500 rpm)
* VTEC Engagement @ 6000 rpm
* Transmission: S80 w/LSD

B18C6

* VTEC
* Found in:
o 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 (3.2 in)
* Stroke: 87.2 mm (3.4 in)
* Rod Length: 137.9 mm (5.4 in)
* Rod/Stroke Ratio: 1.58
* Power: 190 PS (140 kW; 187 hp) @ 7900 rpm & 131 lb·ft (178 N·m) @ 7300 rpm
* Redline: 8400 rpm
* Rev-limiter: 8700 rpm
* Vtec engagement: 5700 rpm
* Transmission: S80 w/LSD

B18C7

* VTEC
* Found in:
o 1999 - 2001 Honda Integra Type R (Australia)
* Power: 193 PS (142 kW; 190 hp) @ 8200 rpm & 127 lb·ft (172 N·m) @ 7500 rpm

source : wikipedia.com

VTEC Controllers

Posted by vtek on Monday, October 5, 2009 , under , , , | comments (0)



A few people have asked what VTEC controllers are, and how they affect the engine. A VTEC controller is basically just a RPM activated switch that connects to the VTEC control valve and switches cams at a pre-determined engine speed, rather than letting the ECU figure things out. I have reverse engineered a commercial VTEC controller to see how one works, and found that they also look at the oil pressure and water temperature sensors like the ECU normally does, so that the cams are not switched if something is wrong. I have heard of people using an off the shaft rpm switch as a VTEC controller.

VTEC controllers are useful if the engine has been modified, and the ECU switches cams too early/too late, and for certain engines where Honda has got the cam switch point wrong. The only example of this that I know is the VTEC prelude, which has a huge jump in the torque curve because the cams are switched too late. Rumour has it that Honda did this deliberately to get a good EPA gas mileage, but there definitely are benefits from getting the prelude to switch cams earlier.

With the stock B16 engine this is little to be gained from changing the cam switch point - the ECU does a much better job than a VTEC controller because it can compare the torque curves of each cam and switch where they overlap. If you need a VTEC controller then it will be evident from a jump (up or down) in the torque curve when the cams switch. This may be difficult to judge even from a dyno because the cams should switch at different speeds with different engine loads, but a dyno print out would be the way to check.