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Honda Engine specs

Discussion in 'All Other Honda *NEW*' started by JDM lover, Nov 30, 2006.

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Do you think, the VTEC is overated?

  1. yes

    14.3%
  2. No

    85.7%
  1. JDM lover

    JDM lover Member

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    Just in case you wanted to know,,i did my research and here it is...so yeah..correct me if im wrong on some

    A18A1 1.8 12V SOHC Dual Sidedraft 1829 100hp@5500rpm 107tq@4000rpm '87 Prelude (USA)

    A20A1 2.0 12V SOHC 2bbl Carb 1955 98hp@5500rpm 109tq@3500rpm '87-'89 Accord DX/LX (USA)

    A20A3 2.0 12V SOHC PGM-FI 1955 110hp@5500rpm 114tq@4500rpm '87 Accord LX-i (USA)

    A20A3 2.0 12V SOHC PGM-FI 1955 120hp@5500rpm ?? '88-'89 Accord LX-i (USA)

    B16 1.6 16V DOHC VTEC PGM-FI 1595 158hp@7600rpm 112tq@7000rpm '90-'93 Integra XSi/RSi (JDM)

    B16A 1.6 16V DOHC VTEC PGM-FI 1595 160hp@7800rpm 111tq@7300rpm '89-'91 Civic SiR (JDM)

    B16A 1.6 16V DOHC VTEC PGM-FI 1595 170hp@7800rpm 116tq@7300rpm '92-'95 Civic (EUR)

    B16A1 1.6 16V DOHC VTEC PGM-FI 1595 160hp@7600rpm 111tq@5200rpm '90-'91 Civic SiR (JDM)
    '90-'91 CRX SiR (JDM)

    B16A2 1.6 16V DOHC VTEC PGM-FI 1595 160hp@7600rpm 111tq@7000rpm '99-'00 Civic Si (USA) >

    B16A3 1.6 16V DOHC VTEC PGM-FI 1595 160hp@7600rpm 111tq@7000rpm '93-'94 DelSol VTEC (USA)

    B16A4 1.6 16V DOHC VTEC PGM-FI 1595 170hp@7800rpm ?? '96-'00 Civic Si-RII (JDM)

    B16B 1.6 16V DOHC VTEC PGM-FI 1595 185hp@8200rpm 118tq@7500 '98-'01 Civic Type-R (JDM)

    B17A1 1.7 16V DOHC VTEC PGM-FI 1678 160hp@7600rpm 117tq@7000rpm '92-'93 Integra GS-R (USA)

    B18B 1.8 16V DOHC PGM-FI 1834 130hp@6000rpm 121tq@5000rpm '90-'91 Integra GS (USA)

    B18B1 1.8 16V DOHC PGM-FI 1834 140hp@6300rpm 121tq@5200rpm '92-'93 Integra GS (USA)

    B18B1 1.8 16V DOHC PGM-FI 1834 142hp@6300rpm 127tq@5200rpm '94-'00 Integra RS/LS/GS (USA)

    B18C 1.8 16V DOHC VTEC PGM-FI 1797 178hp@7600rpm 129@6200rpm '95-'97 Integra SiR (JDM)

    B18C1 1.8 16V DOHC VTEC PGM-FI 1797 170hp@7600rpm 128tq@6200rpm '94-'01 Integra GS-R

    B18C5 1.8 16V DOHC VTEC PGM-FI 1797 195hp@7800rpm 130tq@7600rpm '98-'01 Integra Type-R (JDM)

    B18C6 1.8 DOHC VTEC PGM-FI 1829 ?? ?? '96 Integra Type R

    B18C7 1.8 DOHC VTEC PGM-FI 1829 ?? ?? '96 Integra Type R

    B20A3 2.0 12V SOHC Dual Sidedraft 1955 100hp@5500rpm 107tq@4000rpm '88 - '89 Prelude
    '90 Prelude S

    B20A5 2.0 16V DOHC PGM-FI 1955 110hp@5500rpm 114tq@4500rpm '87 - '91 Prelude 2.0 Si

    B20B 2.0 16V DOHC PGM-FI 1997 126hp@5400rpm 133tq@4300rpm '97-'98 CR-V (USA)

    B20Z 2.0 16V DOHC VTEC PGM-FI 1997 146hp@6400rpm 143tq@4500rpm '98-'01 CR-V (USA)

    B21A1 2.1 16V DOHC PGM-FI 2056 140hp@5800rpm 135tq@3500rpm '90-'91 Prelude Si (USA)

    BS 2.0 12V SOHC 2bbl Carb 1955 98hp@5500rpm 110tq@3500rpm '86 Accord DX/LX (USA)

    BT 2.0 12V SOHC PGM-FI 1955 110hp@5500rpm 114tq@4500rpm '86 Accord LX-i (USA)
    '86 Prelude Si (USA)

    C27A4 2.7 24V SOHC PGM-FI 2675 ?? ?? '95 Accord V6

    C30A 3.0 24V DOHC VTEC PGM-FI 2977 265hp@6800rpm 224tq@5400rpm '02 NSX

    C30A 3.0 12V SOHC V6 PGM-FI ?? ?? ?? '90 - '95 Legend

    C32A 3.2 24V DOHC VTEC PGM-FI 3197 280hp@7300rpm 224tq@5400rpm '02 NSX

    D13A2 1.3 8V SOHC 2bbl Carb 1342 60hp@5500rpm 73tq@3500rpm '87 Civic/CRX 1.3 (USA)

    D15A2 1.5 8V SOHC 2bbl Carb 1488 76hp@6000rpm 84tq@3500rpm '87 Civic/CRX 1.5 (USA)

    D15A2 1.5 8V SOHC 2bbl Carb 1488 58hp@4500rpm 80tq@2500rpm '87 Civic/CRX HF (USA)

    D15A3 1.5 8V SOHC PGM-FI 1488 91hp@5500rpm 93tq@4500rpm '87 Civic/CRX Si (USA)

    D15B1 1.5 8V SOHC PGM-FI 1493 70hp@5500rpm 83tq@3000rpm '88-'?? Civic

    D15B2 1.5 16V SOHC PGM-FI 1493 92hp@6000rpm 89tq@4500rpm '88-'91 Civic DX/LX (USA)

    D15B6 1.5 8V SOHC PGM-FI 1493 62hp@4500rpm 83tq@3000rpm '88-'89 Civic/CRX HF (USA)

    D15B6 1.5 8V SOHC PGM-FI 1493 70hp@4500rpm 83tq@3000rpm '90-'91 Civic/CRX HF (USA)

    D15B7 1.5 16V SOHC PGM-FI 1493 102hp@5900rpm 98tq@5000rpm '92-'95 Civic DX/LX (USA)

    D15B8 1.5 8V SOHC PGM-FI 1493 70hp@4500rpm 83tq@3000rpm '92-'95 Civic CX (USA)

    D15Z1 1.5 16V SOHC VTEC-E PGM-FI 1493 92hp@5500rpm 97tq@4500rpm '92-'95 Civic VX (USA)

    D16A1 1.6 16V DOHC PGM-FI 1590 113hp@6250rpm 99tq@5500rpm '86-'89 Integra (USA)

    D16A3 1.6 16V DOHC PGM-FI 1590 118hp@6500rpm 103tq@5500rpm '88-'89 Integra (USA)

    D16A6 1.6 16V SOHC PGM-FI 1590 108hp@6000rpm 100tq@5000rpm '88-'91 Civic Si
    '88-'91 CRX Si

    D16A8/9 1.6 16V DOHC PGM-FI 1595 137hp@6800rpm 108tq@5700rpm '88-'91 Civic/CRX Si (JDM)
    '90-'93 Integra LS/RS (USA)

    D16Y5 1.6 16V SOHC VTEC-E PGM-FI 1590 115hp@6200rpm 104tq@5400rpm '96-'00 Civic HX (USA)

    D16Y7 1.6 16V SOHC PGM-FI 1590 106hp@6200rpm 103tq@4600rpm '96-'00 Civic CX/DX/LX (USA)

    D16Y8 1.6 16V SOHC VTEC-II PGM-FI 1590 127hp@6600rpm 107tq@5500rpm '96-'00 Civic EX (USA)

    D16Z6 1.6 16V SOHC VTEC PGM-FI 1590 125hp@6600rpm 106tq@5200rpm '92 - '95 Civic EX/Si (USA)
    '93-'95 Del Sol Si (USA)

    D17A1 1.7 16V SOHC PGM-FI 1668 115hp@6100rpm 110tq@4500rpm '01-'02 Civic DX/LX (USA)

    D17A2 1.7 16V SOHC VTEC-II PGM-FI 1668 127hp@6300rpm 114tq@4800rpm '01-'02 Civic EX (USA)

    EB1 1.2 8V SOHC 2bbl Carb 1170 50hp@5000rpm 59tq@3000rpm '73 Civic (USA)

    EB2 1.2 8V SOHC 2bbl Carb 1237 63hp@5000rpm 77tq@3000rpm '74-79 Civic (USA)

    EB3 1.2 8V SOHC 2bbl Carb 1237 63hp@5000rpm 77tq@3000rpm '78-79 Civic (USA)

    ED1 1.5 8V SOHC CVCC 3bbl Carb 1487 52hp@5000rpm 68tq@3000rpm '75 Civic CVCC (USA)

    ED3 1.5 8V SOHC CVCC 3bbl Carb 1487 52hp@5000rpm 68tq@3000rpm '75 Civic Wagon (USA)
    '76-79 Civic CVCC

    ED4 1.5 8V SOHC CVCC 3bbl Carb 1487 52hp@5000rpm 68tq@3000rpm '76-'79 Civic Wagon (USA)

    EF1 1.6 8V SOHC 3bbl Carb 1600 68hp@5000rpm 85tq@3000rpm '76-'78 Accord (USA)

    EJ1 1.3 8V SOHC 3bbl Carb 1335 68hp@5000rpm 77tq@3000rpm '80 Civic (USA)

    EJ1 1.3 8V SOHC 3bbl Carb 1335 60hp@5500rpm 68tq@4000rpm '81-'83 Civic (USA)

    EK1 (2V) 1.8 8V SOHC 3bbl Carb 1751 72hp@4500rpm 94tq@3000rpm '79-'81 Accord (USA)
    '79-'91 Prelude (USA)

    EK1 (4V) 1.8 8V SOHC 3bbl Carb 1751 75hp@4500rpm 96tq@3000rpm '82-'83
    Accord (USA)
    '82 Prelude (USA)

    EM1 1.5 8V SOHC CVCC 3bbl Carb 1487 52hp@5000rpm 68tq@3000rpm '80 Civic (USA)

    EM1 1.5 8V SOHC CVCC 3bbl Carb 1487 63hp@5000rpm 77tq@3000rpm '81-'83 Civic (USA)

    ES1 1.8 12V SOHC Dual Sidedraft 1829 100hp@5500rpm 104tq@4000rpm '83-'84 Prelude (USA)

    ES2 1.8 12V SOHC 3bbl Carb 1829 86hp@5800rpm 99tq@3500rpm '84 - '85 Accord (USA)

    ES3 1.8 12V SOHC PGM-FI 1829 101hp@5800rpm 108tq@2500rpm '85 Accord SE-i (USA)

    ET2 1.8 12V SOHC Dual Sidedraft 1829 100@5500rpm 104@4000rpm '85 - '86 Prelude (USA)

    EV1 1.3 8V SOHC 3bbl Carb 1342 60hp@5500rpm 73tq@3500rpm '84-'86 Civic (USA)
    '84-'86 CRX (USA)

    EW1 1.5 8V SOHC 3bbl Carb 1488 76hp@6000rpm 84tq@3500rpm '84-'86 Civic (USA)
    '84-'85 Civic/CRX HF (USA)

    EW1 1.5 8V SOHC 3bbl Carb 1488 58hp@4500rpm 80tq@2500rpm '86 CRX HF (USA)

    EW1 1.5 8V SOHC 3bbl Carb 1488 70hp@6000rpm 84tq@3500rpm '86 Civic (USA)

    EW3 1.5 8V SOHC PGM-FI 1488 91hp@5500rpm 93tq@4500rpm '85 Civic/CRX Si (USA)

    EW4 1.5 8V SOHC PGM-FI 1488 91hp@5500rpm 93tq@4500rpm '86 Civic/CRX Si (USA)

    F20A 2.0 16V DOHC PGM-FI 1955 150hp@6100rpm 137tq@5000rpm '90-'93 Accord Si (JDM)

    F20A4 2.0 SOHC PGM-FI 1955 ?? ?? '94 Prelude

    F20B 2.0 16V DOHC VTEC PGM-FI 1955 149 kW ?? '90-'93 Accord Si-R (JDM)

    F20C 2.0 16V DOHC VTEC PGM-FI 1997 240hp@8300rpm 153tq@7500rpm '00-
    '02 S2000

    F22 2.2 16V DOHC PGM-FI 2156 160hp@6000rpm 148tq@5000rpm '92-'96 Prelude Si (USA)

    F22A1 2.2 SOHC PGM-FI 2156 125hp@5200rpm 137tq@4000rpm '90-'93 Accord (USA)

    F22A1 2.2 SOHC PGM-FI 2156 135hp@5200rpm 142tq@4000rpm '92-'96 Prelude S (USA)

    F22A2 2.2 SOHC VTEC PGM-FI 2156 108 kW ?? '94-'97 Accord EX

    F22A4 2.2 16V SOHC PGM-FI 2156 130hp@5200rpm 140tq@4000rpm '90-'91
    Accord EX (USA)

    F22A6 2.2 16V SOHC PGM-FI 2156 140hp@5600rpm 142tq@5200rpm '91 Accord SE (USA)
    '92 Accord EX-R (JDM)
    '93 Accord EX/SE (USA)

    F22B1 2.2 16V DOHC PGM-FI 2156 145hp@5500rpm 147tq@4500rpm '94-'95 Accord EX (USA)

    F22B2 2.2 16V SOHC PGM-FI 2156 130hp@5300rpm 139tq@4200rpm '94-'95 Accord DX/LX (USA)

    F23A1 2.3 SOHC VTEC 2259 112 kW '98+ Accord EX/LX

    F23A4 2.3 SOHC ULEV VTEC PGM-FI 2259 110 kW ?? '98-'?? Accord EX/LX

    H22 2.2 16V DOHC VTEC PGM-FI 2157 190hp@6800rpm 152tq@5500rpm '94-'97 Accord SiR (JDM)

    H22 2.2 16V DOHC VTEC PGM-FI 2157 200hp@6800rpm 161tq@5500rpm '92-'96 Prelude VTEC (USA)

    H22A 2.2 16V DOHC VTEC PGM-FI 2157 220hp@7200rpm 163tq@6500rpm '97-'01 Prelude SiR (JDM)

    H22A 2.2 16V DOHC VTEC PGM-FI 2157 200hp@7000rpm 156tq@5250rpm '99-'01 Prelude (USA)

    H22A 2.2 16V DOHC VTEC PGM-FI 2157 200hp@7200rpm 163tq@6500rpm '97-'01 Prelude Type-S (JDM)

    H22A1 2.2 16V DOHC VTEC PGM-FI 2157 195hp@7000rpm 156tq@5250rpm '97-'98 Prelude (USA)

    H22A1 2.2 16V DOHC VTEC PGM-FI 2157 190hp@6800rpm 158tq@5500rpm '94-'96 Prelude VTEC (USA)

    H23 2.3 16V DOHC PGM-FI 2259 160hp@5800rpm 156tq@4500rpm '93-'95 Prelude Type-S (JDM)

    H23A1 2.3 16V DOHC VTEC PGM-FI 2259 160hp@5800rpm 156tq@4500rpm '92-'96 Prelude Si (USA)

    K20A 2.0 16V DOHC i-VTEC PGM-FI 1998 220hp@8000rpm 206tq@7000rpm '01-'02 Integra (JDM)
    '02 Civic Type-R (JDM)

    K20A2 2.0 16V DOHC i-VTEC PGM-FI 1998 200hp@7000rpm 142tq@6000rpm '01-'02 RSX Type-S (USA)

    K20A3 2.0 16V DOHC i-VTEC PGM-FI 1998 160hp@6600rpm 132tq@5000rpm '01-'02 RSX (USA)
    '02 Civic Si (USA)

    K24 2.4 16V DOHC i-VTEC PGM-FI 2354 200hp@??rpm 160tq@??rpm '02 CR-V (USA), '04 TSX , '04 Accord


    :eek:hsnap: :eek:hsnap:
     
    #1
  2. panzer_ko

    panzer_ko New Member

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    It turns out that there is significant relationship between the way the lobes are ground on the camshaft and the way the engine performs in different rpm (rotations per minute) ranges. To understand why this is the case, imagine that we are running an engine extremely slowly -- at just 10 or 20 rpm, so it takes the piston seconds to complete a cycle. It would be impossible to actually run a normal engine this slowly, but imagine that we could. We would want to grind the camshaft so that, just as the piston starts moving downward in the intake stroke, the intake valve would open. The intake valve would close right as the piston bottoms out. Then the exhaust valve would open right as the piston bottoms out at the end of the combustion stroke and would close as the piston completes the exhaust stroke. That would work great for the engine as long as it ran at this very slow speed.

    When you increase the rpm, however, this configuration for the camshaft does not work well. If the engine is running at 4,000 rpm, the valves are opening and closing 2,000 times every minute, or thirty to fourty times every second. When the intake valve opens right at the top of the intake stroke, it turns out that the piston has a lot of trouble getting the air moving into the cylinder in the short time available (a fraction of a second). Therefore, at higher rpm ranges you want the intake valve to open prior to the intake stroke -- actually back in the exhaust stroke -- so that by the time the piston starts moving downward in the intake stroke, the valve is open and air moves freely into the cylinder during the entire intake stroke. This is something of a simplification, but you get the idea. For maximum engine performance at low engine speeds, the valves need to open and close differently than they do at higher engine speeds. If you put in a good low-speed camshaft, it hurts the engine's performance at high speeds, and if you put in a good high-speed camshaft it hurts the engine's performance at low speeds (and in extreme cases can make it very hard to start the engine!).

    VTEC (which stands for Variable Valve Timing and Lift Electronic Control) is an electronic and mechanical system in some Honda engines that allows the engine to effectively have multiple camshafts. As the engine moves into different rpm ranges, the engine's computer can activate alternate lobes on the camshaft and change the cam's timing. In this way, the engine gets the best features of low-speed and high-speed camshafts in the same engine.

    Several engine manufacturers are experimenting with systems that would allow infinite variability in valve timing. For example, imagine that each valve had a solenoid on it that could open and close the valve under computer control rather than relying on a camshaft. With this type of system, you would get maximum engine performance at every rpm range. Something to look forward to in the future...

    Also,

    VTEC is an acronym for Variable valve Timing and lift Electronic Control. It is a mechanism for optimizing air/fuel mixture flow through the engine.

    An internal combustion engine converts the chemical energy stored in fuel into thermal energy. The increased thermal energy within a cylinder causes the pressure to build. This pressure acts on the pistons and the result is a mechanical force rotating the crankshaft. This mechanical force is measured as crank torque. The ability for the engine to sustain a certain level of crank torque at a certain RPM is measured as Power. Power is the rate at which the engine can do work. This conversion process is not 100% efficient. In fact, only about 30% of the energy stored in the fuel is actually converted into mechanical energy.

    Physics says that for a given efficiency level, a higher rate of fuel consumption is needed for the engine to generate power. So it becomes obvious that if you want more power, you need to increase the rate of fuel combustion. One way to achive this goal is to have a bigger engine. A bigger engine with larger cylinders will be able to combust more fuel per rotation than a smaller engine. Another method is to pre-presurize the fuel/air mixture and cram it into an existing engine size. Thus even though the cylinder size stays the same, more fuel is combusted per rotation. This second method is referred to as forced induction.

    Honda chose to explore another method: keep the engine size the same, but turn the engine faster to consume more fuel. Here is an analogy: You want to move foam peanuts from one bucket to another with a cup. You can increase the size of your cup, compress/cram as much peanuts as possible into the cup each time, or you can just move the cup faster. All three methods moves more peanuts. Honda uses the last method. And again, more fuel combusted equals more power generated by the engine.
    As the engine speed is increased, more air/fuel mixture needs to be "inhaled" and "exhaled" by the engine. Thus to sustain high engine speeds, the intake and exhaust valves needs to open nice and wide. Otherwise you have what is akin to athsma: can't get enough air/fuel due to restrictions.

    If high speed operation is all we have to worry about, Honda wouldn't need to implement VTEC. Indeed, race engines that operate mostly at high rpms do not utilize any mechanism like VTEC. But street cars used for daily driving spend most of their time with the engine at low RPMs. Valves that open wide for high RPM operation contributes to rough operation and poor fuel economy at low RPMs. These undesirable traits are directly against Honda's design goals.

    The solution that Honda came up with is the VTEC mechanism: open the valves nice and wide at high RPMs, but open them not as much at low RPMs. So now you have a engine with smooth operation at low RPMs, and high power output at high RPMs.

    And that is basically what VTEC is. It's nothing magical. The idea has been around for a long time. Honda's VTEC is just a very simple, elegant and efficient implementation that is extremely effective at achiving its design goal. Honda automobiles are the first among modern automobiles to utilize this mechanism in such a large scale of distribution.

    So, does this help you make the decision between overrated or not? I think so!

    POINTS FOR PANZER! How's that for a post Clutchone? YEEEEEEHAW!
     
    #2
  3. almostJDM

    almostJDM New Member

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    hope ya dont mind me correcting you on a few things fixed ones are in bold
     
    #3
  4. C1v1C_05_EM2
    Amused

    C1v1C_05_EM2 New Member

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    NOW THAT I HAVE THE 2017 LX CIVIC COUPE w/MANUAL TRANSMISSION w/iVTEC-2.0L K20C2 ENGINE, IT ALL MAKES PERFECT SENSE!!! THANK YOU, PANZER_KO!!!
     
    #4
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