The B,D,ZC, and H and K series motors explained
Jus the Basic everyday Honda Knowledge explained
Listed from weakest 2 strongest (factory specs)
D-Series
- The D16A6. The 88-91 CRX si and Civic si or ex.
SOHC 1.6 non VTEC. All the si owners out there know this is a good solid engine.
The 88 made 105 hp and the 89-91 made 108 hp and 100 ft/lbs. tq. You can pick up a running engine for about $500, usually with some kind of short-term warranty and a motor needing a rebuild shouldn’t be anymore than $150.
This is engine is especially something for DX and HF owners to consider. All for about the same price as the basic bolt-ons (like intake, header, and exhaust.) Especially the HF, at 62 Hp those bolt-ons would only get you, maybe, 12-15 Hp if you’re lucky. A stock si engine increases the output 43-46 hp. Does this logic appeal to anyone? Also consider picking up the SI transmission, it’s geared for acceleration vs. the DX cruising and definitely the HF fuel economy gearing.
ZC
- The JDM ZC. The term ZC covers several different engines. The types I’m aware of are:
DOHC 1.6 Non VTEC, Black valve cover. When people say ZC, this is the engine most of them will be referring to. It's rated at 130 PS(that's 128 hp) and 108 ft/lbs. of torque. Very similar to the US Acura Integra for 88-89(D16A1) but with different mounts and head. This engine is called the D16A8 and A9 in European markets. It was available in the Japanese market CRX from 88-91, remained available in a lower end Integra until 93 and is still in use in several models of Rover hatchback in England. So that means there are new ZCs out there but chances of you getting one of the older ones is more likely. This engine will bolt right in, no fabrication of mounts and no wiring problems. If youÕre on a budget, you can even use your old si ecu, exhaust manifold and transmission, but these will choke the factory quoted hp number to less.
DOHC 1.6 Non VTEC, Olive/Brown valve cover. Easily confused with the 86-87 D16a1. These make great engines for earlier Civics/CRXs. But because the mounts require some fabrication to go into the 88-91, skip this one in favor of the black valve cover. As the predecessor, power output on the fuel injected version is 135 PS. That's right, 5 more then the newer black valve cover. There is also a carb'd version making 115 PS.
SOHC 1.6 Non VTEC. This one has become more common with time. It's price(typically sub $450) makes it very attractive. It has a more aggressive cam and ecu that rates it at 118 hp. Aside from the cam and ecu, this is basically a D16a6.
I like the ZC. ItÕs DOHC design makes it rev high smoother than the SOHC Honda engines. And with adjustable cam gears, the DOHC engines are easier to tune, with better results. Many people get them expecting a drastic difference but are disappointed with the results. This could stem from several reasons. Age, worn out engine, mismatched components etc. Get a healthy engine, the ZC ecu, the short-geared transmission, and an adequate header and it will run circles around the stock si engine BUT if you remove one of those things from the equation, it will slow the ZC down. It has a little more torque than the D16A6, but not much. Where you really notice the difference is 4000 RPMs and higher and at freeway speeds.
After many years of being the cheap and easy swap, it appears supply is dwindling. Prices are up and quality is down. Quite frequently there's a wait for the next shipment to come in. But if you can find one in good shape, they're a great choice.
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The D16Z6. From the 92-95 Civic SI and EX
SOHC 1.6 VTEC. 125 hp and 106 ft/lbs tq
The D16y8. From the 96-00 Civic EX
SOHC 1.6 VTEC. 127 hp and 107 ft/lbs tq
A lot of people compare this and the black valve cover ZC when thinking about swapping engines because the price and power output are similar. It’s available domestically, which makes it easier to find and verify actual miles on an engine. There are quite a few engines floating around because people swap them out for Integra engines. There is generous aftermarket support for this model as well. And the VTEC switch over is a blast to drive through.
The block does bolt right in physically if you use your si tranny but there are a few changes to be made in the wiring.
The VTEC needs a way to be activated. Easiest thing to do is wire up a RPM sensitive switch to have it activate the VTEC at a preset RPM, like 4400. While easy, it has some drawbacks. Normally, this engine’s ecu would be used for this and when VTEC comes on, it gives the engine a richer fuel curve and makes sure oil pressure is adequate. So there is your other option, convert to the entire D16Z6 wiring harness and ecu.
B-Series
- The B18A and B18B. From 90-current Integra LS/ GS
DOHC 1.8 Non VTEC. Hp from 130-142 and tq from 121-127 ft/lbs, all depending on the year of the engine. As with the some of the D series, these engines are available domestically and this makes finding one for a decent price and verifying the miles by VIN code a little easier. And when you consider, that most of the Integras sold here are with this type of engine, it only helps availability/ price. The larger displacement and lightweight of the CRX make these engines torque something to smile about. As far as the drag racing/performance import world is concerned, the Integra is king but these low-end model engines get no respect. Which makes them cheap. I’ve seen blocks go for $700 at the local salvage yards.
- The B16x. 90-91 JDM and Euro CRX/Civic, various JDM Integras, 94-97 Del Sol vtec, and 99-current Civic si.
DOHC 1.6 VTEC. This little gem has been around for awhile. It’s actually has several different configurations, like the B16A, B16B, B16A4, etc. Hp varies slightly but you can count on 160 hp, 111 ft/lbs of tq and an engine that loves to rev. Each configuration requires a little something different to make it work so it’s worth your time to do the homework.
Personally, I think this is one of the ideal engines to put in the CRX. It was designed for the car but never made it to the U.S. shores, so finding a complete package to swap (engine, tranny, ecu, axles etc) should start around $1600. The newer the engine, the more expensive its going to be though. I’ve seen complete swaps out of the newer Civic si going for 3500. Those people in Europe, Australia, Japan etc have no idea how lucky they are to be able to pick one of these up stock. The morons at Honda really blew it by not getting these to the U.S. and replacing the CRX with the Del Sol. For more info peep this site for 90-93 tegs - The B20B. 1997-98 CRV
DOHC 2.0 Non VTEC. 126 hp and 122 ft/lbs. (9.1:1 compression ratio)
The B20Z. 1999-00 CRV
DOHC 2.0 Non VTEC. 146 hp and 133 ft/lbs. (9.6:1 compression ratio)
Want big displacement(for a Honda, anyway) without abandoning the tried and true B-series? This is your answer. Note the difference in the B20B and Z models. The B20B is usually the cheaper of the two, being older and having less power. A lot of tuners usually don't care which one they get because they are going to custom build to their own specs. But if you're staying relatively stock, 20 hp and 11 ft/lbs is a big enough difference to warrant some extra attention.
Big brother to the D series, you get plenty of choices. Unfortunately, they are all more expensive than the D series. And as in most cases, you get what you pay for. Most of these engines are larger displacement and the least powerful B series engine is a match for the best the D series has to offer.
Up until recently, the only way to get one of these bad boys in your car was to have custom mounts fabricated or turning your car over to a guy with a welding torch *cringe*. Well, there being a public demand for these engines, somebody was sure to come up with something to solve the problem. Enter Hasport and Place Racing. Both came out with a bolt in mounting kit for a reasonable amount of money. These kits will put any of the B series engines into a 4th gen civic or 2nd gen CRX.
That solves the physical installation. Now comes wiring. And it gets ugly. You have to switch your car to whatever ecu and wiring harness that came with the engine you get. On top of that you’re going to need the transmission and axles to pull this off. All these things add up and are what make the B series a more expensive swap.
more info peep this build
http://www.c-speedracing.com/howto/b20vtec/b20vtec.php
- The B17. 92-93 Integra GSR
DOHC 1.7 VTEC. Hp is similar to the B16 at 160 but tq is better at 117. A predecessor to the B18C1, there aren’t many out there. If you do find one, they are typically with higher miles but they are significantly cheaper than the newer GSR engines
- The B18C1. 94-present Integra GSR
DOHC 1.8 VTEC. What can I say, this is the storm trooper of the Honda performance invasion. It makes 170 hp and 128 ft/lbs. It’s being swapped into all manner of civics, lower end integras, and of course, the CRX. It’s power output and closer gear ratio tranny make it quite a motivating force in propelling the CRX down the street. Because of its reputation and the lesser numbers of GSRs sold, this engine is a tad on the expensive side. You can count on spending 2800-4000 for a complete swap. There is also a JDM version of this engine simply called B18C that gets imported in small numbers.
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more info? peep this in depth build up
http://www.c-speedracing.com/howto/nabuild/nabuild.php
or
http://www.c-speedracing.com/howto/motorbuild/build.php
- The B18C5 97-98, 00 Integra Type R
DOHC 1.8 VTEC. Imagine the - GSR on steroids. Power has been massaged up to 185 hp. The tranny is even more closely geared than the GSR and comes standard with Limited Slip Differential to manage wheel spin. Very rare piece of engineering marvel. Expect to spend 4500-6000 for this complete setup. As with the GSR, there is a JDM counterpart called B18C spec R that finds it’s way to the US occasionally.
Engine Tuning - Hell's Kitchen from Super Street Magazine
Engine B18C
Stock Horsepower 170hp
Chef
Raceline Development
626.292.7030
www.racelinedevelopment.com
+25 percent (212hp)
Mix In
* Header (DC Sports, GReddy, Toda) * Straight-through exhaust (HKS, GReddy, A'PEXi, Tanabe)* Air intake (AEM, Fujita Air) * Mild camshafts (Skunk2, Buddy Club, Toda) *don't forget the cam sprockets* Some type of chipped ECU or fuel controller * Stock injectors are sufficient at this power level
+50 percent (255hp)
Preserve header, exhaust, intake
Mix In
* More aggressive cams (Toda, Skunk2) * Valvesprings and retainers (Buddy Club, Toda Racing, Skunk2, Supertech) * Intake manifold and larger throttle body (Edelbrock, Skunk2) * 11.0:1 and 12.0:1 high-compression pistons (Japanese spec Integra Type R, Arias, CP, JE) * 310cc or 370cc injectors (RC Engineering) * Adjustable fuel pressure regulator (B&M, AEM) * Engine management will keep your engine safe and allow you to raise the rev limit (AEM, A'PEXi, Hondata)
+75 percent (297hp)
Preserve valvetrain, fuel pressure regulator, engine management
Mix In
* Race spec cams (Toda, Skunk2) * Custom racing header * Velocity stack, individual throttle bodies, or custom intake manifold* Ported and polished head* 13.0:1 and 14.0:1 high compression pistons * 440cc injectors * 190lph or 255lbh high-flow fuel pump * Stand alone engine management (MoTeC, Autronic, Pectel, HKS) *Another option is a bolt-on turbo kit (GReddy, Edelbrock)
+100 percent (340hp)
Preserve valvetrain, fuel pump, fuel pressure regulator, engine management
Mix In
* Exhaust manifold (Full Race, Drag, Inline Pro, Rev Hard) * Turbo-the smallest being a T3/TO4E 50trim * GReddy Type 24 intercooler or similar size* 70mm custom exhaust system * 550cc injectors
Note: Raceline states this is the limit of a street car, so if you want more power than this you might be spending more money than you'd like.
Chef
Blox Racing
510.440.1605
www.bloxracing.com
+25 percent (212hp)
Mix In
* Stage 1 racing camshafts (BLOX Racing) * Racing adjustable cam gears (BLOX Racing) * Racing dual Valvesprings and titanium retainers (BLOX Racing) * Racing performance intake manifold (BLOX Racing) * 4-2-1 header * 2.5-inch after-cat exhaust * 3-inch air intake * ECU tuning (Crome Pro)
+50 percent (255hp)
Preserve cam gears, valvesprings and retainers, intake manifold, header, exhaust, intake, ECU
Mix In
* Stage 2 racing or HSL camshafts (BLOX Racing) * Valves (BLOX Racing) * Port-matched intake manifold (BLOX Racing) * 68mm racing throttle body (BLOX Racing) * Racing fuel pressure regulator (BLOX Racing) * Racing gauge adapter kit (BLOX Racing) * Billet engine guard (BLOX Racing) * Ported and polished head * Integra Type R pistons * 310cc injectors
+75 percent (297hp)
Preserve cam gears, valvesprings and retainers, intake manifold, exhaust, intake, ECU, valves, port-matched intake manifold, fuel pressure regulator, gauge adapter kit, engine guard
Mix in
* Stage 3 racing or HSL camshafts (BLOX Racing) * 70mm racing throttle body (BLOX Racing) *Machine-ported intake manifold runners (BLOX Racing) * Competition ported and polished head * 11.5:1 to 12.5:1 high-compression pistons * 440cc injectors * Sleeved engine block bored to 84mm * Open header exhaust
+100 percent (340hp)
Preserve cam gears, valvesprings and retainers, intake manifold, exhaust, ntake, ECU, valves, port-matched intake manifold, fuel pressure regulator, gauge adapter kit, engine guard, ported and polished head, larger injectors
Mix in
* Stage 1 racing camshafts (BLOX Racing) * 68mm racing throttle body (BLOX Racing) * Bolt-on or custom turbo kit with intercooler (BLOX Racing) * Boost controller
H-Series
-
The H22x 92-00 Preludes
DOHC 2.2 or 2.3 VTEC. With a special mount kit, like the B series, this monster can go in your CRX. I wouldn’t consider this combination unless you are going to do nothing but ¼ mile this car because your handling will be shot. If you want to get an idea of what I mean, have a hefty friend sit on your hood and try driving around. Too much weight on the front will cause your car to have massive understeer. But if that’s all right, you won’t be disappointed. The most torque that you can shake a stick at.
More info? here ya go
http://www.ultimateresourceguides.com/h22-swap.html
K-Series
K-Power
- The Honda K series engine is a four-cylinder otto cycle engine. It is available in 2.0 L and 2.4 L naturally-aspirated variants, and a 2.3 L turbocharged model.
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 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.
more info? peep this build
http://www.k-series.com/tech_document.php?id=48
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02-04 K20A2 RSX Type S USDM
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01+ K20A3 RSX Base, Civic Si USDM
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03+ K24A2 TSX 200 USDM
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05+ K20Z1 RSX Type S USDM
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(07+) K23A1 RDX
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06+ K20Z3 Civic Si
K20A
Bore is 86 mm & Stroke is 86 mm for all of the K20 engines.
- Found in:
- 2007- Honda Civic Type-R (FD2)
- Displacement: 1998 cc
- Compression: 13.7:1
- Power: 222 bhp (225 PS, 165 kW) @ 8000 rpm
- Torque: 159 ft·lbf (215 N·m) @ 6100 rpm
- Redline: 8600 rpm
- 2007- Honda Civic Type-R (FD2)
- Displacement: 1998 cc
- Compression: 12.5:1
- Power: 212 bhp (218 PS, 158 kW) @ 8000 rpm
- Torque: 149 ft·lbf (202 N·m) @ 7000 rpm
- Redline: 8600 rpm
- Displacement: 1998 cc
- Compression: 11.5:1
- Power: 217 bhp (220 PS, 162 kW) @ 8000 rpm
- Torque: 152 ft·lbf (206 N·m) @ 7000 rpm
- Redline: 8800 rpm
- I-VTEC Engagement: 5600rpm
-
Displacement: 1998 cc
- Compression: 11.5:1
- Power: 217 bhp (220 PS, 162 kW) @ 8000 rpm
- Torque: 152 f·lbf (206 N·m) @ 7000 rpm
- Redline: 8800 rpm
K20A2
- Found in:
- 2002-2004 Acura RSX Type-S and 2002-2005 Honda Civic Type R (EP3, European)
- Displacement: 1998 cc
- Compression: 11.0:1
- Power: 200ps/197hp (147kW) @ 7400rpm
- Torque: 142ft·lbf (193N·m) @ 6000rpm
- Redline: 7800rpm
- VTEC Engagement: 5800rpm
- 2002-2004 Acura RSX Type-S and 2002-2005 Honda Civic Type R (EP3, European)
K20A3
- Found in:
- Honda Civic Si
- Displacement: 1998 cc
- Compression: 9.8:1
- Power: 160 hp (119 kW)* (119 kW) @ 6500 rpm
- Torque: 132 lb·ft (179 N·m) @ 5000 rpm
- Honda Civic Si
- Displacement: 1998 cc
- Compression: 9.8:1
- Power: 155 hp (116 kW)* (115 kW) @ 6500 rpm
- Torque: 141 lb·ft (191 N·m)* (191 N·m) @ 4000 rpm
- Redline: 6800 rpm
- (* Horsepower and torque calculations reflect new SAE J1349 procedures revised August 2004)
(The base rsx makes 10 more lbs of torque then the Civic Si due to the fact of the "plastic" intake manifold and it is a dual runner) ere
K20Z1
- Found in:
- 2005-2006 Acura RSX-S
- Displacement: 1998 cc
- Compression: 11.0:1
- Power: 201 hp (154 kW) @ 7800 rpm (SAE net J1349 Rev 8/04)
- Torque: 141 ft·lbf (194 N·m) @ 7000 rpm (SAE net J1349 Rev 8/04)
- Redline: 8100 rpm
- 2005-2006 Acura RSX-S
K20Z2
- Found in:
- 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
- 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
K20Z3
This 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 aluminium block with an aluminium head, and a bore and stroke of 86 mm*86 mm, resulting in a 2.0 Liter displacement.
- Found in:
- 2006+ Honda Civic Si (FG2 - Coupe & FA5 - Sedan), 2007 Acura CSX Type-S
- Displacement : 1998 cc
- 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
- 2006+ Honda Civic Si (FG2 - Coupe & FA5 - Sedan), 2007 Acura CSX Type-S
K20Z4
This 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*86 mm, resulting in a 2.0 Liter displacement.
- Found in:
- 2007 Honda Civic Type-R (FN2) (Europe Market)
- Displacement : 1998 cc
- Compression : 11.0:1
- Power: 198 bhp (201 PS, 148 kW) @ 7800 rpm
- Torque: 142 ft·lbf (193 N·m) @ 5600 rpm
- Redline: 8200 rpm
- 16V DOHC I-VTEC changes from low speed cams to high speed cams at 5,600 RPM
- 2007 Honda Civic Type-R (FN2) (Europe Market)
K23
K23A1
- Turbocharged
- Found in:
- 2007/2008 Acura RDX
- Displacement: 2300 cc (acura.com)
- Compression: 8.8:1 (acura.com)
- Power: 240 hp (179 kW) @ 6000 rpm (SAE net)
- Torque: 260 lb·ft (353 N·m) @ 4500 rpm (SAE net)
- Redline: 6800 rpm (acura.com)
- Bore: 86 mm
- Stroke: 99 mm
- 2007/2008 Acura RDX
K24
K24A1
- Found in:
- 2002-2006 Honda CR-V
- Displacement: 2354 cc
- Bore and Stroke: 87 mm x 99 mm (3.43x3.90 inches)
- Compression: 9.6:1
- Power: 160 hp (120 kW) @ 6000 rpm
- Torque: 162ft·lbf (220 N·m) @ 3600 rpm
- Redline: 6500 rpm
- 2002-2006 Honda CR-V
K24A2
- Found in:
- 2004-2008 Acura TSX
- Displacement: 2354 cc
- 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: 7100 rpm
- 2004-2008 Acura TSX
K24A3
- Found in:
- 2003-2007 Honda Accord (Europe and Japan) and 2003-2007 Honda Accord Euro CL9 (Australia)
- Displacement: 2354 cc
- Bore and Stroke: 87 mm x 99 mm (3.43x3.90 inches)
- Compression: 10.5:1
- Power: 189 hp (140 kW) @ 6800 rpm
- Torque: 164.5 ft·lbf (223 N·m) @ 4500 rpm
- Redline: 7400 rpm
- VTEC Engagement: 6000rpm
- 2003-2007 Honda Accord (Europe and Japan) and 2003-2007 Honda Accord Euro CL9 (Australia)
K24A4
- Found in:
- 2003-2005 Honda Accord, 2003-2006 Honda Element
- Displacement: 2354 cc
- Bore and Stroke: 87 mm x 99 mm (3.43x3.90 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 rpm in 2007/2008)
- Redline: 6500 rpm
- 2003-2005 Honda Accord, 2003-2006 Honda Element
K24A8
- Found in:
- 2006-2007 Honda Accord
- Displacement: 2354 cc
- Bore and Stroke: 87 mm x 99 mm
- Compression: 9.7:1
- Power: 166 hp (124 kW) @ 6000 rpm
- Torque: 160 lb·ft (217 N·m) @ 4000 rpm
- Redline: 6500 rpm
- 2006-2007 Honda Accord
- Displacement: 2354 cc
- Bore and Stroke: 87 mm x 99 mm
- Compression: 9.7:1
- Power: 166 hp @ 5800 rpm
- Torque: 161 lb·ft (218 N·m) @ 4000 rpm
- Redline: 6500 rpm
K24Z1
- Found in:
- 2007-2008 Honda CR-V
- Displacement: 2354 cc
- Bore and Stroke: 87 mm x 99 mm (3.43x3.90 inches)
- Compression: 9.7:1
- Power: 166 hp @ 5800 rpm
- Torque: 161 ft·lbf @ 4200 rpm
- Redline: 6500 rpm
- 2007-2008 Honda CR-V
K24Z2
- Found in:
- 2008 Honda Accord LX/LX-P trim models
- Displacement: 2354 cc
- Bore and Stroke: 87 mm x 99 mm (3.43x3.90 inches)
- Compression: 10.5:1
- Power: 177 @ 6500 rpm
- Torque: 161 ft·lbf @ 4300 rpm
- Redline: 6800 rpm
- 2008 Honda Accord LX/LX-P trim models
K24Z3
- Found in:
- 2008 Honda Accord EX/EX-L trim models
- Displacement: 2354 cc
- Bore and Stroke: 87 mm x 99 mm (3.43x3.90 inches)
- Compression: 10.5:1
- Power: 190 @ 7000 rpm
- Torque: 162 ft·lbf @ 4400 rpm
- Redline: 7100 rpm
- 2008 Honda Accord EX/EX-L trim models
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