HONDA VTEC

Honda A-series

noreply@blogger.com (jen1) — Wed, 19 Mar 2008 13:33:00 +0000

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. 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.

Technology & Advancement
Although they don't have VTEC, the A-series engines were well-designed engines. Analysis of the head construction has showed that Honda was using valve geometry and technology several years ahead of their time. Also, the later model of the A20A3 & 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.

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. 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.

A-Series Engines

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: 1596 cm³
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

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. It was known as the ET1 in the 1984 and 1985 non-US Accords.

Specifications

Carbeurated
Displacement: 1829 cm³
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

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.

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: 1955 cc / 119 CID
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

A20A3 & 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: 1955 cm³
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)

Acura TSX

noreply@blogger.com (jen1) — Wed, 19 Mar 2008 12:46:00 +0000

The Acura TSX is an automobile manufactured by Honda, introduced in April 2003, sold in North America.
Sold in North America under the Acura name, it filled the gap as Acura's 4-door, entry-level sedan when the Integra sedan was discontinued in 2001. The TSX is badge engineered from the CL-series Honda Accord (or European Accord) sold in Europe, Japan and Australia. However, the TSX had a restyled interior and different suspension tuning when it was introduced. The interior is now standardized for all three markets. In the Australian & New Zealand markets, Honda sells the TSX as the Accord Euro, a smaller mid-size car, where the USDM Accord is sold in the large car category.
As of 2008, the TSX is the smallest sedan in the Acura model line, other than the Civic-based CSX sold only in Canada. All TSXs are built in Sayama, Saitama, Japan.
The 2008 model year TSX's powertrain is comprised of a 2.4-litre inline four-cylinder engine, a six-speed manual transmission (which features a magnesium casing, to reduce weight), and a front wheel drive layout.

A five-speed automatic transmission is optional and does not incur extra cost in the U.S. based on MSRP. Such is not the case in Canada.
The engine, the K24A2, is related to the engine in the Honda Accord (7th generation), the Honda CR-V, the Honda Element, and a smaller version in the Acura RSX and RSX Type-S. The K24A2 features intelligent variable valve timing i-VTEC and produces 205 horsepower (150 kW) in this iteration.

The TSX's suspension setup of a double wishbone front and a multi-link in the rear was especially tuned by the Honda engineers to maximize handling and cornering speed.

In 2006, the TSX was updated with slight tweaks to the engine (adding 5 hp); a sportier exterior styling featuring a slightly new front and rear treatment, standard side skirts, and standard, integral fog lights; and restyled wheels. State of the art interior features have been added, including a Multi-information Display (MID) in the instrument panel, more standard safety features,[citation needed] and luxury features such as an auxiliary MP3 player input and Bluetooth-compatible HandsFreeLink.

In 2007, a new Tire Pressure Monitoring System and an improved electronic rear view mirror were added.

The 2008 model year brings a few additional features and a new colour to the TSX.

In testing conducted by the United States based Insurance Institute for Highway Safety (IIHS), the Acura TSX received an overall rating of Poor rear crash protection,[3] an overall rating of Good for frontal offset testing,[4] and an overall rating of Acceptable for side impact testing.[
Since 2006 model year, the Acura TSX has used a 2.4-litre in-line 4 cylinder engine making 205 hp (153 kW) SAE J1349 net. The advertised increased power figures on previous models were over-estimated by +10 hp (7 kW), the actual power rating is 205 hp (153 kW). SAE J1349 is a third party program designed to eliminate ambiguities that allowed engine makers to cite power and torque ratings higher than the engine's actual capabilities. The most significant changes to the motor are described as follows:

On the intake side of the TSX engine, the diameter of both the throttle body and the intake duct were enlarged to increase induction flow rate from 95 liters per second to 110 liters per second. In addition the diameter and shape of the intake valve were enhanced to help increase intake flow by 16 percent and the high RPM cam profile for the intake cam was modified to provide increased intake valve lift and duration. In addition, a ventilation passage was machined into the engine block to reduce pumping friction by increasing air flow between cylinders.[attribution needed.

Also significant of the i-VTEC system on the TSX and RSX-s is that unlike other Honda K-series motors vtec is used on both the intake and exhaust ports in its three rocker design.
The fully redesigned 2009 Acura TSX will make its official debut at the 2008 New York International Auto Show.[7] The new TSX will use a base engine similar to that of the 2008 TSX. The engine will be a 2.4-litre in-line 4 cylinder engine reaching 201 hp (150 kW) and 172 lb·ft (233 N·m) torque.[8] While the rated power of the new TSX engine is 4 hp lower than that of the 2008 model, Acura says the new engine will distribute power across a much wider rpm range, which along with the increased torque, should provide an increased feeling of power for the driver. The transmission choices will remain 5-speed automatic and 6-speed manual, though the automatic version will now come with steering-wheel paddle shifters for optional manual shifting.

In addition to the 2.4-litre engine, the Acura TSX is expected to receive Honda's 2.2-litre i-DTEC clean turbodiesel engine in the 2009 calendar year. The i-DTEC engine will feature an advanced NOx emissions reduction system that will not require urea additives to meet emissions standards in all 50 states. While no official numbers on the TSX's new diesel engine have been released, some speculation places the engine at roughly 180 hp (134 kW). The i-DTEC engine to be used in the Euro Accord is rated at 148 hp and 258 lb·ft (350 N·m) torque,[12] but the TSX's version may have higher output.

In terms of size, the 2009 TSX will be larger than its predecessor. The new TSX will have a 3.0-inch greater width, a 2.6-inch wider track and a 1.3-inch longer wheelbase than the current TSX; additionally, the length will grow by 2.4 inches.

The 2009 TSX will feature luxury features standard for Acura vehicles, and will add a USB port music interface. The TSX will have an optional technology package, which includes a navigation system real-time traffic and weather, and a 10-speaker premium sound system with DVD-audio capabilities. Also making its debut on the new TSX is Honda's Advanced Compatibility Engineering body structure, which is designed to reduce accident impact on passengers.

Realtime racing prepares a factory TSX and RSX to compete in the Speed World Challenge Touring Car series. The factory TSX is refashioned to be stiffer and lighter, and includes motor work with raised compression, and a custom built sequential transmission. Driving for RTR in 2007 is Peter Cunningham, Pierre Kleinubing, Brandon Davis, Nick Esayian, and Kuno Wittmer. Acura won the Manufacturers' Championship of the Speed World Challenge Touring Car class in 2006, running both RSXs and TSXs. TSX drivers finished in 3rd and 4th in the Drivers' Championship.

Eighth generation

noreply@blogger.com (jen1) — Fri, 14 Mar 2008 13:32:00 +0000

North American Market

The USDM version of the Accord Sedan will be sold once again as the Honda Inspire in Japan, albeit with some minor interior and exterior changes. This means that the JDM Accord will most likely remain a midsize, rather than fullsize, sedan, again forming the basis for the Acura TSX. Acura has confirmed a redesign of the Acura TL in 2009, following the previous two redesigns (1999 and 2004) being a year after the corresponding redesigns of the Accord (1998 and 2003). This Accord sedan is marketed as the Honda Inspire in Japan, as is with the previous generation.

Unlike the previous generation, this generation Accord will not offer a hybrid version, as Honda felt their "hybrid system works better on smaller cars".[4] Instead, Honda will offer a diesel version action of the Accord starting in the 2009 model year,[5] which will offer better fuel economy than the gasoline versions, and will be 50-state emissions compliant. The Accord diesel for the US market was confirmed at the 2007 Tokyo Motor Show, and has been unveiled at the 2008 North American International Auto Show in Detroit, Michigan.

Honda has stated that the V6 models of the Accord features better fuel efficiency due to Honda's Variable Cylinder Management (VCM) system, which shuts off 2 or 3 of the cylinders depending on the type of driving (i.e. city driving, uphill/downhill driving, highway driving).[6] This is supposed to increase the efficiency of the V6 models while keeping the power at 268 hp (200 kW). According to the Honda press release, the Accord Coupe V6 with the 6-speed manual transmission will not feature VCM.[7] The lack of VCM results in a decrease of 4 MPG in highway fuel economy. In addition to VCM, the new V6 model of the Accord will feature more advanced emissions control technology, and will comply with the California "Partial Zero-Emissions Vehicle" (PZEV) category. PZEV models of the Accord are automatic only. The 2008 model year also drops the 6-speed manual transmission from the sedan version.

The Accord received several key safety updates for the 2008 model year, most notably standard vehicle stability assist (VSA) and active front head restraints for all models. These new safety features contributed to perfect crash test scores for the Accord, earning it a "Top Safety Pick" designation from the Insurance Institute for Highway Safety (IIHS), an honor not bestowed upon most of the Accord's competitors.

The size of the 2008 Accord has been increased by 4 inches (102 mm) in length and 3 inches (76 mm) in width. As a result, the interior space is also enlarged: an Accord sedan without moonroof has a combined interior space of 120.0 ft³ (3.40 m³), enough to be considered a full-size car by EPA standard. An Accord sedan with moonroof is still considered a mid-size car as it has a combined interior space of 115.0 ft³ (3.25 m³). The Accord coupe is classified as a compact car, as it has a combined interior space of 104.0 ft³ (2.94 m³) without moonroof and 101.6 ft³ (2.88 m³) with moonroof.

The 2008 Honda Accord coupe and sedan were officially unveiled on August 20, 2007.[8] Sales for the sedan started on September 12, 2007, while the coupe followed eight days later on September 20. The 2008 model has garnered somewhat positive, albeit mixed, reviews. MotorTrend criticized the car for being too heavy, feeling not so nimble as the previous model, its polarizing appearance, and for its less-than-stellar showing against the Chevrolet Malibu in their 2008 Car of the Year competition, highly uncharacteristic of the Japanese manufacturer. However, Edmunds.com InsideLine placed it in first in a comparison against the Nissan Altima, Toyota Camry, and Chevrolet Malibu, praising it for high build quality, responsive handling, and excellent fuel economy.

Japanese and European Markets
Honda revealed some detail shots and a teaser video of the European spec Accord in January 2008. The car is expected to make its debut at Geneva Motor Show in early March.

E engine car

noreply@blogger.com (jen1) — Fri, 14 Mar 2008 13:06:00 +0000

The E-series was a line of inline 4-cylinder automobile engines from Honda. These engines were used in the popular Honda Civic, Accord, and Prelude cars in the 1970s and 1980s. One notable technology was CVCC, introduced with this family, which allowed the company to meet high emissions standards without using a catalytic converter.

There were two different EK engines, until 1981 the heads used a 2 port exhaust design. After 1981 the head used a 4 port exhaust design. Both had a 12 valve head, 8 main valves and 4 CVCC, or auxiliary valves. Both displaced 1.8 L (1751 cc). 2-port output was 72 hp (54 kW) @ 4500 rpm and 94 ft·lbf (127 N m) @ 3000 rpm, while the 4 port head raised this to 75 hp (56 kW) @ 4500 rpm and 96 ft·lbf (130 N m) @ 3000 rpm.

D series engine Racing

noreply@blogger.com (jen1) — Thu, 13 Mar 2008 11:39:00 +0000

D series

Although the availability of used D-series engines at low prices makes it somewhat popular among those who modify it for high performance (as well as a popular item for swapping into earlier or less powerful Civics for an instant and trouble free power upgrade), the unmodified engine won't survive quite as much power enhancement by use of such external modifications as turbochargers, superchargers, or nitrous oxide as the more powerful, somewhat more robust, and more expensive B-series in the Integra.

The Achilles heel of the D-series seems to be its connecting rods, which will withstand a power increase up to a certain point but will break if that limit is exceeded. Generally, a D-series motor can handle up to about 220 bhp, as long as care is taken to avoid detonation through careful spark and fuel management. Of course, the connecting rods, pistons, and other internal parts can be replaced with more durable after market parts that can handle more power, but many choose to swap to a B-series motor to avoid the potential risks of engine building. In all practicality though, the B series is much more expensive to swap in than most D-series engine builds with forced induction or nitrous combined. The D-series also has the ability to swap some parts between different motors and among some B-series parts as well.

When employing forced induction on a D16, at a minimum the stock hypereutectic pistons should be replaced as well as the connecting rods if the commonly used "stock parts" limit of 220 hp (164 kW) is to be exceeded, although the D series crankshaft in particular has been found to reliably handle up to 600 hp (450 kW).

High compression OEM pistons are a quick way to gain horsepower in a naturally aspirated motor. All D-series motors run the same bore (75 mm), however most factory motor variations (i.e. D16A1, D15B7, D16Y7) have used a different piston compression height as well as a different dome or dish. In general, the older D motors have a higher compression height and a larger combustion chamber which create around a 9.1:1 - 9.4:1 compression ratio from the factory. The newer variants have slightly lower compression height combined with a much smaller combustion chamber to create a compression ratio of 9.4:1 - 9.9:1. Now if you combine an older D16 motor's piston with that of a newer D16 head you can end up with a compression ratio of about 10.7:1 with no other work (i.e. D16A1 piston, D16A6 head). There are a few websites that have compression ratio calculators for Honda motors.

D16 and D17 cranks share the same size main bearing diameters.
D16 and D17 rods all have the same major dimensions. The D15 rod is shorter (in general) and has a smaller bearing size, although the wrist pin bore is the same.
D15Z1 and D15B motors have a rod that is the same length as a D16. Other than the rod length, the rest of the bottom end is D15 spec (i.e. rod and crank bearings). D15B has D16 sized rod journals. D15B uses the same p28 rods that the D16z6 does. All other D15s have smaller rod journals.
The B18A/B Rod has the same bearing bore as a D16. It is 0.044" wider, so the sides of the "big end" of the rod have to be shaved down for use in a D16/17. The wrist pin bore is larger so a conventional D15/16/17 piston can only be used if the stock "small end" bushing in the rod is replaced with one of the proper size. These affordable rods are generally considered to be able to handle up to 300 hp (220 kW).
There is a D16 motor that runs on compressed natural gas (96-98 Civic GX). The pistons from that motor have a 12.5:1 CR. The wrist pin bore in the 98-00 D16B5 is 21 mm, like the B18B rod. D17A7 01-05 Civic GX uses 19 mm wrist pins.
Interestingly enough, the Suzuki Vitara has a 75 mm bore as well, so engine builders have occasionally used these pistons in the D16 motor. These pistons are commonly referred to as Vitaras, and they provide an 8.5:1 compression ratio, and thicker ring lands. Lowering the stock compression ratio lowers compression heat, which raises the detonation thresh-hold and is useful when employing forced induction. There have been reports of over 400hp to the front wheels utilizing these

Engine Specs

D13 Series Engines (1.3 Litre)

D13B1
Found in:
1988-1991 Honda Civic DX (European Market)
Displacement : 1343 cm³
Bore and Stroke : 75 mm X 76 mm
Compression : 9.5:1
Power, Torque : n/s (Not stated in Owners Manual)
Valvetrain : SOHC, 4 valves per cylinder
Fuel Control : Single Carburetor

D13B2
Found in:
1992-1995 Honda Civic DX (European Market)
Displacement : 1343 cm³
Bore and Stroke : 75 mm X 76 mm
Compression : 9:1
Power, Torque : 75 hp (56 kW) @ 5300 rpm
Valvetrain : SOHC, 4 valves per cylinder
Fuel Control : Single Carburetor

D14 Series Engines (1.4 Litre)

D14A1
Found in:
1987-1991 Honda Civic GL and 1990 CRX (European Market)
Displacement : 1396 cm³
Bore and Stroke : 75 mm X 79 mm
Compression : 9.3:1
Power, Torque : 90 hp (90 bhp) @ 6300 rpm, 112Nm @ 4500 rpm
Valvetrain : SOHC, 16 valves
Fuel Control : Dual Carburetor

D14A2
Found in:
1995-1996 Honda Civic MA8 (European Market)
Displacement : 1396 cm³
Bore and Stroke : 75.0 mm X 79.0 mm
Compression : 9.2:1
Torque, Power : 117 Nm @ 5000 rpm, 66 kW @ 6100 rpm
Valvetrain : SOHC, 4 valves per cylinder
Fuel Control : Multi-point fuel Injection, PGM-FI

D15 Series Engines (1.5 Liters)

D15A2
Found in:
1984-1987 Honda CRX DX
1984-1987 Honda Civic (JDM)
Displacement : 1488 cm³
Bore and Stroke : 74 mm X 86.5 mm
Compression : 9.6:1
Power : 76 hp (57 kW) @ 5500 rpm & 84 ft·lbf @ 3500 rpm
Valvetrain : SOHC 3 valves + 1 auxiliary valve for each cylinder
Fuel Control : Carbureted, CVCC, CVCC was not equipped on Canadian CDM cars
Known as the EW-2 from 84-86

D15A3
Found in:
1985-1987 Honda CRX Si and 1987 Civic Si (AU/NZ)
Displacement : 1488 cm³
Bore and Stroke : 74 mm X 86.5 mm
Compression : 8.7:1
Power : 91 hp (68 kW) @ 5500 rpm & 93 ft·lbf @ 4500 rpm
Valvetrain : SOHC, 3 valves/cylinder
Fuel Control : pgm-fi

D15B
VTEC
Found in:
1991-1999 Honda Civic VTi EG4 (Japanese Market)
1992-1998 Honda CRX VXi EG1 (Japanese Market)
Displacement : 1493 cm³
Bore and Stroke : 75 mm X 84.5 mm
Rod Length : 137 mm
Compression : 9.3:1
Power : 130 hp (97 kW) @ 5800 rpm & 102 ft·lbf (14.1kg/m) @ 5200 rpm
Redline : 7200 rpm
Fuel Cut : 7411 rpm
Valvetrain : SOHC VTEC
Head Code : P08
Fuel Control : OBD-1 MPFI

D15B (D15Z7) (with 3 stage VTEC)
3-stage VTEC
Found in:
1996-1999 Honda Civic VTi EK3 and Ferio Vi
Displacement : 1493 cm³
Bore and Stroke : 75 mm X 84.5 mm
Rod Length : 137 mm
Compression : 9.6:1
Power : 130 hp (97 kW) @ 7000 rpm & 102 ft·lbf (14.2kg/m) @ 5300 rpm
Valvetrain : SOHC VTEC
Fuel Control : OBD-2 MPFI

D15B1
(Same as the D15B2 engine, but with a mild camshaft, and a restrictor plate between the throttle body and intake header)

Found in:
1988-1991 Honda Civic Hatchback
Displacement : 1493 cm³
Bore and stroke : 75 mm X 84.5 mm
Compression : 9.2:1
Power : 70 hp (52 kW) @ 4500 rpm & 83 ft·lbf @ 3000 rpm
Valvetrain : SOHC (4 valves per cylinder)
Fuel Control : OBD-O DPFI

D15B2
Found in:
1988-1991 Honda Civic GL/DX/DLX
1988-1991 Honda CRX DX
1992-1995 Honda Civic LSi Hatch/Saloon (European Market)
1990-1995 Honda Concerto (European Market)
Displacement : 1493 cm³
Bore and stroke : 75 mm X 84.5 mm
Compression : 9.2:1
Power : 92 hp (69 kW) @ 6000 rpm & 119 Nm @ 4500 rpm
Valvetrain : SOHC (4 valves per cylinder)
Cam Gear : 38 tooth
Fuel Control : PGM-FI Dual Point (OBD0)
Redline : 7000 rpm (6800 rpm honda concerto)

D15B4
Found in:
1989-1991 Honda Civic GL (Australian Market)
Displacement : 1493 cm³
Bore and stroke : 75 mm X 84.5 mm
Compression : 9.2:1
Power : 90 hp (70 kW) @ 5200 rpm & 122 Nm @ 3800 rpm
Valvetrain : SOHC (2-4 valves per cylinder, depending on year)
Fuel Control : Dual Carburetor

D15B6
Found in:
1988-1991 Honda CRX HFx
Displacement : 1493 cm³
Bore and Stroke : 75 mm X 84.5 mm
Compression : 9.1:1
Power : 62 hp(88-89) 72 hp(90-91)@ 4500 & 83 ft·lbf @ 2800 rpm
Valvetrain : SOHC (2 valves per cylinder)
Fuel Control : OBD-0 MPFI

D15B7
Found in:
1992-1995 Honda Civic CX (Canadian model)
1992-1995 Honda Civic DX/LX
1993-1995 Honda Civic del Sol S
1992-1995 Honda Civic LSi Coupe (European Market)
Displacement : 1493 cm³
Bore and Stroke : 75 mm X 84.5 mm
Compression : 9.2:1
Power : 102 hp (76 kW) @ 6200 rpm & 98 ft·lbf @ 3800 rpm
Valvetrain : SOHC (4 valves per cylinder)
Piston Code : PM3
Fuel Control : OBD-1 MPFI

D15B8
Found in:
1992-1995 Honda Civic CX (U.S. model)
Displacement : 1500 cm³
Bore and Stroke : 75 mm X 84.5 mm
Compression : 9.1:1
Power : 70 hp (52 kW) @ 4500 rpm & 83 ft·lbf @ 2800 rpm
Valvetrain : SOHC (2 valves per cylinder)
Fuel Control : OBD-1 MPFI

D15Z1
VTEC-E
Found in:
1992-1995 Honda Civic VX
1992-1995 Honda Civic VEi (European Market)
Displacement : 1493 cm³
Bore and Stroke : 75 mm X 84.5 mm
Rod Length : 137 mm
Compression : 9.3:1
Power : 92 hp (69 kW) @ 5600 rpm & 97 ft·lbf @ 4800 rpm
Valvetrain : SOHC VTEC-E (4 valves per cylinder)
Piston Code : P07
Fuel Control : OBD-1 MPFI

D15Z4
Found in:
1996-2000 Civic Exi and SA Ballade & Civic 150i
Displacement : 1493 cm3
Power : 90HP and 105HP(82Kw) @ 5800 rpm
Torque (ft·lbf@rpm): 99 (135 N·m) @ 4200 rpm
Valvetrain : SOHC non-VTEC 16v

D15Z6
VTEC
Found in:
1996-2000 Honda Civic LSi (European Market)
Displacement : 1493 cm³
Bore and Stroke : 75 mm X 84.5 mm
Rod Length : 137 mm
Compression : 9.6:1
Power : 115hp @ 6500 rpm
Torque : 100 ft·lbf (141 Nm) @ 4800 rpm
VTEC Switchover : 2500 rpm
Valvetrain : SOHC VTEC-E (4 valves per cylinder)
Fuel Control : PGM-FI MPFI

D15Z8
VTEC-E
Found in:
1996-2000 Honda Civic LS (European Market)
Displacement : 1493 cm³
Bore and Stroke : 75 mm X 84.5 mm
Compression : 9.1:1
Power : 84 kw (114 hp) @ 6500 rpm
Torque : 134 Nm (95 ft·lbf) @ 5500 rpm

D16 Series Engines (1.6 Liters)

D16A1
Found in:
1986-89 Acura Integra (USA)
Displacement : 1590 cm³
Bore and Stroke : 75 mm X 90 mm
1986-1987 Compression : 9.3:1 1988-1989 Compression : 9.5: 1
1986-1987 Power : 113 hp (84 kW) @ 6250rpm Torque : 99 ft·lbf @ 5500rpm
1988-1989 Power : 118 hp (88 kW) @ 6250rpm Torque: 103 ft·lbf @ 5500rpm
Valvetrain : DOHC non-VTEC
Piston Code 1986-87 : PG6
Piston Code 1988-89 : P29 (PM7 is ZC equivalent/same piston)
Fuel Control : OBD-0 MPFI

D16A3
Found in:
1986-89 Acura Integra (Australia)
Displacement : 1590 cm³
Bore and Stroke : 75 mm X 90 mm
Compression : 9.5:1
Power : 118 hp (88 kW) @ 5600 rpm & 103 ft·lbf @ 4800 rpm
Valvetrain : DOHC
Fuel Control : OBD-0 MPFI

D16A6
Also known as D16Z2.

Found in:
1988-1991 Honda Civic Si, CRX Si, Civic Wagon RT4WD
1990-1991 Honda Civic EX Sedan
1988-1995 Honda Civic Shuttle RT4WD (UK/Europe/Asia/AU/NZ)
1989-1996 Rover 216/416 GSi (UK/Europe)
Displacement : 1590 cm³
Bore and Stroke : 75 mm X 90 mm
Compression : 9.1:1
Power : 115 hp (86 kW) @ 5600 rpm & 95 ft·lbf @ 3,800 rpm, redline 6500 rpm (USA)
Note: 1988 engines were 105 hp (78 kW), MY89-91 hp was increased to 108
Valvetrain : SOHC
Fuel Control : OBD-0 four-point PGM-FI
Head Code : PM3
Piston Code : PM6

D16A7
Basically a D16A6 that came without a catalytic converter, like the European version of the D16A6.ex US 4 Door

Found in:
88-95 Models in South Africa
Ballade SH4 and SR4 ( D16A7 / EE4 )
Displacement : 1590 cm³
Bore and Stroke : 75 mm X 90 mm
Compression : 9.6:1
Power : 115hp @ 5900 rpm & 100ft·lbf @ 4800 rpm
Valvetrain : SOHC
Fuel Control : OBD-0 Multi-point PGM-FI

D16A8
Found in:
1988-1995 Civic/CRX/Concerto (UK/Europe/Australia)
1990-1995 Rover 216/416 GTi(UK/Europe)
Displacement : 1590 cm³
Bore and Stroke : 75 mm X 90 mm
Compression : 9.5:1
Power : 125 hp (93 kW) @ 6800 rpm & 108 ft·lbf @ 5900 rpm
Valvetrain : DOHC
Fuel Control : OBD-0 MPFI
ECU Code: PM7

D16A9
(Same as D16A8 but without a catalytic converter)

Found in:
1988-1991 Civic/Concerto (UK/Europe)
1988-1991 CRX (UK/Europe/South Africa)
1989-1996 Rover 216/416 GTi (UK/Europe)
1992-1995 Civic Si (Peruvian version)
Displacement : 1590 cm³
Bore and Stroke : 75 mm X 90 mm
Compression : 9.5:1
Power : 130 hp (97 kW) @ 6800 rpm & 108 ft·lbf @ 5900 rpm
Valvetrain : DOHC
Fuel Control : OBD-0 MPFI
ECU Code: PM7
GearBox : L3 Cable type

D16Y3
Found in:
1995-1997 Honda Civic MB1 LS (UK/Europe)
Displacement : 1590 cm³
Power : 115 hp (86 kW) @ 5600 rpm, redline 6500 rpm
Valvetrain : SOHC

D16Y5
VTEC-E
Found in:
1996-2000 Honda Civic HX
1996 Honda Civic EX(sedan Peruvian version)
Displacement : 1590 cm³
Bore and Stroke : 75 mm X 90 mm
Compression : 9.4:1
Power : 115 hp (86 kW)@ 5600 rpm & 100 ft·lbf @ 4500 rpm
Valvetrain : SOHC VTEC-E
Fuel Control : OBD-2 MPFI
Head Code : P2J
1996-2000 VTi (Phils. & NZ)
Displacement : 1590 cm³
Bore and Stroke : 75 mm X 90 mm
Compression :
Power : 127 hp (95 kW)@ 5800rpm
Valvetrain : SOHC VTEC-E
Fuel Control : OBD-2 MPFI
Head Code : P2J
ECU Code : P2M
Piston Code : P2MY

D16Y7
NON-VTEC

Found in:
1996-2000 Honda Civic DX/VP/LX/CX
1999 Honda Civic Special Edition - SE(Canada)
1996-97 Honda del Sol S
Displacement : 1593 cm³
Bore and Stroke : 75 mm X 90 mm
Compression : 9.4:1
Power : 106hp @ 6400 rpm
Torque (ft·lbf@rpm): 103 @ 4,600 rpm
Valvetrain : SOHC 16 valves
Fuel Control : OBD2 MPFI
Head Code : P2F
Piston Code : P2E

D16Y8
V-TEC

Also available in New Zealand under the code D16Y6 Australian version D16Y4

Found in
1997-1998 Honda Civic EX Sedan
1996-1998 Honda Civic EX Coupe
1996-2000 Honda Civic EK Sedan
1996-2000 Honda Civic EX (USDM)
1996-2000 Honda Civic SI (Canada Only)
1996-2000 Acura 1.6EL (Canada Only)
1996-1997 Honda del Sol Si
Displacement : 1590 cm³
Bore and Stroke : 75 mm X 90 mm
Compression : 9.6:1
D16Y8 1.6 16V SOHC VTEC 2 PGM-FI 1590
127 hp@6600 rpm 108tq@5500 rpm
Head Code : P2J
Piston Code : P2P
Redline 7000 rpm

D16Y9
Found in:
1996-2000 Honda Ballade and Civic in South Africa
Displacement : 1590 cm³
Bore and Stroke : 75 mm X 90 mm
Compression : 9.2:1
Power, Torque : {{Auto hp350 / 89kw} @ 5900 rpm 146nM @ 4000 rpm
Valvetrain : SOHC, 4 valves per cylinder non - VTEC
Fuel Control : Fuel Injection

D16Z5
(Basically the same engine as the D16A9, but now with a catalytic converter and lamda sensor)

Found in:
1988-1992 Honda CRX (European Market)
Displacement : 1590 cm³
Bore and Stroke : 75 mm X 90 mm
Compression : 9.5:1
Power : 124 hp (92 kW) @ 6800 rpm
Valvetrain : DOHC
Cam Gear : 34 tooth
Fuel Control : OBD-0 PGM-FI
Head Code : P7
Piston Code : PM7
ECU Code: PM7

D16Z6
Found in
1992-1995 Honda Civic EX, EX-V and SI
1992-1995 Honda Civic ESi (European Market)
1993-1995 Honda Del Sol Si (only USDM)
1993-1995 Honda Del Sol ESi (European)
Displacement : 1590 cm³
Bore and Stroke : 75 mm X 90 mm
Compression : 9.2:1
Power : 125 hp (93 kW) @ 6600 rpm & 106 ft·lbf @ 5200 rpm
Redline : 7200 rpm
Fuel Cut : 7411 rpm
Valvetrain : SOHC VTEC
Fuel Control : OBD-1 MPFI
Head Code : P08
ECU Code : P28

D16Z9
Found in:
1994-1995 Civic Coupe (EJ1) 1.6i Esi European
Displacement : 1590 cm³
Bore and Stroke : 75 mm X 90 mm
Compression : 9.2:1
Power : 125 hp (93 kW) @ 6600 rpm & 106 ft·lbf @ 5200 rpm
Redline : 7200 rpm
Fuel Cut : 7411 rpm
Valvetrain : SOHC VTEC
Fuel Control : OBD-1 MPFI
ECU Code : P28

D17 Series Engines (1.7 Liters)

D17A1
Found in:
2001-2005 Honda Civic DX/LX/VP
Displacement : 1668 cm³
Bore and Stroke : 75 mm X 94.4 mm
Compression : 9.5:1
Power : 115 hp (86 kW) @ 5600 rpm & 110 ft·lbf @ 4500 rpm
Valvetrain : SOHC
Fuel Control : OBD-2 MPFI

D17A2
VTEC-E
Found in:
2001-2005 Honda Civic EX
2001-2005 Honda Civic Si (Canada only)
2001-2005 Acura 1.7 EL (Canada only)
Displacement : 1668 cm³
Bore and Stroke : 74.98 mm X 94.4 mm
Compression : 9.9:1
Power : 127 hp @ 5800 rpm & 114 ft·lbf @ 4800 rpm
Valvetrain : SOHC VTEC-E
Fuel Control : OBD-2 MPFI

D17A6
VTEC-E
Found in:
2001-2005 Honda Civic HX
Displacement : 1668 cm³
Bore and Stroke : 75 mm X 94.4 mm
Compression : 9.5:1
Power : 125 hp (93 kW) @ 5800 rpm & 111 ft·lbf @ 3800 rpm
Valvetrain : SOHC VTEC-Ec
Fuel Control : OBD-2 MPFI

D17A7
Found in:
2004-2005 Honda Civic GX
Uses CNG (Compressed Natural Gas)
Displacement : 1668 cm³
Bore and Stroke : 75 mm X 94.4 mm
Compression : 12.5:1
Power : 115 @ 5800 rpm & 98 ft·lbf @ 3800 rpm
Valvetrain : SOHC
Fuel Control : OBD-2 MPFI

noreply@blogger.com (jen1) — Sun, 21 May 2006 05:28:00 +0000

TODA Racing has been producing billet VTEC camshafts since 1994, longer than any other manufacturer. Years of experience with B16A and B18C engines have allowed TODA Racing to produce the best performing and most proven DOHC VTEC camshafts available.

TODA Racing uses the latest design and manufacturing technologies to produce their camshafts. All TODA parts are designed, tested, and manufactured using the IBM CATIA CAD/CAM/CAE system. This is the same system used by Honda, Boeing, Ferrari, Porsche, and other leading high technology manufacturers.

TODA Spec B & C2 camshafts have large primary and secondary lobes. This is a design pioneered by TODA over 6 years ago. Now our competition is copying this design feature. Imitation parts may look the same, but there’s one thing that can’t be copied, TODA quality and reliability.

Type	Duration (Lift mm)		Valve Springs Req.	Price
SPEC A2	IN	220 (6.0) - 295 (12.0) - 240 (9.0)	TODA Valve Spring Kit	$460
SPEC A2	EX	220 (5.5) - 285 (12.0) - 240 (8.5)	TODA Valve Spring Kit	$460
SPEC B	IN	250 (11.0) - 295 (12.0) - 250 (11.0)	TODA Valve Spring Kit	$490
SPEC B	EX	250 (11.0) - 285 (12.0) - 250 (11.0)	TODA Valve Spring Kit	$490
SPEC C2	IN	250 (11.0) - 300 (12.5) - 250 (11.0)	TODA Valve Spring Kit	$550
SPEC C2	EX	250 (11.0) - 300 (12.5) - 250 (11.0)	TODA Valve Spring Kit	$550

*TECHNICAL NOTE
All TODA Racing camshafts must be tuned using TODA adjustable campulleys to attain maximum performance. Valve lash for all cams is 0.2mm cold. All TODA camshafts require TODA valve springs.

Using Spec 2C camshafts on engines with milled cylinder heads, thin head gaskets, or non TODA Racing high compression pistons may cause valve-to-piston clearance issues. For maximum performance, Spec C2 camshafts must be used with TODA high compression pistons and upgraded fuel injection system. Some aftermarket campulleys use connecting bolts that are not compatible with TODA camshafts. The use of these bolts could damage to the TODA camshafts, therefore we only recommend using TODA campulleys to prevent damage to the camshafts. TODA campulleys are supplied with a special connecting bolt designed specifically for TODA camshafts.

The TODA High Power Timing Belt is highly recommended when using Spec B and C2 camshafts.

Honda VTEC: A Cam For All Reasons

noreply@blogger.com (jen1) — Sun, 30 Apr 2006 10:17:00 +0000

The classic problem facing high-performance street cars has always been how to maximize performance without sacrificing driveability. Short of power-adders like turbos or nitrous oxide, significant power increases are only achieved by extending the engine's rpm operating range, usually with some combination of intake, exhaust, camshaft, and cylinder head changes. But any significant gains upstairs inevitably cause a loss of low-speed performance, decreased fuel efficiency, and increased emissions.

The '00 S2000's 2.0L, 11.0:1, DOHC VTEC four-banger (above) developed 240 net horsepower at 8,300 rpm, the highest output per liter of any normally aspirated production automobile engine ... yet the engine was one of the first to fully meet California's LEV (Low Emission Vehicle) smog standards. The two-seat pocket rocket had a 9,000-rpm rev limit, accelerating 0-60 in under 6 seconds.

The conundrum of camshaft selection is one of the key determinants in altering the powerband. Racing engines have longer intake/exhaust timing, a higher valve lift, and a narrower lobe displacement angle (LDA) than standard engines, which for low-speed response and power tend to have short durations, low valve-lift numbers, and a wide LDA. Beginning with the '89 Honda Integra in Japan and the '90 Acura NSX supercar in the U.S., Honda implemented a novel solution to the problem, effectively combining the attributes of both passenger-car and race-car cam timing with its unique VTEC system. The initials stand for Variable Valve Timing and Lift Electronic Control, and as the name implies, a VTEC engine can actually alter the cam timing while the engine is running.

Honda's VTEC system was more sophisticated than earlier variable-valve-timing systems developed by other manufacturers, which could only change the time both valves are open during the intake/exhaust overlap period on the transition between the exhaust and induction strokes. By contrast, the VTEC setup can alter both camshaft duration and valve lift. In its classic form as used on Honda's DOHC motors, each cam has two different sets of lobes: one used under low-speed conditions, and one that is only activated at high rpm (usually at points over 4,900 rpm). The high-speed lobe is almost a race-quality cam, with (on the popular Acura Integra B18C5 engine) 290 degrees advertised duration (about 242 degrees at 1mm [0.040-inch] lift).

VTEC technology has spread
throughout Honda's lineup--even
to its workhorse sedan
V-6 engines.

As first implemented on the high-performance DOHC motors, there are three cam lobes and three rocker arms for each pair of intake and exhaust valves. At low to midrange engine speeds, the rocker arms aligned with the two outboard low-speed cam lobes directly open and close the valves, but at high rpm, the outer rockers are joined to, and directed by, the middle, high-rpm lobe and rocker arm.

VTEC proved so successful that as it evolved, it eventually found its way, in one form or another, into every Honda model, even the gas/electric Civic hybrid vehicle. The VTEC system used on standard SOHC (single-overhead cam) engines is simpler--the three cam lobes/two-valve system is only for the intake valves; the exhaust valves operate like those on a non-VTEC engine. The VTEC-E was developed for high fuel-mileage VX and HX Civics. Like the SOHC VTEC, it uses two lobe profiles to actuate the intake valves, but to maximize efficiency and achieve a very lean burn, both lobes are extremely mild and are basically intended to induce a high mixture swirl. There are also D-series VTEC motors used in some Civics that broaden the powerband by simply advancing or retarding the cam under different conditions.

The key to VTEC is an extra "high-speed" cam lobe. Normally each pair of valves operates on the outer set of cam lobes and rocker arms. At high-speeds, the center lobe and rocker arms are actuated, effectively changing to a racing cam profile. The quick-burn, pent-roof, high-swirl chamber with a centrally located spark plug is icing on the cake!

The latest and most sophisticated VTEC development is i-VTEC ("intelligent" VTEC), which combines features of all the various previous VTEC systems for even greater powerband width and cleaner emissions. The i-VTEC is used in the Acura RSX Type S, the Civic Si, the '03 Honda Accord, the '04 Acura TSX, and other models. With the latest i-VTEC setup, at low rpm the timing of the intake valves is now staggered and their lift is asymmetric, which creates a swirl effect within the combustion chambers. At high rpm, the VTEC transitions as previously into a high-lift, long-duration cam profile.

On i-VTEC engines, the engine computer also monitors cam position, intake manifold pressure, and engine rpm, then commands the VTC (variable timing control) actuator to advance or retard the cam. At idle, the intake cam is almost fully retarded to deliver a stable idle and reduce oxides of nitrogen (NOX) emissions. The intake cam is progressively advanced as rpm builds, so the intake valves open sooner and valve overlap increases. This reduces pumping losses, increasing fuel economy while further reducing exhaust emissions due to the creation of an internal exhaust gas recirculation (EGR) effect.

When combined with advanced cylinder head and intake and exhaust manifold design, the VTEC concept permits some Honda engines to deliver over 1.5 hp/ci, pass future low-emissions standards, and meet all fuel economy targets. In it, we see perhaps the ultimate and final evolution in internal combustion engine technology. With such exceptional engineering, it's no wonder that Acura and Honda products account for nearly half of the customized cars in the sport-compact market segment.

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