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标题: Honda 引擎系列 [打印本页]
作者: 3-SGTE    时间: 2009-7-13 05:52 PM
标题: Honda 引擎系列
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 ]
作者: 3-SGTE    时间: 2009-7-13 05:53 PM
[edit] B18

[edit] 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:
1986-1989 Accord Aerodeck LXR-S/LX-S (Japan)
1986-1989 Accord EXL-S/EX-S (Japan)
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 (97 kW) @ 6100 rpm & 128 ft·lbf (164 N·m) @ 4700 rpm
Transmission: A2N5, E2N5

[edit] B18A1
NON -VTEC
Found in:
1990-1993 Acura Integra usdm "RS/LS/GS" (DA9)
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

[edit] 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:5.394in
Rod/Stroke Ratio: 1.54
Power: 142 hp (106 kW) @ 6300 rpm & 127 ft·lbf (172 N·m) @ 5200 rpm
Redline: 6800 rpm
Transmission: Y80/S80

[edit] B18B3
NON-VTEC
Found in:
1994-1996 Honda Ballade 180i/E
Displacement: 1834cc
Stroke: 89 mm (3.5 in)
Rod Length: 137.01 mm (5.394 in)
Rod/Stroke Ratio: 1.54
Power:
Redline: 8000 rpm
130 hp (97 kW) @ 6900 rpm & 123 ft·lbf (167 N·m) @ 5000 rpm
140 hp (100 kW) @ 6300 rpm & 127 ft·lbf (172 N·m) @ 5200 rpm
Transmission: Y80/S80

[edit] 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/S80

[edit] B18C (Type R)
VTEC
Found in:
JDM Honda Integra Type R
Rev-limit: 8600 rpm
Power: 148 kW (201 PS; 198 bhp) @ 8500 rpm & 134 ft·lbf (182 N·m) @ 7500 rpm
Transmission Type: 5-speed standard with LSD
Displacement: 1,797 cc (109.7 cu in)
Compression: 11:0:1
Bore: 81 mm (3.189 in)
Stroke: 87.2 mm (3.433 in)
Rod Length: 137.9 mm (5.429 in)
Rod/Stroke Ratio: 1.58
Transmission: s80 (96specR w/helical LSD)s80 (98specR w/helical LSD)
VTEC Engagement @ 5700 RPM

[edit] B18C1
VTEC (Dual Stage Intake Manifold)
Found in :
1994-2001 Acura Integra GS-R (DC2)
Power : 170 hp (127 kW) @ 7100 rpm & 128 ft·lbf (173 N·m) @ 6200 rpm
Redline : 8100 rpm (limiter @ 8500 rpm)
VTEC Switchover : 4400 rpm
Intake Manifold Switchover : 5750 rpm
Displacement : 1797 cc
Compression : 10:1
Bore : 81
Stroke : 87.2 mm
Rod Length : 137.9 mm
Rod/Stroke : 1.58
Transmission: s80
VTEC Engagement: 5800 Rpm

[edit] B18C2
VTEC
Found in:
1994-1999 Honda Integra VTi-R
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 ft·lbf (175 N·m) @ 6200 rpm
Redline: 8200 rpm
Fuel Cut: 8300 rpm
Transmission: Y80(No LSD) 5-Speed Manual Transaxle
0/100 km/h : <7.3 seconds

[edit] B18C3
VTEC
Found in:
1995-1998 Honda Integra Type R
Power: 193 PS/189 hp (141 kW) @ 8200 rpm & 127 ft·lbf/172 N·m @ 7500 rpm

[edit] B18C4
VTEC
Found in:
1996-2000 UK Civic 1.8i VTi 5-door Hatch (MB6)
1996-2000 UK Civic 1.8i VTi-S (Limited Edition) 5-door Hatch (MB6)
1996-2000 UK Civic Aerodeck 1.8i VTi 5-door Wagon (MC2)
1998-1999 EU Civic Aerodeck 1.8i VTi 5-door Wagon (MC2)
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 (124 kW) @ 7600 rpm & 117 ft·lbf (158 N·m) @ 6200 rpm
Limit: 8,100 rpm
Transmission: S9B w/Torsen LSD.
0/100 km/h : 8.3 seconds (8.8 Aerodeck)

[edit] B18C5
VTEC
Found in: USDM DC2 Acura Integra Type-R (Integra Type-R)
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 (3.189 in)
Stroke: 87.2 mm (3.433 in)
Rod Length: 137.9 mm (5.429 in)
Rod/Stroke Ratio: 1.58
Power: 195 hp (145 kW) @ 8200 rpm & 130 ft·lbf (180 N·m) @ 7500 rpm
Transmission: S80 w/LSD
Vtec engagement @ 6,000 rpm

[edit] B18C6
VTEC
Found in:
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 (3.189 in)
Stroke: 87.2 mm (3.433 in)
Rod Length: 137.9 mm (5.429 in)
Rod/Stroke Ratio: 1.58
Power: 190 PS/140 kW @ 7900 rpm & 131 ft·lbf/178 N·m @ 7300 rpm
Redline: 8400 rpm
Rev-limiter: 8700 rpm
Vtec engagement: 5700 rpm
Transmission: S80 w/LSD

[edit] B18C7
VTEC
Found in:
1996- Honda Integra Type R (Australia)
Power: 193 PS/189 hp (141 kW) @ 8200 rpm & 127 ft·lbf/172 N·m @ 7500 rpm

[ 本帖最后由 3-SGTE 于 2009-7-13 05:54 PM 编辑 ]
作者: 3-SGTE    时间: 2009-7-13 05:53 PM
[edit] B20
The B20A3 and B20A5 are not considered part of the B family. See Honda B20A engine.


[edit] B20B
1996-1998 specs
NON-VTEC
Found in: USDM and JDM Honda CR-V, Honda Orthia
Displacement: 1,973 cc (120.4 cu in)
Power: 126 hp (94 kW)) @ 5400 rpm
Torque: 131 ft·lbf (178 N·m) @ 4300 rpm
Rod length: 137 mm (5.4 in)
Compression: 8.8:1 or 9.2:1
Bore: 84 mm (3.3 in)
Stroke: 89 mm (3.5 in)
Redline: 6300 rpm

[edit] B20B / B20Z
1999 - 2000 specs
NON-VTEC
Found in: USDM CRV as a B20Z, JDM Honda CR-V and Honda Orthia as a B20B
Displacement: 1,973 cc (120.4 cu in)
Power: 146 hp (109 kW)) @ 5400 rpm
Torque: 133 ft·lbf (180 N·m) @ 4300 rpm
Rod length: 137 mm (5.394 in)
Compression: 9.6:1
Bore: 84 mm (3.3 in)
Stroke: 89 mm (3.5 in)
Redline: 6300 rpm

[edit] B20A/B21A
The B20A3 and B20A5 are not considered part of the B family. See Honda B20A engine.


[edit] B Series Transmissions
Note: All B series Transmissions are interchangeable. YS1 casing can take S80 Internals or a hydraulic conversion kit can be used to operate hydraulic transmissions in cable operated models.


[edit] J1/S1
Found in: Integra XSI/RSI (DA6)
Type: Cable
1st: 3.230
2nd: 2.105
3rd: 1.458
4th: 1.107
5th: 0.848
R: 3.000
FD: 4.400

[edit] Y1
Found in: CRX/Civic (optional LSD)
Type: Cable
1st: 3.166
2nd: 2.052
3rd: 1.416
4th: 1.103
5th: 0.870
R: 3.000
FD: 4.266

[edit] YS1
Found in: Integra 92-93 XSI/RSI (DA6, DA9)
Type: Cable
1st: 3.307
2nd: 2.105
3rd: 1.458
4th: 1.107
5th: 0.880
R: 3.000
FD: 4.400

[edit] S80
Found in: Integra Type R 98+ (LSD)
Type: Hydraulic
1st: 3.230
2nd: 2.105
3rd: 1.458
4th: 1.034
5th: 0.787
R: 3.000
FD: 4.785

[edit] S80/Y80
Found in: JDM SiR-G (optional LSD)
Type: Hydraulic
1st: 3.230
2nd: 1.900
3rd: 1.360
4th: 1.034
5th: 0.787
R: 3.000
FD: 4.400

[edit] Y21/Y80/S80/S4C
Found in:
JDM 96-97 Integra R(LSD)
JDM Civic R [EK9](LSD)
JDM Civic SiR [EK4, EG6]
JDM CR-X DEL SOL SIR (EG2)(optional LSD)
USDM DEL SOL VTEC (EG2)(OPTIONAL LSD)

[ 本帖最后由 3-SGTE 于 2009-7-13 05:55 PM 编辑 ]
作者: 3-SGTE    时间: 2009-7-13 05:53 PM
标题: K Series
Honda K engine

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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.
Contents[hide]

[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.

[edit] K20A2
[edit] K20A3
[edit] K20A4
[edit] K20A6

[ 本帖最后由 3-SGTE 于 2009-7-13 05:57 PM 编辑 ]
作者: 3-SGTE    时间: 2009-7-13 05:53 PM
[edit] K20Z1
[edit] K20Z2
[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.

[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.

[edit] K23
[edit] K23A1
[edit] K24
K24A4



[edit] K24A1
[edit] K24A2
[edit] K24A3
[edit] K24A4
[edit] K24A8
[edit] K24Z1
[edit] K24Z2
[edit] K24Z3

[ 本帖最后由 3-SGTE 于 2009-7-13 05:58 PM 编辑 ]
作者: 3-SGTE    时间: 2009-7-13 05:53 PM
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 ]
作者: 3-SGTE    时间: 2009-7-13 05:54 PM
标题: 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)

[ 本帖最后由 3-SGTE 于 2009-7-13 06:02 PM 编辑 ]
作者: 3-SGTE    时间: 2009-7-13 06:01 PM
Honda C engineFrom Wikipedia, the free encyclopedia
Jump to: navigation, search

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]

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

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

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


[ 本帖最后由 3-SGTE 于 2009-7-13 06:04 PM 编辑 ]
作者: 3-SGTE    时间: 2009-7-13 06:01 PM
[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:

[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:

[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:

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


[ 本帖最后由 3-SGTE 于 2009-7-13 06:04 PM 编辑 ]
作者: 3-SGTE    时间: 2009-7-13 06:01 PM
Honda D engineFrom Wikipedia, the free encyclopedia
Jump to: navigation, search
[url=http://en.wikipedia.org/wiki/Fileuestion_book-new.svg][/url]
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)
[url=http://en.wikipedia.org/wiki/File16common.jpg][/url] [url=http://en.wikipedia.org/wiki/File16common.jpg][/url]
D16Y4 Engine



D16Z6 Engine Lightly Customized.


[url=http://en.wikipedia.org/wiki/File15B_VTEC_in_1988_CRX_DX.jpg][/url] [url=http://en.wikipedia.org/wiki/File15B_VTEC_in_1988_CRX_DX.jpg][/url]
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.
Contents[hide]


[ 本帖最后由 3-SGTE 于 2009-7-13 06:07 PM 编辑 ]
作者: 3-SGTE    时间: 2009-7-13 06:08 PM
3.5 D16 Series Engines (1.6 Liters)
3.5.1 D16A1
3.5.2 D16A3
3.5.3 D16A6
3.5.4 D16A7
3.5.5 D16A8
3.5.6 D16A9
3.5.7 D16B5
3.5.8 D16W7
3.5.9 D16Y1
3.5.10 D16Y4
3.5.11 D16Y5
3.5.12 D16Y7
3.5.13 D16Y8
3.5.14 D16Y9
3.5.15 D16Z5
3.5.16 D16Z6
3.5.17 D16Z9
3.6 D17 Series Engines (1.7 Liters)
3.6.1 D17A1
3.6.2 D17A2
3.6.3 D17A6
3.6.4 D17A7
4 ZC(similar to D16Y4, D16A8, D16Z6, D16A1, D16A3, D16A6, D16A9 and D16Z5 engines)
5 References
6 External link
[edit] Details
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 and some Civic models

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 (160 kW), 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. The B-series is 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 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). Many people are turning to a cheaper alternative to forged pistons for boosted applications by using the semi forged vitara pistons. They are based on the pistons from a Suzuki Vitara motors that run a 75mm bore as well. They drop compression down to around 8.5:1 depending on the motor and have been said to handle up to 500 hp. Of course as mentioned before the stock rods will fail far before that.

High compression OEM pistons are a quick way to gain power 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. 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.

[ 本帖最后由 3-SGTE 于 2009-7-13 06:10 PM 编辑 ]
作者: 3-SGTE    时间: 2009-7-13 06:08 PM
[edit] Engine Specs
This section needs additional citations for verification.
Please help improve this article by adding reliable references. Unsourced material may be challenged and removed. (November 2008)


[edit] D12 Series Engines (1.2 Litre)

[edit] D12A
Found in:
1988-1991 Honda Civic & City GG G-Mark Special (Japanese Market)
Displacement : 1,237 cc (75.5 cu in)
Bore and Stroke : 72.0 mm × 76.0 mm (2.83 in × 2.99 in)
Compression : 9.5:1
Power : 63 hp (47.0 kW, 63.9 ps) @ 6500 rpm
Torque : 65 ft·lbf (8.99 kg/m, 88.1 Nm) @ 4000 rpm
Valvetrain : SOHC (4 valves per cylinder)
Fuel Control : Single Carburetor
there are some locally distributed units that start with JHM, these are the 1,200 cc (73.2 cu in) EF sold in 1991. all 1000+ units were imported from Japan (SKD)


[edit] D13 Series Engines (1.3 Litre)

[edit] D13B1
Found in:
1988-1991 Honda Civic EC (European Market)
Displacement : 1,343 cc (82.0 cu in)
Bore and Stroke : 75.0 mm × 76.0 mm (2.95 in × 2.99 in)
Compression : 9.5:1
Power : 75 hp (55.0 kW, 76.0 ps) @ 6300 rpm
Torque : 75.2 ft·lbf (10.3 kg/m, 102 Nm) @ 3100 rpm
Valvetrain : SOHC (4 valves per cylinder)
Fuel Control : Single Carburetor

[edit] D13B2
Found in:
1992-1995 Honda Civic EX (European Market)
Displacement : 1,343 cc (82.0 cu in)
Bore and Stroke : 75.0 mm × 76.0 mm (2.95 in × 2.99 in)
Compression : 9:1
Power : 75 hp (55.9 kW, 76.0 ps) @ 6300 rpm
Torque : 75.2 ft·lbf (10.4 kg/m, 102 Nm) @ 3100 rpm
Valvetrain : SOHC (4 valves per cylinder)
Fuel Control : Single Carburetor

[edit] D13B4
Found in:
1998-2003 Honda City EXI/DX
Displacement : 1,300 cc (79.3 cu in)
Bore and Stroke : 75.0 mm × 76.0 mm (2.95 in × 2.99 in)
Compression : 9.75:1
Power : 95 hp (70.8 kW, 96.3 ps) @ 6500 rpm
Torque : 94 ft·lbf (12.8 kg/m, 127 Nm) @ 4200 rpm
Valvetrain : SOHC (4 valves per cylinder) - 16 valve
Fuel Control : Multi-point fuel Injection, PGM-FI

[edit] D13B7
Found in:
1998-2001 Honda Logo 5D
Displacement : ?
Bore and Stroke : ?
Compression : ?:?
Power : ? hp (? kW, ? ps) @ ? rpm
Torque : ? ft·lbf (? kg/m, ? Nm) @ ? rpm
Valvetrain : SOHC (? valves per cylinder)
Fuel Control : Multi-point fuel Injection, PGM-FI

[edit] D13C
Found in:
1989-1994 Honda City CE, CE Fit, CE Select, CG, CR-i, CR-i limited, CZ-i, New Fit (Japanese Market)
Displacement : ?
Bore and Stroke : ?
Compression : 10:1
Power : ? hp (? kW, ? ps) @ ? rpm
Torque : ? ft·lbf (? kg/m, ? Nm) @ ? rpm
Valvetrain : SOHC (? valves per cylinder)
Fuel Control : Multi-point fuel Injection, PGM-FI

[edit] D13C
Found in:
1989-1994 Honda City (Japanese Market)
Displacement : 1,343 cc (82.0 cu in)
Bore and Stroke : 75.0 mm × 76.0 mm (2.95 in × 2.99 in)
Compression : 9.5:1
Power :?
Torque :?
Valvetrain : SOHC (4 valves per cylinder)
Fuel Control : Single Carburetor

[ 本帖最后由 3-SGTE 于 2009-7-13 06:10 PM 编辑 ]
作者: 3-SGTE    时间: 2009-7-13 06:11 PM
[edit] D14 Series Engines (1.4 Litre)

[edit] D14A1
Found in:
1987-1991 Honda Civic GL and 1990 CRX (European Market)
Displacement : 1,396 cc (85.2 cu in)
Bore and Stroke : 75.0 mm × 79.0 mm (2.95 in × 3.11 in)
Compression : 9.3:1
Power : 90 hp (67.1 kW, 91.3 ps) @ 6300 rpm
Torque : 83 ft·lbf (11.5 kg/m, 112 Nm) @ 4500 rpm
Valvetrain : SOHC (4 valves per cylinder)
Fuel Control : Dual Carburetor

[edit] D14A2
Found in:
1995-1996 Honda Civic MA8 (European Market)
Displacement : 1,396 cc (85.2 cu in)
Bore and Stroke : 75.0 mm × 79.0 mm (2.95 in × 3.11 in)
Compression : 9.2:1
Power : 89 hp (66.4 kW, 90.2 ps) @ 6100 rpm
Torque : 86 ft·lbf (11.9 kg/m, 117 Nm) @ 5000 rpm
Valvetrain : SOHC (4 valves per cylinder)
Fuel Control : Multi-point fuel Injection, PGM-FI

[edit] D14A3
Found in:
1996-1999 Honda Civic EJ9 (European Market)
Displacement : 1,396 cc (85.2 cu in)
Bore and Stroke : 75.0 mm × 79.0 mm (2.95 in × 3.11 in)
Compression : 9.1:1
Power : 75 hp (55.9 kW, 76.0 ps) @ 5700 RPM also 90 hp
Torque : ? ft·lbf (? kg/m, 112 Nm) @ 3000 rpm
Valvetrain : SOHC (4 valves per cylinder)
Redline : 6800 rpm
Fuel cut: 7100 RPM
Fuel Control : Multi-point fuel Injection (PGM-FI)
Transmission: S40

[edit] D14A4
Found in:
1996-2000 Honda Civic EJ9 (European Market)
Displacement : 1,396 cc (85.2 cu in)
Bore and Stroke : 75.0 mm × 79.0 mm (2.95 in × 3.11 in)
Compression : 9.2:1
Power : 90 hp (67.1 kW, 91.3 ps) @ 6400 rpm
Torque : ? ft·lbf (? kg/m, 124 Nm) @ 4800 rpm
Valvetrain : SOHC (4 valves per cylinder)
Red line : 6800 RPM
Fuel cut: 7100 RPM
Fuel Control : Multi-point fuel Injection (PGM-FI)
Transmission: S40
The D14A3 and D14A4 engines are identical, the difference is only one small gasket under the throttle body in D14A3 which restricts the air intake of the engine
作者: 3-SGTE    时间: 2009-7-13 06:11 PM
[edit] D15 Series Engines (1.5 Liters)

[edit] D15A1
Needs more info


[edit] D15A2
The JDM spec engine model of one of the EW series motors, used in later years of the third-gen Civic.


[edit] D15A3
Found in:
1985-1987 Honda CRX Si and 1987 Civic Si (AU/NZ)
Displacement : 1,488 cc (90.8 cu in)
Bore and Stroke : 74 mm × 86.5 mm (2.9 in × 3.4 in)
Compression : 8.7:1
Power : 91 hp (67.9 kW, 92.3 ps) @ 5500 rpm
Torque : 93 ft·lbf (12.9 kg/m, 126 Nm) @ 4500 rpm
Valvetrain : SOHC (3 valves per cylinder )
Fuel Control : PGM-FI2

[edit] D15A4
Needs more info


[edit] D15A5
Needs more info


[edit] D15B
VTEC
Found in :
1991-1995 Honda Civic VTi EG4 (Japanese Market)
1991-1995 Honda Civic VTi EG8 (Japanese Market)
Displacement : 1,493 cc (91.1 cu in)
Bore and Stroke :75,0×84,5 mm
Rod Length : 137 mm
Rod/Stroke : 1.62
Compression : 9,3:1
Power : 130 hp (96.9 kW, 130 ps) @ 6800 rpm
Torque : 103 ft·lbf (14.1 kg/m, 138 Nm) @ 5200 rpm
Redline : 7200 rpm
Rev-limiter : 7411 rpm
Valvetrain : SOHC VTEC (4 valves per cylinder)
VTEC Switchover : 4200 rpm
Head Code : P08
Piston Code: P08-010
Fuel Control : OBD-1 PGM-FI

[edit] D15B (3 stage VTEC)
3-stage VTEC
Found in:
1995-1999 Honda Civic VTi EK3 and Ferio Vi
Displacement : 1,493 cc (91.1 cu in)
Bore and Stroke : 75 mm × 84.5 mm (3.0 in × 3.3 in)
Rod Length : 137 mm
Rod/Stroke : 1.62
Compression : 9.6:1
Power : 130hp (95.4 kW, 130 ps) @ 7000 rpm
Torque : 104@ 5300 rpm
Valvetrain : SOHC VTEC (3-4 valves per cylinder, depending on rpm)
VTEC Switchover : 2500 rpm (VTEC-E) & 6000 rpm (VTEC)
Fuel Control : OBD-2 MPFI

[edit] D15B
Found in :
1988 Honda CRX 1.5X (rare)
Ferio MX (Japanese Market)
Displacement : 1,493 cc (91.1 cu in)
Bore and Stroke : 75 mm × 84.5 mm (3.0 in × 3.3 in)
Compression : 9.2:1
Power : 106 hp (96.9 kW, 105 ps) @ 6500 rpm
Torque : 95.4 ft·lbf (13.2 kg/m) @ 4500 rpm
Rev limiter : 7400 rpm
Valvetrain : SOHC (4 valves per cylinder)
Fuel Control : Dual Carburetor

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

Found in:
1988-1991 Honda Civic Hatchback
Displacement : 1,493 cc (91.1 cu in)
Bore and Stroke : 75 mm × 84.5 mm (3.0 in × 3.3 in)
Compression : 9.2:1
Power : 70 hp (52.2 kW, 71.0 ps) @ 5500 rpm [1]
Torque : 83 ft·lbf (11.4 kg/m, 112 Nm) @ 3000 rpm [2]
Valvetrain : SOHC (4 valves per cylinder)
Fuel Control : OBD-O DPFI
Head Code : PM3
ECU Code: PM9

[edit] D15B2
Found in:
1988-1991 Honda Civic GL/DX/LX
1988-1991 Honda CRX DX
1992-1995 Honda Civic LSi Hatch/Saloon (European Market)
1990-1995 Honda Concerto (European Market)
Displacement : 1,493 cc (91.1 cu in)
Bore and Stroke : 75 mm × 84.5 mm (3.0 in × 3.3 in)
Rod Length : 134 mm
Compression : 9.2:1
Power : 92 hp (68.6 kW, 93.3 ps) @ 6000 rpm
Torque : 88 ft·lbf (12.2 kg/m, 119 Nm) @ 4500 rpm
Valvetrain : SOHC (4 valves per cylinder)
Cam Gear : 38 tooth
Piston Code : PM3
Fuel Control : OBD-O DPFI
Redline : 6500 rpm (6000 rpm Honda Concerto) 7200 rpm rev limiter
Head Code : PM3
ECU Code: PM6

[edit] D15B3
Found in:
1988-1989 Honda Civic EX
1988-1995 Honda Civic Shuttle GL
1992-1995 Honda Civic LX (NZ model)
1988-1991 Honda Civic LX (NZ model)
Displacement : 1,493 cc (91.1 cu in)
Bore and Stroke : 75 mm × 84.5 mm (3.0 in × 3.3 in)
Compression : 9.9:1
Power : 95 hp (70.8 kW, 96.3 ps) @ 6000 rpm
Torque : ? ft·lbf (? kg/m, ? Nm) @ ? rpm
Valvetrain : SOHC (4 valves per cylinder)
Cam Gear : 38 tooth
Fuel Control : Carburetor

[edit] D15B4
Found in:
1989-1991 Honda Civic GL (Australian Market)
Displacement : 1,493 cc (91.1 cu in)
Bore and Stroke : 75 mm × 84.5 mm (3.0 in × 3.3 in)
Compression : 9.2:1
Power : 96.5 hp (72kW) @ 5200 rpm
Torque : 90 ft·lbf (12.4 kg/m, 122 Nm) @ 3800 rpm
Valvetrain : SOHC (4 valves per cylinder)
Fuel Control : Dual Carburetor

[edit] D15B6
Found in:
1988-1991 Honda Crx HF
Displacement : 1,493 cc (91.1 cu in)
Bore and Stroke : 75 mm × 84.5 mm (3.0 in × 3.3 in)
Compression : 9.1:1
Power :
['88-'89] 62 bhp (46.23 kW, 62.86 ps) @ 4400 rpm
['90-'91] 72 bhp (53.7 kW, 73.0 ps) @ 4500 rpm
Torque : 83 ft·lbf (11.5 kg/m, 113 Nm) @ 2200 rpm
Valvetrain : 8-Valve SOHC
Fuel Control : OBD-0 MPFI
Head Code : PM-8

[edit] 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 : 1,493 cc (91.1 cu in)
Bore and Stroke : 75 mm × 84.5 mm (3.0 in × 3.3 in)
Compression : 9.2:1
Power : 102 hp (76.1 kW, 103 ps) @ 6200 rpm
Torque : 98 ft·lbf (13.5 kg/m, 133 Nm) @ 3800 rpm
Valvetrain : SOHC (4 valves per cylinder)
Cam Gear: 38 Tooth
Piston Code : PM3
Fuel Control : OBD-1 MPFI
ECU Code: P06

[edit] D15B8
Found in:
1992-1995 Honda Civic CX (U.S. model)
Displacement : 1,500 cc (91.5 cu in)
Bore and Stroke : 75 mm × 84.5 mm (3.0 in × 3.3 in)
Compression : 9.2:1
Power : 70 hp (52.2 kW, 71.0 ps) @ 4500 rpm
Torque : 83 ft·lbf (11.5 kg/m, 113 Nm) @ 2800 rpm
Valvetrain : SOHC (2 valves per cylinder)
Fuel Control : OBD-1 MPFI.
作者: 3-SGTE    时间: 2009-7-13 06:12 PM
[edit] D15Z1
VTEC-E
Found in:
1992-1995 Honda Civic VX
1992-1995 Honda Civic VEi (European Market)
Displacement : 1,493 cc (91.1 cu in)
Bore and Stroke :75 mm × 84.5 mm (3.0 in × 3.3 in)
Rod Length : 137 mm
Rod/Stroke : 1.62
Compression : 9.3:1
Power : 90 hp (67.1 kW, 91.3 ps) @ 5600 rpm
Torque : 98 ft·lbf (13.5 kg/m, 133 Nm) @ 4800 rpm
Valvetrain : SOHC VTEC-E (3-4 valves per cylinder depending on RPM)
VTEC Switchover : 2500 rpm
ECU Code : P07
Fuel Control : OBD-1 MPFI

[edit] D15Z4
Found in:
1996-2000 Civic Exi and SA Ballade & Civic 150i
Displacement : 1,493 cc (91.1 cu in)
Bore and Stroke : 75 mm × 84.5 mm (3.0 in × 3.3 in)
Power : 90 hp (67.1 kW, 91.3 ps) or 105 hp @ 5800 rpm
Torque : 99-103 ft·lbf (14 kg/m, 134-140 Nm) :confirm?]] @ 4200 rpm
Valvetrain : SOHC (4 valves per cylinder)

[edit] D15Z6
VTEC-E
Found in:
1995-2000 Honda Civic 1.5 iLS (European Market)
Displacement : 1,493 cc (91.1 cu in)
Bore and Stroke : 75 mm × 84.5 mm (3.0 in × 3.3 in)
Rod Length : 137 mm
Compression : 9.6:1
Power : 114 hp (85 kW) @ 6500 rpm
Torque : 98 ft-lb (141 Nm) @ 5400 rpm
VTEC Switchover : depending on load, max ~3500 rpm in 5th gear
Valvetrain : SOHC VTEC (3-4 valves per cylinder, depending on rpm)
Fuel Control : OBD2 PGM-FI MPFI

[edit] D15Z7
3-stage VTEC
Found in:
1996-1999 Honda Civic VTi EK3 and Ferio Vi
Displacement : 1,493 cc (91.1 cu in)
Bore and Stroke : 75 mm × 84.5 mm (3.0 in × 3.3 in)
Rod Length : 137 mm
Rod/Stroke : 1.62
Compression : 9.6:1
Power : 128 hp (95.4 kW, 130 ps) @ 7000 rpm
Torque : 102 ft·lbf (14.2 kg/m, 139 Nm) @ 5300 rpm
Valvetrain : SOHC VTEC (3-4 valves per cylinder, depending on rpm)
VTEC Switchover : ? rpm
Fuel Control : OBD-2 MPFI
ECU Code : P2J

[edit] D15Z8
VTEC-E
Found in:
1997-2000 Honda Civic LS (European Market)
Displacement : 1,493 cc (91.1 cu in)
Bore and Stroke : 75 mm × 84.5 mm (3.0 in × 3.3 in)
Compression : 9.6:1
Power : 114 hp (85.0 kW, 116 ps) @ 6500 rpm
Torque : error?: 95-99 ft·lbf (13-14 kg/m, 128-134 Nm) :confirm? @ 4500 rpm
Head Code : P2J
ECU Code : P2P
VTEC Switchover : 2500 rpm
Valvetrain : SOHC VTEC-E (4 valves per cylinder)
Fuel Control : OBD2 MPFI

[edit] D16 Series Engines (1.6 Liters)

[edit] D16A1
Found in:
1986-89 Acura Integra (USA)
Displacement : 1,590 cc (97 cu in)
Bore and Stroke : 75 mm × 90 mm (3.0 in × 3.5 in)
Valvetrain : DOHC (16 valves per cylinder)
Fuel Control : OBD-0 MPFI
1986-1987
Compression : 9.3:1
Power : 113 hp (84.3 kW, 115 ps) @ 6250 rpm
Torque : 99 ft·lbf (13.7 kg/m, 134 Nm) @ 5500 rpm
Piston Code: PG6
1988-1989
Compression : 9.5: 1
Power : 120 hp (88.0 kW, 120 ps) @ 6250 rpm
Torque: 101 ft·lbf (14.0 kg/m, 137 Nm) @ 5500 rpm
Piston Code: P29 (Equivalent to PM7)
ECU Code: PG7

[edit] D16A3
Found in:
1986-89 Acura Integra (Australia)
Displacement : 1,590 cc (97 cu in)
Bore and Stroke : 75 mm × 90 mm (3.0 in × 3.5 in)
Compression : 9.5:1
Power : 118 hp (88.0 kW, 120 ps) @ 5600 rpm
Torque : 103 ft.lbf (14.3 kg/m, 140 Nm) @ 4800 rpm
Valvetrain : DOHC, ? valves per cylinder
Fuel Control : OBD-0 MPFI

[edit] 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/Tourer (UK/Europe)
Displacement : 1,590 cc (97 cu in)
Bore and Stroke : 75 mm × 90 mm (3.0 in × 3.5 in)
Rod Length : 137 mm
Rod/Stroke : 1.52
Compression : 9.1:1
Power : 108 hp (80.5 kW, 110 ps) @ 5600 rpm
Note: 1988 engines were 105 hp (78.3 kW, 107 ps)
Torque : 100 ft·lbf (13.9 kg/m, 136 Nm) @ 4,800 rpm
Redline : 7200 rpm (USA)
Valvetrain : SOHC (4 valves per cylinder)
Fuel Control : OBD-0 MPFI
Head Code : PM3
ECU Code : PM6
作者: 3-SGTE    时间: 2009-7-13 06:13 PM
[edit] D16A7
(Basically a D16A6 that came without a catalytic converter, like the European version of the D16A6)

Found in:
88-89 Civic models in Europe(ED4,ED7)
88-95 Models in South Africa
Ballade SH4 and SR4 ( D16A7 / EE4 )
Displacement : 1,590 cc (97 cu in)
Bore and Stroke : 75 mm × 90 mm (3.0 in × 3.5 in)
Compression : 9.6:1
Power : 115 hp (85.8 kW, 117 ps) @ 5900 rpm
Torque : 100 ft·lbf (13.9 kg/m, 136 Nm) @ 4800 rpm
Valvetrain : SOHC (4 valves per cylinder)
Fuel Control : OBD-0 Multi-point PGM-FI

[edit] D16A8
Found in:
1988-1995 Civic/CRX/Concerto (UK/Europe/Australia)
1992-1995 Rover 216/416 GTi(UK/Europe)
1993-1997 Rover 216 SportCoupe (Europe)
Displacement : 1,590 cc (97 cu in)
Bore and Stroke : 75 mm × 90 mm (3.0 in × 3.5 in)
Compression : 9.5:1
Power : 125 hp (93.2 kW, 127 ps) @ 6800 rpm
Torque : 108 ft·lbf (14.9 kg/m, 146 Nm) @ 5900 rpm
Valvetrain : DOHC (4 valves per cylinder)
Fuel Control : OBD-0 MPFI
ECU Code : PP5
Gearbox : L3

[edit] D16A9
(Same as D16A8 but without a catalytic converter)

Found in:
1988-1991 Concerto (UK/Europe)
1988-1991 CRX 1.6i-16(UK/Europe/South Africa)
1988-1991 Civic 1.6i-16(UK/Europe/South Africa)
1989-1992 Rover 216/416 GTi (UK/Europe)
1992-1995 Civic Si (Peruvian version)
Displacement : 1,590 cc (97 cu in)
Bore and Stroke : 75 mm × 90 mm (3.0 in × 3.5 in)
Compression : 9.5:1
Power : 130/137 hp (96.9 kW, 132 ps) @ 6.800 rpm
Torque : 108 ft·lbf (14.9 kg/m, 146 Nm) @ 5900 rpm
Valvetrain : DOHC (4 valves per cylinder)
Redline: 7200 rpm
Limit: 7800 rpm
Fuel Control : OBD-0 MPFI (92-95 OBD-1)
ECU Code: PM7 (92-95 P29)
GearBox : L3 Cable type (92- 95 S20)

[edit] D16B5
(Identical to the D16Y5. Main differences are Pistons, Rods, Camshaft, Head Gasket, Intake Manifold, and Exhaust Manifold are PDN rather than P2M)

Found in:
1998-2000 Honda Civic GX
Displacement : 1,590 cc (97 cu in)
Bore and Stroke : 75 mm × 90 mm (3.0 in × 3.5 in)
Rod Length : 137 mm
Compression : 12.5:1
Combustion Chamber Volume : 32.8 cc per cylinder
Power : ? hp (? kW, ? ps) @ ? rpm
Torque : ? ft·lbf (? kg/m, ? Nm) @ ? rpm
Valvetrain : SOHC VTEC-E
VTEC Switchover : 5700 rpm
Fuel Control : OBD-2 MPFI
ECU Code: PDN-A02

[edit] D16W7
VTEC-E
Found in:
2005-2007 Honda Civic Vti-L/ Vti (Asia)
Displacement:1,590 cc (97 cu in)
Compression : 10.9:1
Power : 115 hp (85.8 kW, 117 ps) @ 5600 rpm
Torque : 112 ft·lbf (15.5 kg/m, 152 Nm) @ 4300 rpm
Valvetrain : SOHC (? valves per cylinder)
Redline : 6100 rpm
Limit : 6200 rpm
Fuel Control : OBD-1 MPFI
ECU Code : PM12
Also found in 2001-2005 Honda Civic (Europe)
Same as above, except:
Power: 110 hp (82.0 kW, 81 kW) @ 5600 rpm
Torque : 112 ft·lbf (15.5 kg/m, 152 Nm) @ 4300 rpm
Redline 6100 rpm
Limit 6200 rpm

[edit] D16Y1
Found in
1992-1995 Honda Civic VTi (AUS)
Displacement : 1,590 cc (97 cu in)
Bore and Stroke : 75 mm × 90 mm (3.0 in × 3.5 in)
Compression : 9.3:1
Power : 129 hp (96.2 kW, 131 ps) @ 6600 rpm
Torque : 107 ft·lbf (14.8 kg/m, 145 Nm) @ 5200 rpm
Redline : 7200 rpm
Valvetrain : SOHC VTEC (? valves per cylinder)
VTEC Switchover : 5000 rpm
Fuel Control : OBD-1 MPFI
Head Code : P08
ECU Code : P28

[edit] D16Y4
Found in:
1996-2000 Civic i ES (Turkey-Turkiye-Techturkey)
1996-2000 Civic CXi,GL,GLi (New Zealand,Australia)

Displacement : 1,590 cc
Bore and Stroke : 75 mm × 90 mm (3.0 in × 3.5 in)
Compression : 9.4:1
Power : 120 hp (88.0 kW) @ 6400 rpm
Torque : 144 nm / 5000rpm
Redline : 6800 rpm
Rev-limiter: 7200 rpm
Fuel Control : OBD-2 MPFI
Head Code : P2A-2
ECU Code : P2K
Rod /Stroke Ratio : 1.52
Rod Length : 152 mm
Deck Height : 212
Gear Ratios:
1st 3.250 2nd 1.909 3rd 1.250 4th 0.909 5th 0.702 rev 3.153 final 4.058


[edit] D16Y5
VTEC-E
Found in :
1996-2000 Honda Civic HX
1996 Honda Civic EX(sedan Peruvian version)
Displacement : 1,590 cc (97 cu in)
Bore and Stroke : 75 mm × 90 mm (3.0 in × 3.5 in)
Rod Length : 137 mm
Rod/Stroke : 1.52
Compression : 9.4:1
Power : 115 hp (85.8 kW, 117 ps) @ 5600 rpm
Torque : 104 ft·lbf (14.4 kg/m, 141 Nm) @ 4500 rpm
Valvetrain : SOHC VTEC-E (? valves per cylinder)
Fuel Control : OBD-2 MPFI
Head Code : P2J
1996-2000 VTi (Phils. & NZ)
Displacement : 1,590 cc (97 cu in)
Bore and Stroke : 75 mm × 90 mm (3.0 in × 3.5 in)
Compression : ?:?
Power : 127 hp (94.7 kW, 129 ps) @ 5800 rpm
Torque : ? ft·lbf (? kg/m, ? Nm) @ ? rpm
Valvetrain : SOHC VTEC(4 valves per cylinder)
Fuel Control : OBD-2 MPFI
Head Code : P2J
ECU Code : P2M
Piston Code : P2MY
作者: 3-SGTE    时间: 2009-7-13 06:14 PM
[edit] D16Y7
Found in:
1996-2000 Honda Civic DX/VP/LX/CX
1999-2000 Honda Civic Special Edition - SE(Canada)
1996-97 Honda del Sol S
1997 Honda Civic Coupe LSI
Displacement : 1,593 cc (97.2 cu in)
Bore and Stroke : 75 mm × 90 mm (3.0 in × 3.5 in)
Compression : 9.4:1
Power : 106 hp (79.0 kW, 107 ps) @ 6400 rpm
Torque : 103 ft·lbf (14.3 kg/m, 140 Nm) @ 4,600 rpm
Redline : 6800 rpm
Rev-limiter: 7200 rpm
Valvetrain : SOHC (4 valves per cylinder)
Fuel Control : OBD2 MPFI
Head Code : P2F
Piston Code : P2E
ECU Code : P2E

[edit] D16Y8
VTEC

Also available in New Zealand under the code D16Y6

Found in
1999-2000 Honda Civic SE 1.6 Vtec (UK)
1996-1999 Honda Civic EX Sedan
1996-1999 Honda Civic EX Coupe
1996-2000 Honda Civic EX (US)
1996-2000 Honda Civic SI (Canada Only)
1997-2000 Acura 1.6EL (Canada Only)
1996-1997 Honda del Sol Si
1997-2000 Rover 416 Auto
Displacemnt : 1590cc
Bore and Stroke : 75 mm × 90 mm (3.0 in × 3.5 in)
Rod Length : 137 MM
Rod/Stroke : 1.52
Compression : 9.6:1
Valvetrain : SOHC 4 valves per cylinder
Power : 127 hp (94.7 kW, 129 ps) @ rpm
Torque : 111 ft·lbf (45.79 kg/m, 145.1 Nm) @ rp
Head Code : P2J
Piston Code : P2P
Redline 7200 rpm
ECU Code : P2P

[edit] D16Y9
non vtec

Found in:
1996-2000 Honda Ballade, Honda Civic in South Africa and Venezuela
Displacement : 1,590 cc (97 cu in)
Bore and Stroke : 75 mm × 90 mm (3.0 in × 3.5 in)
Compression : 9.2:1
Power : 106 hp (79.0 kW, 107 ps) @ 5900 rpm (Mt 110 hp (82 kW) @ 5500 rpm)
Torque : 108 ft·lbf (14.9 kg/m, 146 Nm) @ 4000 rpm
Valvetrain : SOHC (4 valves per cylinder)
Fuel Control : OBD2A MPFI
ecu p2k 2 connectors vtec shortopen at?

The D16Y9 in South Africa has different power figures:
Power: 89Kw (119hp) @6400rpm
Torque: 146Nm (108 lbf-ft) @5500rpm
Information found in April 1998 CAR Magazine(SA)

[edit] D16Z5
(Basically the same engine as the D16A9, but now with a catalytic converter and lambda sensor)

Found in:
1988-1992 Honda CRX (European Market)
Displacement : 1,590 cc (97 cu in)
Bore and Stroke : 75 mm × 90 mm (3.0 in × 3.5 in)
Compression : 9.5:1
Power : 124 hp (92.5 kW, 126 ps) @ 6800 rpm
Torque : ? ft·lbf (? kg/m, 140 Nm) @ 5600 rpm
Valvetrain : DOHC (4 valves per cylinder)
Cam Gear : 34 tooth
Fuel Control : OBD-0 PGM-FI
Head Code : P7
Piston Code : PM7
ECU Code: PM7

[edit] D16Z6
Found in
1992-1995 Honda Civic Si
1992-1995 Honda Civic EX, EX-V
1992-1995 Honda Civic ESi (European Market)
1993-1995 Honda Del Sol Si (US)
1993-1995 Honda Del Sol ESi (European)
Displacement : 1,590 cc (97 cu in)
Bore and Stroke : 75 mm × 90 mm (3.0 in × 3.5 in)
Rod Length : 137MM
Rod/Stroke : 1.52
Compression : 9.2:1
Power : 125 hp (93.2 kW, 127 ps) @ 6600 rpm
Torque : 106 ft·lb (14.7 kg/m, 144 Nm) @ 5200 rpm
Redline : 7200 rpm
Fuel Cut : 7411 rpm
VTEC Switchover : 4800 rpm[3]
Fuel Control : OBD-1 MPFI
Head Code : P08
ECU Code : P28

[edit] D16Z9
Found in:
1994-1995 Civic Coupe (EJ1) 1.6i ESi European
Displacement : 1,590 cc (97 cu in)
Bore and Stroke : 75 mm × 90 mm (3.0 in × 3.5 in)
Compression : 9.2:1
Power : 125 hp (93.2 kW, 127 ps) @ 6600 rpm
Torque : 106 ft·lbf (14.7 kg/m, 144 Nm) @ 5200 rpm
Redline : 7200 rpm
Fuel Cut : 7500 rpm
Valvetrain : SOHC VTEC (4 valves per cylinder)
Fuel Control : OBD-1 MPFI
ECU Code : P28

[edit] D17 Series Engines (1.7 Liters)

D17A 2001-2005 (Japan) honda civic
Displacement : 1,668 cc (101.8 cu in)
Bore and Stroke: ?
Valvetrain : SOHC VTEC (? valves per cylinder)
Power : [lean burn] 115 hp (85.8 kW, 117 ps) @ ? rpm; 130 hp (96.9 kW, 132 ps) @ ? rpm
Torque : ? ft·lbf (? kg/m, ? Nm) @ ? rpm
please find more info, there is also a D15B VTEC from this family with coils

[edit] D17A1
Found in:
2001-2005 Honda Civic DX/LX/VP
Displacement : 1,668 cc (101.8 cu in)
Bore and Stroke : 75 mm × 94.4 mm (3.0 in × 3.7 in)
Compression : 9.5:1
Power : 115 hp (85.8 kW, 117 ps) @ 6100 rpm
Torque : 110 ft·lbf (15.2 kg/m, 149 Nm) @ 4500 rpm
Valvetrain : SOHC (4 valves per cylinder)
Fuel Control : OBD-2 MPFI cut: 180kmh

[edit] D17A2
VTEC-E
Found in:
2001-2005 Honda Civic EX (US only)
2001-2005 Honda Civic LX (Europe)
2001-2005 Honda Civic Si (Canada only)
2001-2005 Acura 1.7 EL (Canada only)
Displacement : 1,668 cc (101.8 cu in)
Bore and Stroke : 74.98 mm × 94.4 mm (2.952 in × 3.717 in)
Rod Length : 137 mm
Rod/Stroke : 1.48
Compression : 9.9:1
Power : 127 hp (94.7 kW, 129 ps) @ 6300 rpm
Torque : 114 ft·lbf (15.8 kg/m, 155 Nm) @ 4800 rpm
RPM redline: 6800 rpm
Rev-limiter : 7200 rpm
Valvetrain : SOHC VTEC (4 valves per cylinder)
VTEC Switchover : 3200 rpm
Fuel Control : OBD-2 MPFI

[edit] D17A6
VTEC-E
Found in:
2001-2005 Honda Civic HX
Displacement : 1,668 cc (101.8 cu in)
Bore and Stroke : 75 mm × 94.4 mm (3.0 in × 3.7 in)
Compression : 9.9:1
Power : 125 hp (93.2 kW, 127 ps) @ 5800 rpm &
Torque : 111 ft·lbf (15.3 kg/m, 150 Nm) @ 3800 rpm
Valvetrain : SOHC VTEC-Ec (4 valves per cylinder)
VTEC Switchover : 4400rpm
Fuel Control : OBD-2 MPFI

[edit] D17A7
Found in:
2001-2005 Honda Civic GX
Fuel CNG (Compressed Natural Gas)
Displacement : 1,668 cc (101.8 cu in)
Bore and Stroke : 75 mm × 94.4 mm (3.0 in × 3.7 in)
Compression : 12.5:1
Power : 100 hp (74.6 kW, 101 ps) @ 6100 rpm
Torque : 98 ft·lbf (13.5 kg/m, 133 Nm) @ 4000 rpm
Valvetrain : SOHC (? valves per cylinder)
Fuel Control : OBD-2 MPFI
作者: 3-SGTE    时间: 2009-7-13 06:14 PM
[edit] ZC(similar to D16Y4, D16A8, D16Z6, D16A1, D16A3, D16A6, D16A9 and D16Z5 engines)
A few D-series variants are labelled (Japanese: Honda ZC engine) (usually JDM), but they are not truly a different series.

There are both SOHC and DOHC ZC engines.

The non-VTEC SOHC ZC is similar to the D16A6 (before '96) and D16Y4 ('96-2000) engine, but with more aggressive cam timing.

The VTEC SOHC ZC is identical to the D16Z6.

The DOHC ZC is similar to the D16A1, D16A3, D16A8, D16A9 and D16Z5 engines.

DOHC ZC

Found in 1988-'91 (JDM) CR-X Si Specs: Displacement : 1590 cm&sup3; 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 (84.3 kW, 115 ps) @ 6250 rpm; Torque : 99 ft·lbf (13.7 kg/m, 134 Nm) @ 5500rpm (US) 1988-1989 Power : 118 hp (88.0 kW, 120 ps) @ 6250 rpm; Torque : 101 ft·lbf (14.0 kg/m, 137 Nm) @ 5500rpm (US) 1988-1991 Power : 130 hp (96.9 kW, 132 ps) @ 6800 rpm; Torque : 106 ft·lbf (14.7 kg/m, 144 Nm) @ 5700 (JDM) Valvetrain : DOHC Piston Code 1986-'87 : PG6 Piston Code 1988-'89 : PM7 Fuel Control : OBD-0 MPFI Euro Mk1 ('85-'87) 1.6 CRX's are fitted with an engine designated "ZC1" which is a higher spec 130 hp (96.9 kW, 132 ps) version of the D16A1. Which were later to be switched out with the D16A8 or B16A depending on which model.


1st Gen ZC Identified by: External coil, small distributor, dual butterfly TB, cam cover bolts on top, brown/gold cam cover. Large cam pulleys. +3cc PG6B pistons, non-pent roof combustion chamber. As a ZC it appeared in JDM AV Integra Si and JDM E-AT Civic/CR-X Si. Commonly produced at the time but now over 20 years old and getting harder to find. D-series version D16A1 '86-'87


2nd Gen ZC (rarest) Identified by: Internal coil, large distributor, single butterfly TB mounted on slight angle forward, bolts on top of cam cover, black cam cover, large cam pulleys. +7cc PM7 pistons, 43 cc Pent roof combustion chamber. As a ZC appeared in JDM facelift AV bodied Integra Si did not appear in Civic or CR-X, rarest ZC only produced for less than one year. D-series version D16A1 '88-'89 (sometimes +7cc P29 pistons)


3rd Gen ZC Identified by: Internal coil, large distributor, single butterfly TB. Black cam cover. Cam cover bolts on the sides. Small cam pulleys. Inlet Manifold stamped PM7. +7cc PM7 pistons, 43 cc Pent roof combustion chamber. As a ZC appeared in JDM EF3 civic and EF7 CR-X, did not appear in an Integra body. Most commonly produced ZC, manufactured in Japan from end of '87 through to early '91 D-series version D16A8/9 (Euro Civic Si) (sometimes +7cc P29 pistons)


4th Gen ZC Identified by: Internal coil. OBD1 EFi system (grey plug). No cam angle sensor on exhaust cam, now located in distributor. Rubber plug where cam angle sensor would mount. Black cam cover. No PGM-EFi plate on the inlet manifold, replaced with three ribs instead. P29 stamped on inlet manifold. MAP sensor on TB. +7cc PM7 pistons, pent roof combustion chamber. As a ZC only appeared in EG5 Civic bodies, no Integra or CRX received this engine. Reasonably common produced from '92 to '94. (20th Anniversary edition & Japanese car of the year) D-series version D16A8/9 (Euro & Australia Civic Si & NZ Civic Gti) (sometimes +7cc P29 pistons)

More info on the DOHC ZC go to http://www.d-series.org/forums/showthread.php?t=91053




More info on the DOHC ZC go to http://www.d-series.org/forums/showthread.php?t=91053
作者: 3-SGTE    时间: 2009-7-13 06:15 PM
Honda E engine
From Wikipedia, the free encyclopedia
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This article needs additional citations for verification.
Please help improve this article by adding reliable references. Unsourced material may be challenged and removed. (November 2008)

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.

The CVCC ED1 was on the Ward's 10 Best Engines of the 20th century list.

Contents [hide]
1 EB
2 EC
3 ED
4 EF
5 EG
6 EJ
7 EK
8 EL
9 EM
10 EN
11 ER
12 ES
13 ET
14 EV
15 EW
16 E07Z
17 See also



[edit] EB
The EB series displaced 1.2 L (1170 cc, 71 cu in) and was an SOHC 8-valve design with a 2 barrel carburetor. Output for the EB1 was 50 bhp (37 kW) @ 5000 rpm and 59 ft·lbf (80 N·m) @ 3000 rpm, and this was up to 63 bhp (47 kW) @ 5000 rpm and 77 ft·lbf (104 N·m) @ 3000 rpm for the EB2 and EB3.

EB1
1973- Honda Civic
EB2
1974-1979 Honda Civic
EB3
1978-1979 Honda Civic

[edit] EC
The EC series engine is used in the gasoline/electric Honda Insight Hybrid. This 3 cylinder Engine is a SOHC 12 valve sized 1 L (995 cc, 61 cu in)-DK. The ECA1 produces 68 hp (50 kW) @ 5700 rpm and 67 ft·lbf (N·m) of torque @ 4800. The ECA1 motor is assisted in various circumstances by a 10 kW permanent magnet DC electric motor adding 8 horsepower (6.0 kW) and 16 ft·lbf (22 N·m) torque throughout the entire RPM range. It is completely unrelated to the rest of the E-series engines.

ECA1
2000-2006 Honda Insight

[edit] ED
The ED series introduced the CVCC technology. This group displaced 1.5 L (1487 cc, 91 cu in) and used an SOHC 8-valve design. Output with a 3 barrel carburetor was 52 hp (39 kW) @ 5000 rpm and 68 ft·lbf (92 N·m) @ 3000 rpm.

ED1
1975- Honda Civic CVCC
ED2
1975- Honda Civic Wagon
ED3
1976-1979 Honda Civic CVCC
ED4
1976-1979 Honda Civic Wagon

[edit] EF
The EF displaced 1.6 L (1598 cc) and was an SOHC 12-valve (CVCC) engine with a 3 barrel carburetor. Output was 68 hp (51 kW) @ 5000 rpm and 85 ft·lbf (115 N·m) @ 3000 rpm.

EF 2-port


1976-1978 Honda Accord

[edit] EG
The EG displaced 1.6 L (1598 cc, 98 cu in) and was an SOHC 8-valve engine with a 2 barrel carburetor. Output was 68 hp (51 kW) @ 5000 rpm and 85 ft·lbf (115 N·m) @ 3000 rpm.

EG

1976-1978 Honda Accord Non USDM


[edit] EJ
The EJ displaced 1.3 L (1335 cc, 81 cu in) and was an SOHC 12-valve CVCC engine with a 3 barrel carburetor. 4 intake valves, 4 exhaust valves, and 4 auxiliary valves. Output was 68 hp (51 kW) @ 5000 rpm and 77 ft·lbf (104 N·m) @ 3000 rpm.

EJ1
1980- Honda Civic
1981-1983 Honda Civic CVCC

[edit] EK
There were 2 different EK engines, until late 1979 the heads used a two port exhaust design. On the 1979 through 1981 EK1 the head used a four port exhaust design. For 1982 and 1983, the intake and exhaust port layout was changed, and head bolt spacing was changed to allow better flow. EK motors used Honda's CVCC design, and were 8 valve motors with 4 additional auxiliary intake valves. Both displaced 1.8 L (1751 cc, 107 cu in). 2-port output was 72 hp (54 kW) @ 4500 rpm and 94 ft·lbf (127 N·m) @ 3000 rpm, while the original 4-port head raised this to 75 hp (56 kW) @ 4500 rpm and 96 ft·lbf (130 N·m) @ 3000 rpm. The revised 4-port had another slight horsepower increase.

EK1 2-port
1979 Honda Accord
1979 Honda Prelude
EK1 4-port
1980-1981 Honda Accord
1980-1981 Honda Prelude
EK1 4-port (Revised)
1982-1983 Honda Accord
1982 Honda Prelude
1981-1985 Honda Vigor

[edit] EL
The EL displaced 1.6 L (1602 cc, 98 cu in) and was an SOHC 8-valve engine with a 2 barrel carburetor. Output was 78 hp (55 kW) @ 5000 rpm and 97 ft·lbf (125 N·m) @ 3000 rpm.

EL1
1979-1983 Honda Accord Non USDM
1979-1982 Honda Prelude (Australian and Canadian models) Non USDM

[edit] EM
The EM displaced 1.5 L (1487 cc, 91 cu in) and was an SOHC 12-valve CVCC engine. Early versions produced 52 hp (39 kW) @ 5000 rpm and 68 ft·lbf (92 Nm) @ 3000 rpm, while later ones upped the output to 63 hp (47 kW) @ 5000 rpm and 77 ft·lbf (104 N·m) @ 3000 rpm. All used a 3 barrel carburetor.

EM1
1980 Honda Civic, 52 hp (39 kW)
1981-1983 Honda Civic, 63 hp (47 kW)

[edit] EN
The EN displaced 1.3 L (1335 cc, 81 cu in). 8 valve head fitted on Civics in Canada, and also to the Triumph Acclaim in the UK. All Aluminum engine.

EN1 1980-1983 Wagons and Hatchbacks

EN4 1981-1984 Triumph Acclaim, twin carb, 71 bhp (53 kW)


[edit] ER
The 'ER displaced 1,237 cc (75.5 cu in) and is a 8 valve SOHC Naturally Asperated engine (CVCC)

compression ratio: 10.2:1
Max Power 56 bhp (42 kW) @ 5500
Max Torque 68.7 ft·lbf (93.1 N·m) @ 3,500 rpm

bore 66mm (2.60")
stroke 90mm (3.54")

carburetted version runs a keihin 2bbl carbuettor (honda city)

this engine also has a turbocharged EFI configuration (honda city turbo 1&2)

ER1-4 Honda City


[edit] ES
The ES displaced 1.8 L (1829 cc, 112 cu in). All ES engines were SOHC 12-valve engines. The ES1 used dual sidedraft carburetors to produce 100 hp (75 kW) @ 5500 rpm and 104 ft·lbf (141 N·m) @ 4000 rpm. The ES2 replaced this with a standard 3 barrel carburetor for 86 hp (64 kW) @ 5800 rpm and 99 ft·lbf (134 N·m) @ 3500 rpm. Finally, the ES3 used PGM-FI for 101 hp (75 kW) @ 5800 rpm and 108 ft·lbf (146 N·m) @ 2500 rpm.

ES1
1983-1984 Honda Prelude
ES2
1984-1985 Honda Accord
ES3
1985- Honda Accord SE-i
1981-1985 Honda Vigor

[edit] ET
The ET displaced 1.8 L (1829 cc, 112 cu in) and was an SOHC 12-valve engine. ET1 had a single, downdraft carb with 4-1 exhaust manifold. The ET2 with dual sidedraft carburetors and 4-2-1 exhaust manifold produced 100 hp (75 kW) @ 5500 rpm and 104 ft·lbf (141 N·m) @ 4000 rpm.

ET1
1984-1985 Honda Accord (Non USDM Only)
ET2
1985-1986 Honda Prelude

[edit] EV
The EV displaced 1.3 L (1342 cc, 82 cu in) and was an SOHC 12-valve design. 3 barrel carburetors produced 60 hp (45 kW) @ 5500 rpm and 73 ft·lbf (99 N·m) @ 3500 rpm.

EV1
1984-1986 Honda Civic
1984-1986 Honda CRX
EV2
1984-1989 Rover 213

[edit] EW
The final E-family engine was the EW. Displacing 1.5 L (1488 cc, 91 cu in), the EWs were SOHC 12-valve engines. Early 3 barrel EW1s produced between 58 and 76  hp (43 and 57 kW) and 80 to 84 ft·lbf (108 to 114 N·m). The fuel injected EW3 and EW4 produced 91 hp (68 kW) @ 5500 rpm and 93 ft·lbf (126 N·m) @ 4500 rpm. The "EW" name was replaced by the, commonly known, Honda "D series." The EW(1,2,3,4, and 5) received a new name as well as engine stamp placement on the front of the engine like the "modern D series" (aka 1988 and newer) in 1987 as the D15A(1,2,3,4, and 5).

EW1
1984-1985 Honda Civic/CRX DX(unlabeled)
1984-1987 Honda Civic
EW2
1984-1987 Honda Civic non-CVCC EFI (CDM)
EW3
1985- Honda Civic/CRX Si non-CVCC
EW4
1985-1987 Honda CRX Si non-CVCC
1986-1987 Honda Civic Si non-CVCC
EW5
similar to the EW1, Fuel injected CVCC 12Valve 4 Aux valves. A third throttle plate in the throttle body supplied intake air to a 5th injector which powered the CVCC ports, The rated power is different between the Civic and the CR-X the Civic makes 100 PS (99 hp) 5800 rpm 13.2 kg/m (9.7 lb·ft) torque @ 4000 rpm, the CR-X made 110 PS (110 hp) 5800 rpm 13.8 kg/m (10.2 lb·ft) torque @ 4500 rpm. Differences in power are largely down to a more efficient exhaust system on the CR-X it used a factory cast iron 4-2-1 extractor went through a catalytic converter further down the exhaust system and had twin exit tail pipes. The Civic had a short 4-1 design into a catalytic converter and single pipe exit. There was a revised intake manifold for vehicles produced in 1986 and 1987. The EW5 was not available in the North American markets, only Japan It came in the following models 1.5i CR-X, 25i 3DR Civic, Ballade CRi 4DR Sedan.
作者: 3-SGTE    时间: 2009-7-13 06:16 PM
Honda J engine
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Honda J engine  
Manufacturer Honda Motor Manufacturing
Production 1996–
Predecessor Honda C engine
The J-series was Honda's second V6 engine family, introduced in 1996. It is a 60° V6 – Honda's existing C-series was a 90° engine. The J-series was designed for transverse mounting. It has a shorter bore spacing (98 mm/3.86 in), shorter connecting rods, and a special smaller crankshaft than the C-series for compactness. All current J-series engines are SOHC 4-valve designs with VTEC variable valve timing.

The J-series engine was designed in the United States by Honda engineers. It is built at Honda's Anna, Ohio engine plant.

One unique feature of some J-family engine models is Honda's Variable Cylinder Management (VCM) system. The system uses the i-VTEC system to turn off one bank of cylinders under light loads, turning the V6 into a straight-3. The latest Variable Cylinder Management system is able to turn off one bank of cylinders or one cylinder on opposing banks, allowing for three-cylinder use under light loads or four-cylinder use under medium loads.

Contents [hide]
1 J25
2 J30
3 J32
4 J35
5 J37
6 See also
7 References



[edit] J25
The J25A was the first J-series engine produced. It was only used in the export-model Inspire/Saber models, however. The J25A displaced 2.5 L (~153 cu in) and was an SOHC Gasoline direct injection VTEC design. Output was 192 hp (143 kW).

J25A
1998-2003 Honda Inspire
1999 Honda Saber

[edit] J30
The J30 displaces 3.0 L (~183 cu in) and is a SOHC VTEC design. Output for the light weight 250 lb (110 kg) J30A1 was 200 hp (150 kW) and 195 lb·ft (264 N·m) of torque. The J30A4 pushed output to 240 hp (180 kW) and 212 lb·ft (287 N·m) using a three-way VTEC system, higher (10:1) compression ratio, and a novel exhaust manifold cast as one piece with the cylinder head. It weighs nearly 20 lb (9.1 kg) lighter and is an inch shorter than J30A1. This version was on the Ward's 10 Best Engines list for 2003 and 2004. The IMA hybrid version was on the list for 2005. In 2006 to mark the 30th anniversary of the Accord, Honda created the J30A5, which boosted output to 244 hp (SAE Net 08/04) and 211 ft·lbf (SAE Net 08/04) of torque. According to Honda, horsepower gains were achieved with extensive improvements to the airflow of the intake and exhaust system.

J30A1
1997-1999 Acura 3.0CL
1999-2003 Honda Avancier
1998-2002 Honda Accord V6
J30A4
2003-2005 Honda Accord V6
J30A5
2006-2007 Honda Accord V6
Variable Cylinder Management
2005 Honda Accord Hybrid
2003-2007 Honda Inspire

[edit] J32
The J32 displaces 3.2 L (~195 cu in) and is a SOHC VTEC design. Bore is 89 mm (3.5 in) and stroke is 86 mm (3.4 in). Output was 225 hp (168 kW) for the J32A1, with the J32A2 raising output to 260 hp (194 kW) @ 6200 rpm and 232 lb·ft (315 N·m) @ 3500-5500 rpm. A more aggressive camshaft, freer flowing intake/exhaust, and a 2-stage intake manifold all result in a 35 hp (26 kW) increase over the J32A1. The J32A3's output in the 2004/2005 TL is 270 hp (201 kW). SAE corrected hp for the 2006-2008 TL is 258 hp (192 kW). The J32A3 also includes the one-piece exhaust manifold cast with the cylinder head, first introduced on the J30A4.

J32A1
1999-2003 Acura TL
2001-2003 Acura CL
1998-2003 Honda Inspire
J32A2
2001-2003 Acura CL Type-S
2002-2003 Acura TL Type-S
J32A3
2004-2008 Acura TL

[edit] J35

J35Z2The J35 displaced 3.5 L (3471 cc, 212 cu in) and is an SOHC VTEC design. Bore is 89 mm (3.5 in) and stroke is 93 mm (3.7 in). Output was 210 hp (157 kW) for the J35A1; 240 hp (179 kW) and 253 ft·lbf (343 N·m) (5800/4400 rpm) for the J35A3; 240 hp (179 kW) and 242 ft·lbf (328 N·m) (5500/4500 rpm) for the J35A4.

The J35A5 used in the 2004 - 2006 Acura MDX produces 265 hp (198 kW) at 5800 rpm and 250 ft·lbf (339 N·m) at 3500 rpm. The 2003 version of this engine produces 260 hp (194 kW) at 5750 rpm.

The new J35 used in the Acura RL produces 290 hp (220 kW) at 6200 rpm and 256 lb·ft (347 N·m) at 5000 rpm. This engine was on the Ward's 10 Best Engines list for 2005 and 2008.

The J35A9 used in the 2006 - 2008 Honda Ridgeline produces 247 hp (184 kW) at 5750 rpm and 245 lb·ft (332 N·m) at 4500 rpm.

The J35A3 was also used by General Motors in the 2004-2007 Saturn Vue, though it utilized the cast-iron crankshaft from the J35A4 rather than the forged-steel version of the J35A3. GM refers to it as the L66.

J35A1
1999 - 2001 Honda Odyssey
J35A3
2001 - 2002 Acura MDX
2005 - 2008 Acura RL
2004 - 2007 Saturn Vue L66
J35A4
2002 - 2004 Honda Odyssey
2003 - 2004 Honda Pilot
J35A6
2005 - 2009 Honda Odyssey Van, LX, EX
2005 Honda Pilot
J35A7 - Variable Cylinder Management
2005-2009 Honda Odyssey EX-L, Touring
2007-present Honda Inspire
J35A8
2007 - 2008 Acura TL Type-S
J35A9
2006 - 2008 Honda Ridgeline
2006 - 2008 Honda Pilot (VTM-4-equipped models)
J35Z1 - Variable Cylinder Management
2006 - 2008 Honda Pilot (front-wheel drive models)



J35Z2 - Variable Cylinder Management
2008+ Honda Accord (except V6 6MT coupe)
Displacement: 3,471 cc (211.8 cu in)
Bore and stroke: 89.0 mm (3.5 in) x 93.0 mm (3.7 in)
Compression: 10.5:1
Power, torque: 271 hp (202 kW) @ 6200 rpm; 254 ft·lbf (344 N·m) @ 5000 rpm
Valvetrain: 24v SOHC i-VTEC
Fuel control: Multi-point fuel injection; PGM-FI



J35Z3
2008+ Honda Accord V6 6MT coupe
Displacement: 3,471 cc (211.8 cu in)
Bore and stroke: 89.0 mm (3.5 in) x 93.0 mm (3.7 in)
Compression: 10.0:1
Power, torque: 271 hp (202 kW) @ 6200 rpm; 251 ft·lbf (340 N·m) @ 5000 rpm
Valvetrain: 24v SOHC VTEC
Fuel control: Multi-point fuel injection; PGM-FI



J35Z4 - Variable Cylinder Management
2009 Honda Pilot
Displacement: 3,471 cc (211.8 cu in)
Bore and stroke: 89.0 mm (3.5 in) x 93.0 mm (3.7 in)
Compression: 10.5:1
Power, torque: 250 hp (190 kW) @ 5700 rpm; 253 ft·lbf (343 N·m) @ 4800 rpm
Valvetrain: 24 SOHC i-VTEC
Fuel control: Multi-point fuel injection; PGM-FI



J35Z5
2009 Honda Ridgeline
Displacement: 3,471 cc (211.8 cu in)
Bore and stroke: 89.0 mm (3.5 in) x 93.0 mm (3.7 in)
Compression: 10.0:1
Power, torque: 250 hp (190 kW) @ 5700 rpm; 247 ft·lbf (335 N·m) @ 4300 rpm
Valvetrain: 24v SOHC VTEC
Fuel control: Multi-point fuel inection; PGM-FI

[edit] J37



J37A1
2007+ Acura MDX
Displacement: 3,664 cc (223.6 cu in)
Bore and stroke: 90 mm (3.5 in) x 96.0 mm (3.8 in)
Compression: 11.0:1
Power; torque: 300 hp (220 kW) @ 6000 rpm; 275 ft·lbf (373 N·m) @ 5000 rpm
Valvetrain: 24v SOHC VTEC
Fuel control: Multi-point fuel injection; PGM-FI



J37A2
2009 Acura RL
Displacement: 3,664 cc (223.6 cu in)
Bore and stroke: 90 mm (3.5 in) x 96.0 mm (3.8 in)
Compression: 11.2:1
Power; torque: 300 hp (220 kW) @ 6300 rpm; 271 ft·lbf (367 N·m) @ 5000 rpm
Valvetrain: 24v SOHC VTEC (intake and exhaust)
Fuel control: Multi-point fuel injection; PGM-FI



J37A4
2009 Acura TL SH-AWD
Displacement: 3,664 cc (223.6 cu in)
Bore and stroke: 90 mm (3.5 in) x 96.0 mm (3.8 in)
Compression: 11.2:1
Power; torque: 305 hp (227 kW) @ 6300 rpm; 273 ft·lbf (370 N·m) @ 5000 rpm
Valvetrain: 24v SOHC VTEC (intake and exhaust)
Fuel control: Multi-point fuel injection; PGM-FI
作者: 3-SGTE    时间: 2009-7-13 06:16 PM
Honda L engine

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The L-series is a 4-cylinder engine created by Honda and introduced in 2001. It has 1.2, 1.3, and 1.5 L displacement variants, which utilize the names L12A, L13A, and L15A. Depending on the region, these engines are sold throughout the world in the 5-door Fit/Jazz hatchback and the 4-door Fit Aria/City sedan (also known as Fit Saloon). They are also sold in the Japanese-only Airwave wagon and Mobilio MPV.

Two different valvetrains are present on this engine series. The L12A, L13A, and one of the L15A varieties use (Japanese: i-DSI), or “intelligent Dual & Sequential Ignition”. This setup utilizes 2 spark plugs per cylinder. They fire at different intervals during the combustion process to achieve a more complete burn of the gasoline. This process allows the engine to have more power while keeping fuel consumption low thanks to the better utilization of gasoline. Emissions are also reduced. The i-DSI engines have a modest redline of only 6000 rpm, but reach maximum torque at mid-range rpm, allowing for decent performance without having to rev the engine at high speeds.

The other valvetrain in use is the VTEC on one of the two varieties of the L15A. This engine is aimed more at performance than efficiency with a slightly higher redline, which reaches peak torque at higher rpm. However, it still offers a good combination of both performance and fuel efficiency. Both the i-DSI and VTEC have relatively high compression ratios at 10.8:1 and 10.4:1, respectively.

Before April 2006, all vehicles sold with an L-series engine will have had a 5-speed manual or a continuously variable transmission (CVT) automatic available. However, the introduction of the Fit in Canada and the United States will be the first time an L-series engine has been mated to a traditional automatic transmission with a torque converter. The L12A i-DSI is available exclusively in the European domestic market Jazz and is sold with only a 5-speed manual transmission. The three other engines are available with a 5-speed manual, a CVT, a CVT with 7-speed mode, or a 5 speed automatic transmission, depending on the region.

Contents [hide]
1 L-series
1.1 L12A i-DSI
1.2 L13A i-DSI
1.3 L15A i-DSI
1.4 L15A VTEC
2 External links



[edit] L-series

[edit] L12A i-DSI

Stock L12A i-DSI engineAvailable exclusively in the European domestic market Jazz (known as Fit in certain markets) and available with only a 5-speed manual transmission.
Displacement: 1,246 cc (76.0 cu in)
Bore x Stroke: 73.0 mm × 74.4 mm (2.87 in × 2.93 in)
Compression Ratio: 10.8:1
Horsepower: 57 kW (78 hp) @ 5700 rpm
Torque: 110 N·m (81 lbf·ft) @ 2800 rpm
Variations: L12A1

[edit] L13A i-DSI

L13A i-DSISold as a 1.3 in the Japanese Fit and only available with the standard CVT. European version marketed as a 1.4 for the Jazz and City, and available with either 5-speed manual or CVT with 7-speed mode. Use in Australia Jazz GLi (base model) with 5-speed manual or stardand CVT. Available in other markets as well. European Civic 1.4 i-DSI has a standard 6-speed manual with an available 6-speed automated manual I-SHIFT transmission.
For 7gen Civic, City, Fit & Jazz
Displacement: 1,339 cc (81.7 cu in)
Bore x Stroke: 73.0 mm × 80.0 mm (2.87 in × 3.15 in)
Compression Ratio: 10.8:1
Horsepower: 63 kW (84 ps) @ 5700 rpm
Torque: 119 N·m (88 lbf·ft) @ 2800 rpm
Variations: L13A1 (Fit/Jazz), L13A7 (European market Civic), L13A8 (European market City)
For 8gen Civic
Displacement: 1,339 cc (81.7 cu in)
Bore x Stroke: 73.0 mm × 80.0 mm (2.87 in × 3.15 in)
Horsepower: 70 kW (95 ps)
Torque: 130 N·m (91 lbf·ft)
CO2 emission: 109g/km (for the Honda Civic Hybrid)

[edit] L15A i-DSI
Available in the Fit Aria, Mobilio, and Partner in Japan. Offered in the Fit/Jazz and City in certain countries.
Displacement: 1,496 cc (91.3 cu in)
Bore x Stroke: 73.0 mm × 89.4 mm (2.87 in × 3.52 in)
Compression Ratio: 10.8:1(10.5:1 Thailand spec.)
Horsepower: 66 kW (89 ps) @ 5500 rpm (88 ps Thailand spec.)
Torque: 131 N·m (97 lbf·ft) @ 2700 rpm
Unleaded 91 octane fuel(Thailand spec.)

[edit] L15A VTEC

Stock L15A1-VTEC engine
L15A1 engine bay with owner customizations (intake pipe, grounding wires, and conical air filter)Available in the Fit, Fit Aria, Airwave, Mobilio, and Mobilio Spike in Japan. Sold throughout the world with 5-speed manual or CVT options in the Fit/Jazz and City. Canadian and US Fit models will have a 5-speed automatic instead of the CVT.
Displacement: 1,496 cc (91.3 cu in)
Bore x Stroke: 73.0 mm × 89.4 mm (2.87 in × 3.52 in)
Compression Ratio: 10.4:1
Horsepower: 81 kW (109 ps) @ 5800 rpm
Torque: 143 N·m (105 lbf·ft) @ 4800 rpm
Variations: L15A1 (Fit/Jazz)

[edit] External links
Elaborate article about the Honda L-series engines
作者: 3-SGTE    时间: 2009-7-13 06:18 PM
Honda R engineFrom Wikipedia, the free encyclopedia
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R20A


The Honda R series inline four cylinder engine is new for the 2006 Honda Civic (Non-Si). It is fuel injected, has an aluminum-alloy cylinder block and cylinder head, is a SOHC 16 valve design (4 valves per cylinder) and utilizes Honda's i-VTEC system. The R series is undersquare design; it has a high compression ratio of 10.5:1, features a "drive by wire" throttle system which is computer controlled to reduce pumping losses and create a smooth torque curve. The engine uses many technologies to improve economy. Piston rings are given an ion plating, weight is reduced with plastic and aluminum parts and variable length intake manifolds that maintain ram air at a wide rpm range. The automatic transmission model is rated at California Air Resources Board (CARB) ULEV-2 (Ultra Low Emissions Vehicle) with 25/36 city/highway mpg (U.S. gallons) or 30/43 city/hwy mpg (imperial gallons) . It also uses the same computer (ECU) controlled coil-on-plug ignition as the Honda K-series engines; it has no distributor.
Contents[hide]

[edit] R16
[edit] R16A
[edit] R18
R18A



[edit] R18A1
[edit] R18A2
[edit] R20
[edit] R20A1
[edit] R20A2
[edit] R20A3
[edit] External links
作者: 3-SGTE    时间: 2009-7-13 06:20 PM
Honda F20C engineFrom Wikipedia, the free encyclopedia
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The F20C and F22C1 are inline-4 engines produced by Honda. They are the only Honda 4-cylinder engines that are designed to sit longitudinally for rear wheel drive.
These engines are unrelated to the F-series engines found in the mid 90s Honda Accord and Prelude. They share many properties with the K-series. These engines, unlike most F-series engines, have two counter-rotating overhead cams, a VTEC system for both the intake and exhaust camshaft, carbon-fiber reinforced cylinder liners (FRM), molybdenum disulfide-coated piston skirts for reduced friction, and uses a more modern chain driven valvetrain as opposed to a belt driven system.
Contents[hide]

[edit] F20CThe F20C was designed with high maximum rpm in mind, for increased power output; redline is at 9000 rpm, with VTEC engagement at 6000 rpm. Power output is 240 bhp (179 kW) at 8300 rpm in North America and Europe. The Japanese version, which has a higher compression ratio, is capable of 250 PS (247 bhp) at 8600 rpm. Honda's F20C Engine won a spot on Wards' 10 Best Engines List four times, in 2000, 2001, 2002 and 2003.
The engine displaces 1,997 cc (121.9 cu in), lending to the Honda S2000's name. This method of naming follows suit with the rest of the Honda S roadsters (ie. Honda S500, S600, and S800).
The F20C's bore is 87 mm (3.4 in) and stroke is 84 mm (3.3 in).
Applications:
The F20C produces the highest specific power for any naturally aspirated piston engine in a car worth less than US$100,000, at 120 bhp (89 kW) per liter, ahead of the 1.6 L (98 cu in) Honda B16B engine found in the 1996-2000 Honda Civic Type R producing 185 bhp (138 kW) for a specific power of 115.8 bhp (86.4 kW) per liter.

[edit] F22C1
F22C


In 2004, Honda produced a stroked 90.7 mm (3.57 in) version of the F20C, increasing displacement by 160 cc (9.8 cu in) to 2,157 cc (131.6 cu in). Dubbed the F22C1, it was originally designed for the North American market being introduced for the 2004 model year. Rated torque increased from 153 ft·lbf (207 N·m) at 7500 rpm for the F20C to 162 ft·lbf (220 N·m) at 6200 rpm for the F22C. The redline was reduced from 9000 rpm to 8000 rpm, mandated by the longer travel distance of the pistons. Peak horsepower output is rated identical to the F20C.
The F22C1 was used exclusively in the North American market for 2004 and 2005 with the F20C being used in all other markets. Despite the displacement increase, the car to which the F22C1 is mated retains the name of Honda S2000. In 2006, the engine fully replaced F20 engines in the Japanese market as well which resulted in a drop in rated power output from 250 PS (247 bhp) to 242 PS (239 bhp) due to compression being reduced from 11.7:1 to 11.0:1. The UK, European, and Australian markets are currently the only areas in which the S2000 retains the F20C.
Applications:


[ 本帖最后由 3-SGTE 于 2009-7-13 06:21 PM 编辑 ]
作者: 3-SGTE    时间: 2009-7-13 06:23 PM
Honda B20A engineFrom Wikipedia, the free encyclopedia
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Partially unrelated to the Honda B-series engines are the B20A and B21A. By some, these are not considered (by tuners) to be part of the B-series group of engines because they are not compatible with most of the other B-series parts and all of the other B series chassis.
There were 2 versions of the B20A
The B20A, B20A3, and B20A5 engines consisted of closed-deck aluminum blocks with thicker-than-average iron sleeves where as the B21A1 had FRM (fiber reinforced metal) cylinder liners.
The B21A1 was basically a re-worked B20A5 with an increase in bore to 83 mm (3.3 in). The external block dimensions had to stay identical (although there was increased external strengthening and webbing on the B21) to the B20A5 block so Honda called upon Saffil to create a thin but strong cylinder liner called FRM (fiber reinforced metal) which basically consisted of a carbon fiber matrix, aluminum alloy, and aluminum oxide to make a very strong cylinder sleeve. The sleeve is so strong, in fact, that it wears out the piston rings causing low compression numbers, severe smoking, and high oil usage. It is possible in many situations to merely replace the worn rings in order to revive the motor's former output. Many machine shops will not attempt to re-hone or re-bore the FRM sleeves, concerned that the ultra-hard sleeves will damage their machining tools.
Contents[hide]

[edit] B20A,B20A1(16-Valve, 4 Cylinder, DOHC, PGM-FI)
作者: 3-SGTE    时间: 2009-7-13 06:24 PM
[edit] B20AThis is for the B20a that came in 88-91 Preludes, not the same motor as listed above. (16-Valve, 4 Cylinder, DOHC, PGM-FI)

[edit] B20A2(16-Valve, 4 Cylinder, DOHC, PGM-FI)

[edit] B20A3(12-valve, SOHC, dual side-draft carburetors)

[edit] B20A4(12-Valve, SOHC, dual side-draft carburetors)

[edit] B20A5(16-valve, DOHC, PGM-FI)

[edit] B20A6(16-Valve, DOHC, PGM-FI)
142 hp (106 kW)@6000 rpm 174 Nm@4500 rpm KY model is one of them

[edit] B20A7(16-Valve, DOHC, PGM-FI)

[edit] B20A8(16-Valve, DOHC, PGM-FI)

[edit] B20A9(16-Valve, DOHC, PGM-FI)


B20a9 engine code stamp



[edit] B21A(16-valve, DOHC, PGM-FI)
engine using a pk-3 honda ECU


B21a




B21a engine code stamp



[edit] B21A1(16-valve, DOHC, PGM-FI)


Block casting - FRONT




Block casting - REAR


作者: ayrax    时间: 2009-7-13 07:20 PM
em0003 刚想买Vtec车就来了个详细资料~~~~em0003 em0003 em0003 棒~~
作者: LiNeaR_PoWeR    时间: 2009-7-13 07:59 PM

高手终于出马了。。。
什么都被你说完了。。
作者: 想和你做朋友    时间: 2009-7-13 08:08 PM
超爱K20A引擎em0003 尤其是mugen RR的...em0004
作者: 3-SGTE    时间: 2009-7-13 08:22 PM
原帖由 ayrax 于 2009-7-13 07:20 PM 发表
em0003 刚想买Vtec车就来了个详细资料~~~~em0003 em0003 em0003 棒~~

好好的参考吧。
作者: 3-SGTE    时间: 2009-7-13 08:22 PM
原帖由 LiNeaR_PoWeR 于 2009-7-13 07:59 PM 发表

高手终于出马了。。。
什么都被你说完了。。

没啦，还有很多，说不完
作者: 3-SGTE    时间: 2009-7-13 08:23 PM
原帖由 想和你做朋友 于 2009-7-13 08:08 PM 发表
超爱K20A引擎em0003 尤其是mugen RR的...em0004

那的引擎，蛮强的
作者: JianChen    时间: 2009-7-13 09:41 PM
标题: 回复 #11 3-SGTE 的帖子
高手！！强！！
作者: mira_l2s    时间: 2009-7-13 10:11 PM
标题: 回复 #30 3-SGTE 的帖子
不是说不完，是copy不完
作者: 3-SGTE    时间: 2009-7-13 11:02 PM
原帖由 JianChen 于 2009-7-13 09:41 PM 发表
高手！！强！！

我不是。。。
作者: 3-SGTE    时间: 2009-7-13 11:02 PM
原帖由 mira_l2s 于 2009-7-13 10:11 PM 发表
不是说不完，是copy不完

对咯对咯。很多
作者: rubabykimo    时间: 2009-7-13 11:55 PM
资料太多 看不错
作者: JianChen    时间: 2009-7-14 09:00 AM
原帖由 3-SGTE 于 2009-7-13 11:02 PM 发表

我不是。。。


你是。。。
作者: 3-SGTE    时间: 2009-7-14 05:38 PM
原帖由 rubabykimo 于 2009-7-13 11:55 PM 发表
资料太多 看不错

希望有帮助到哦
作者: ADA3217    时间: 2009-7-14 05:53 PM
标题: 回复 #5 3-SGTE 的帖子
高手终于出马了 什么都被你说完了em0002
作者: 3-SGTE    时间: 2009-7-14 05:56 PM
原帖由 JianChen 于 2009-7-14 09:00 AM 发表


你是。。。

我不是，高手都没出现的。我只是角色扮演
作者: 雨天的灵感    时间: 2009-7-14 06:43 PM
标题: 回复 #8 3-SGTE 的帖子
支持哦...
哈哈...多到看不完
顶顶em0020
作者: mira_l2s    时间: 2009-7-14 06:49 PM
支持honda ,希望能买一辆vtec来驾em0012
作者: 雨天的灵感    时间: 2009-7-14 06:55 PM
原帖由 mira_l2s 于 2009-7-14 12:49 AM 发表
支持honda ,希望能买一辆vtec来驾em0012

我可以买给你叻..
你要不要
作者: rubabykimo    时间: 2009-7-14 08:02 PM
原帖由 雨天的灵感 于 2009-7-14 06:55 PM 发表

我可以买给你叻..
你要不要

现在买EK很没有划算了吧

都快全部10年车了 银行难借钱哦

拿来做TRACK CAR是不错的选择
作者: 3-SGTE    时间: 2009-7-14 11:18 PM
原帖由 rubabykimo 于 2009-7-14 08:02 PM 发表

现在买EK很没有划算了吧

都快全部10年车了 银行难借钱哦

拿来做TRACK CAR是不错的选择

现在的市价要多少呢em0010 em0010
作者: rubabykimo    时间: 2009-7-15 10:02 AM
原帖由 3-SGTE 于 2009-7-14 11:18 PM 发表

现在的市价要多少呢em0010 em0010

motor trader有几台

原装的大概都要40k-50k了吧

zerotohundred有台全部料的要卖70k 真不知谁会要跟他买

头期要丢很多
作者: elit    时间: 2009-7-15 03:50 PM
lz你还少了L series的相关资料
作者: wb-chen    时间: 2009-7-15 04:40 PM
原帖由 rubabykimo 于 2009-7-15 10:02 AM 发表

motor trader有几台

原装的大概都要40k-50k了吧

zerotohundred有台全部料的要卖70k 真不知谁会要跟他买

头期要丢很多

EK是大眼吧?
好相没这么贵!
作者: 3-SGTE    时间: 2009-7-15 05:53 PM
原帖由 elit 于 2009-7-15 03:50 PM 发表
lz你还少了L series的相关资料

L 系列在第三面
作者: 3-SGTE    时间: 2009-7-15 05:53 PM
原帖由 rubabykimo 于 2009-7-15 10:02 AM 发表

motor trader有几台

原装的大概都要40k-50k了吧

zerotohundred有台全部料的要卖70k 真不知谁会要跟他买

头期要丢很多

那你本身也是开EK的吗em0010 em0010
作者: 3-SGTE    时间: 2009-7-15 11:20 PM
原帖由 雨天的灵感 于 2009-7-14 06:43 PM 发表
支持哦...
哈哈...多到看不完
顶顶em0020

谢谢支持em0068 em0068
作者: wb-chen    时间: 2009-7-15 11:31 PM
原帖由 3-SGTE 于 2009-7-15 11:20 PM 发表

谢谢支持em0068 em0068

不谢! 不谢!

找这么多资料, 有心了!  
慰劳你一下,请你喝茶!em0012
作者: ayrax    时间: 2009-7-16 01:18 AM
em0003 喝茶??em0003 em0004 是不是"看"者有份~~~~em0012
作者: rubabykimo    时间: 2009-7-16 10:58 AM
原帖由 wb-chen 于 2009-7-15 04:40 PM 发表

EK是大眼吧?
好相没这么贵!

如果你买到车身ek4肯定值这种价钱

路上多数都是ek2 - ek 3
作者: rubabykimo    时间: 2009-7-16 10:59 AM
原帖由 3-SGTE 于 2009-7-15 05:53 PM 发表

那你本身也是开EK的吗em0010 em0010

我的头像就是我开的ek
作者: wb-chen    时间: 2009-7-16 12:17 PM
原帖由 rubabykimo 于 2009-7-16 10:58 AM 发表

如果你买到车身ek4肯定值这种价钱

路上多数都是ek2 - ek 3

明白! 明白!
EK2-EK3应该买二十多到三十千吧! 十多 年车了!
作者: wb-chen    时间: 2009-7-16 12:18 PM
原帖由 ayrax 于 2009-7-16 01:18 AM 发表
em0003 喝茶??em0003 em0004 是不是"看"者有份~~~~em0012

有机会出来的话,小问题! 茶吧了吗!
作者: wb-chen    时间: 2009-7-16 12:20 PM
原帖由 rubabykimo 于 2009-7-16 10:59 AM 发表

我的头像就是我开的ek

哇!
你是赛车手!
作者: ayrax    时间: 2009-7-16 02:11 PM
原帖由 wb-chen 于 2009-7-16 12:18 PM 发表

有机会出来的话,小问题! 茶吧了吗!



em0037 实在太孤寒了em0037
作者: rubabykimo    时间: 2009-7-16 04:21 PM
原帖由 wb-chen 于 2009-7-16 12:20 PM 发表

哇!
你是赛车手!

只是业余的 不专业
作者: rubabykimo    时间: 2009-7-16 04:22 PM
原帖由 wb-chen 于 2009-7-16 12:17 PM 发表

明白! 明白!
EK2-EK3应该买二十多到三十千吧! 十多 年车了!

嗯 而且如果现在买这种车

太不划算了 因为多数的车身都不是那么理想的了
作者: wb-chen    时间: 2009-7-16 04:46 PM
原帖由 ayrax 于 2009-7-16 02:11 PM 发表



em0037 实在太孤寒了em0037

难道你想....em0022   
作者: wb-chen    时间: 2009-7-16 04:49 PM
原帖由 rubabykimo 于 2009-7-16 04:22 PM 发表

嗯 而且如果现在买这种车

太不划算了 因为多数的车身都不是那么理想的了

你是说要找原装车身,美的不多了是吗?
作者: 3-SGTE    时间: 2009-7-16 05:56 PM
原帖由 wb-chen 于 2009-7-15 11:31 PM 发表

不谢! 不谢!

找这么多资料, 有心了!  
慰劳你一下,请你喝茶!em0012

你说的哦
作者: 3-SGTE    时间: 2009-7-16 05:58 PM
原帖由 rubabykimo 于 2009-7-16 10:59 AM 发表

我的头像就是我开的ek

帅哦em0013 em0013 em0013 什么款式的engineem0010 em0010
作者: 3-SGTE    时间: 2009-7-16 06:00 PM
原帖由 rubabykimo 于 2009-7-16 04:21 PM 发表

只是业余的 不专业

看到很专业咧，根本就是车手级的人物嘛em0013 em0013
作者: 3-SGTE    时间: 2009-7-16 06:00 PM
原帖由 wb-chen 于 2009-7-16 04:46 PM 发表

难道你想....em0022   

你就请咯
作者: Mr.like    时间: 2009-7-16 06:24 PM
你的资料那里偷来的啊~开玩笑
可是我的~em0028 哎
作者: 3-SGTE    时间: 2009-7-16 06:30 PM
原帖由 Mr.like 于 2009-7-16 06:24 PM 发表
你的资料那里偷来的啊~开玩笑
可是我的~em0028 哎

不好意思哦。 希望有帮助到
作者: rubabykimo    时间: 2009-7-16 06:33 PM
原帖由 wb-chen 于 2009-7-16 04:49 PM 发表

你是说要找原装车身,美的不多了是吗?

对阿..美的车 他们又不卖 因为没价钱

有的卖的又太高价了 所以..因人而异吧
作者: rubabykimo    时间: 2009-7-16 06:33 PM
原帖由 3-SGTE 于 2009-7-16 05:58 PM 发表

帅哦em0013 em0013 em0013 什么款式的engineem0010 em0010

车车是原装ek9.. B16B 罗
作者: rubabykimo    时间: 2009-7-16 06:34 PM
原帖由 3-SGTE 于 2009-7-16 06:00 PM 发表

看到很专业咧，根本就是车手级的人物嘛em0013 em0013

还好吧了 真的是业余业余的
作者: 3-SGTE    时间: 2009-7-16 06:36 PM
原帖由 rubabykimo 于 2009-7-16 06:33 PM 发表

车车是原装ek9.. B16B 罗

是真正的EK9吗em0010 em0010
作者: 3-SGTE    时间: 2009-7-16 06:37 PM
原帖由 rubabykimo 于 2009-7-16 06:34 PM 发表

还好吧了 真的是业余业余的

那图片里的跑道是在哪的em0010 em0010
作者: rubabykimo    时间: 2009-7-16 06:47 PM
原帖由 3-SGTE 于 2009-7-16 06:36 PM 发表

是真正的EK9吗em0010 em0010

嗯 车身是真正ek9 typeR 的
作者: rubabykimo    时间: 2009-7-16 06:47 PM
原帖由 3-SGTE 于 2009-7-16 06:37 PM 发表

那图片里的跑道是在哪的em0010 em0010

sepang circuit
作者: 3-SGTE    时间: 2009-7-16 06:51 PM
原帖由 rubabykimo 于 2009-7-16 06:47 PM 发表

嗯 车身是真正ek9 typeR 的

哇。。。强哦。极速多少em0010 em0010
作者: 3-SGTE    时间: 2009-7-16 06:51 PM
原帖由 rubabykimo 于 2009-7-16 06:47 PM 发表

sepang circuit

普通人能进去的吗em0010 em0010
作者: rubabykimo    时间: 2009-7-16 07:14 PM
原帖由 3-SGTE 于 2009-7-16 06:51 PM 发表

哇。。。强哦。极速多少em0010 em0010

在赛道没说极数的．．

要的是扭力　还有技术
作者: rubabykimo    时间: 2009-7-16 07:14 PM
原帖由 3-SGTE 于 2009-7-16 06:51 PM 发表

普通人能进去的吗em0010 em0010

能阿　买票不是可以进了罗＝＝
作者: 3-SGTE    时间: 2009-7-16 07:27 PM
原帖由 rubabykimo 于 2009-7-16 07:14 PM 发表

在赛道没说极数的．．

要的是扭力　还有技术

有拿过名吗em0010 em0010
作者: rubabykimo    时间: 2009-7-16 09:51 PM
原帖由 3-SGTE 于 2009-7-16 07:27 PM 发表

有拿过名吗em0010 em0010

有啊
作者: 3-SGTE    时间: 2009-7-16 10:00 PM
原帖由 rubabykimo 于 2009-7-16 09:51 PM 发表

有啊

第几第几em0010 em0010 em0010
作者: wb-chen    时间: 2009-7-16 10:15 PM
原帖由 3-SGTE 于 2009-7-16 06:51 PM 发表

普通人能进去的吗em0010 em0010

你是问,普通人能进去跑是吗?
作者: 3-SGTE    时间: 2009-7-16 10:15 PM
原帖由 wb-chen 于 2009-7-16 10:15 PM 发表

你是问,普通人能进去跑是吗?

你说呢
作者: wb-chen    时间: 2009-7-16 10:17 PM
原帖由 rubabykimo 于 2009-7-16 07:14 PM 发表

在赛道没说极数的．．

要的是扭力　还有技术

你的车改到这样,警察会很喜欢你吗?
作者: 3-SGTE    时间: 2009-7-16 10:19 PM
原帖由 wb-chen 于 2009-7-16 10:17 PM 发表

你的车改到这样,警察会很喜欢你吗?

专车来的，不怕不怕
作者: wb-chen    时间: 2009-7-16 10:19 PM
原帖由 3-SGTE 于 2009-7-16 10:15 PM 发表

你说呢

要也是可以啦!  只是给人笑吧了!
作者: 3-SGTE    时间: 2009-7-16 10:22 PM
原帖由 wb-chen 于 2009-7-16 10:19 PM 发表

要也是可以啦!  只是给人笑吧了!

没关系的吗 自己爽就行了
作者: wb-chen    时间: 2009-7-16 10:49 PM
原帖由 3-SGTE 于 2009-7-16 10:22 PM 发表

没关系的吗 自己爽就行了

那就约个时间一起去吧!
顺便找rubabykimo!
作者: wb-chen    时间: 2009-7-16 10:50 PM
[quote]原帖由 3-SGTE 于 2009-7-16 10:22 PM 发表 [url=http://www.jbtalks.cc/redirect.php?goto=findpost&pid=1164032581&ptid=615314][
作者: wb-chen    时间: 2009-7-16 10:50 PM
原帖由 3-SGTE 于 2009-7-16 10:22 PM 发表

没关系的吗 自己爽就行了

那就约个时间一起去吧!
顺便找rubabykimo!
作者: wb-chen    时间: 2009-7-16 10:52 PM
原帖由 3-SGTE 于 2009-7-16 10:22 PM 发表

没关系的吗 自己爽就行了

那就约个时间一起去吧!
顺便找rubabykimo!
作者: 3-SGTE    时间: 2009-7-16 10:52 PM
原帖由 wb-chen 于 2009-7-16 10:50 PM 发表
[quote]原帖由 3-SGTE 于 2009-7-16 10:22 PM 发表 [

你想放什么em0010 em0010 没东西的
em0010
作者: 3-SGTE    时间: 2009-7-16 10:53 PM
原帖由 wb-chen 于 2009-7-16 10:50 PM 发表

那就约个时间一起去吧!
顺便找rubabykimo!

没问题的，可是要看车手有没有时间啊。每天练车会比较忙的
作者: wb-chen    时间: 2009-7-16 10:54 PM
原帖由 3-SGTE 于 2009-7-16 10:22 PM 发表

没关系的吗 自己爽就行了

那就约个时间一起去吧!
顺便找rubabykimo!
作者: 3-SGTE    时间: 2009-7-16 10:57 PM
原帖由 wb-chen 于 2009-7-16 10:54 PM 发表

那就约个时间一起去吧!
顺便找rubabykimo!

你想回几次em0010 em0010
作者: wb-chen    时间: 2009-7-16 11:05 PM
原帖由 3-SGTE 于 2009-7-16 10:57 PM 发表

你想回几次em0010 em0010

我只回一次吧了! 为什么会这样?em0010
作者: 3-SGTE    时间: 2009-7-16 11:20 PM
原帖由 wb-chen 于 2009-7-16 11:05 PM 发表

我只回一次吧了! 为什么会这样?em0010

惨了惨你搞坏了
作者: wb-chen    时间: 2009-7-16 11:27 PM
原帖由 3-SGTE 于 2009-7-16 11:20 PM 发表

惨了惨你搞坏了

都是你啦!

vtec 二千转就开,搞到setting都乱了!



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