Drag Racing Information
Honda Engine Chart
Saturday, 24 February 2001 08:00
Honda Engine Chart
Engine JDM B16A G1 (USA B16A3) JDM B16A G2 JDM B16A G3 JDM B16B 98 spec.R USA B17A USA B18C USA B18C spec.R JDM B18C 96 spec.R
Type Water-cooled 4 stroke Same Same Same Same Same Same Same
Cylinder Arrangement Inline 4 cylinder, transverse Same Same Same Same Same Same Same
Block Height ** 263 mm (10.354") Same Same Same Same?! 270 mm (10.630") Same Same
Bore x Stroke 81.0 x 77.4 mm (3.19 x 3.05 in) Same Same Same 81.0 x 81.4 mm (3.19 x 3.20 in) 81.0 x 87.2 mm (3.19 x 3.43 in) Same Same
Displacement 1595 cc (97.3 cid) Same Same Same 1678 cc (102.4 cid) 1797 cc (109.6 cid) Same Same
Compression Ratio 10.2 10.4 10.4 10.8 9.7 10.0 10.6 11.1
Valve Train Belt driven, DOHC w/VTEC, 16 valves Same Same Same Same Same Same Same
Maxinum Output 160 ps @ 7600 rpm 170 ps @ 7800 rpm 170 ps @ 7800 rpm 185 ps @ 8200 rpm 160 hp @ 7600 rpm 170 hp @ 7600 rpm 195 hp @ 8000 rpm 200 ps @ 8000 rpm
Maxinum Torque 111 lbs-ft @ 7000 rpm 
(15.5 kgm @ 7000)
16.0 kgm @ 7300 rpm 16.0 @ 7300 rpm 16.3 kgm @ 7500 rpm 117 lbs-ft @ 7000 rpm 128 lbs-ft @ 6200 rpm 130 lbs-ft @ 7500 rpm 18.5 kgm @ 7500 rpm
Specific Output (output/liter) 100 ps/liter 106.3 ps/liter 106.3 ps/liter 115.6 ps/liter 94.1 hp/liter 94.4 hp/liter 108.3 hp/liter 111.1 ps/liter
Engine JDM B16A G1 (USA B16A3) JDM B16A G2 JDM B16A G3 JDM B16B 98 spec.R USA B17A USA B18C USA B18C spec.R JDM B18C 96 spec.R
Intake/Exhaust Valve Size 33.0 mm/28 mm Same Same Same Same Same Same Same
Intake opening (BTDC) 10 15 15 18 10 10 15 15
Intake closing (ABDC) 40 45 45 45 40 40 45 45
Intake duration 230 240 240 243 230 230 240 240
Exhaust opening (BBDC) 40 40 40 45 40 40 45 45
Exhaust closing (ATDC) 7 7 7 10 7 7 10 10
Exhaust duration 227 227 227 235 227 227 235 235
Overlap 17 22 22 28 17 17 25 25
Intake valve lift (mm) 10.6 (.417") 10.7 (.421") 10.7 (.421") 11.5 (.453") 10.6 (.417") 10.6 (.417") 11.5 (.453") 11.5 (.453")
Exhaust valve lift (mm) 9.4 (.370") 9.4 (.370") 9.4 (.370") 10.5 (.413") 9.4 (.370") 9.4 (.370") 10.5 (.413") 10.5 (.413")
Intake/Exhaust Valve Springs Dual/Single Dual/Single Dual/Single Dual/Dual Dual/Single Dual/Single Dual/Dual Dual/Dual
* All cam timing figures are the high rpm lobe. All figures from Honda, which are based on 1 mm (.0394") lift at valve
** Block height measured with steel ruler from deck to bottom of oil pan rail.
*** It seems that the above engines do not all have the same rocker arm ratio! That means the same cam will have different lift at valve depending on which rocker arm is used.
 
Honda Stroker Kits Explained
Saturday, 23 December 2000 08:00

Honda Stroker Kits Explained

Stroker kits are a popular way to increase displacement in the V8 world, it is not as common in Japanese motors. The only way to increase the physical displacement on any engine is either by increase in bore size or stroke length. Honda's with its thin factory cylinder liners are not commended to go over .010" (from FSM - factory service manual). Honda B series motors' recommended service limit is merely 3.1917" (new spec is 3.1890-3.1898"). Thus you don't really hear Honda motors go .030" over, which is typical in the V8 world, they also already have much bigger bore to start with, thus the gain from bore increase is much more.

There are four ways to increase the stroke.

  1. Use a brand new custom made crank (this usually is cost prohibitive)

  2. Use a crank from a different engine (Honda B series cranks all fit each other)

  3. Modify stock crankshaft by offset grinding. This is done by making the journal smaller, thus the center line of the journal is move outwards, so the stroke increases. You are usually limited by the materials you can safely take off. Another tricky part is, where are you going to find the bearings that'll fit? You can always get custom rods with the length and big ends to your spec, but bearing size needs to be considered.

  4. A good crank shop will be able to weld up your stock crankshaft and then re-finish it (with stock journal size). The V8 guys have done this before and it will work fine.

B16A to 1800 cc? Several Japanese companies including Toda, Spoon, +F/Top Fuel, PSI... offer the 1.8 liter kit for B16A. All they do is use the B18C crank and rods along with a custom piston (move the wrist pin up about 7 mm). Doing so is silly in my opinion because of the ridiculous price these companies charge for this setup.

They all want heck of a lot more than $2000 for this.  For the money, you're better off buying a brand new B18C5 short block from the dealer for $1800.

The only condition I would stroke a B16A to 1.8 is if the racing rules allows the engine to be classified as 1.6 liter still (before stroking) thus allowing a lighter minimum race weight requirement vs. a engine that was originally 1.8 liter. For the street, there is NO reason to stroke a 1.6 unless you like to be stealth or something, pop the hood and say "see, I only have a 1.6".

B18B/C to 2000 cc? Looks like couple of Japanese companies (namely Top Fuel and Spoon) are offering this conversion. They both use a crank with 94 mm stroke.

Are these 2.0 strokers all bad?  Not really.  They will provide pretty awesome low and midrange.  But the top end will be totally shitty after 6500 rpm.  That is due the bad geometry of the motor.   It'll "feel" shitty too because the motor doesn't spin freely on the top.

 

 
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