Gönderen Konu: Honda'nın Butun MotorLarının Teknik Bilgileri  (Okunma sayısı 4760 defa)


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Honda'nın Butun MotorLarının Teknik Bilgileri
« : Ocak 25, 2010, 10:28:04 ÖÖ »
Honda straight-4 engines

1987 1.8 L A18 (Prelude)
1987 2.0 L A20 (Accord)

1996 1.5 L B15 (Honda City - Asia) SOHC VTEC and SOHC non-VTEC
1989 1.6 L B16 (Civic/Integra) VTEC
1992 1.7 L B17-rare (Integra) VTEC
1990 1.8 L B18 (Integra) VTEC
1996 2.0 L B20B/Z (CRV) VTEC

1987 2.0 L B20A (Prelude)
1990 2.1 L B21A (Prelude)

1991 1.4 L D14 (Civic)
1984 1.5 L D15 (Civic) VTEC-E
1986 1.6 L D16 (Civic/Integra) VTEC-E/VTEC-II
2001 1.7 L D17 (Civic) VTEC-E/VTEC-II

1973 1.2 L EB (Civic)
1975 1.5 L ED (Civic) CVCC
1976 1.6 L EF (Accord)
1980 1.3 L EJ (Civic)
1979 1.8 L EK (Accord/Prelude)
1980 1.5 L EM (Civic) CVCC
1984 1.4-1.5 L EW4 (Civic)
1983 1.8 L ES (Accord/Prelude)
1985 1.8 L ET (Prelude)
1984 1.3 L EV (Civic)
1984 1.5 L EW (Civic/CRX)

1988 2.0 L F20 (Accord) VTEC
1990 2.2 L F22 (Accord/Prelude/CL) VTEC & Non-VTEC
1998 2.3 L F23 (Accord/CL) VTEC

2000 2.0 L F20C (S2000) VTEC

1996 2.5 L G25 (TL)

1992 2.3 L H23 (Prelude)
1993 2.2 L H22 (Prelude) VTEC

1998 1.6 L J (HR-V)
1998 1.6 L JS (HR-V)
2001 1.6 L JS4 (HR-V) VTEC

2001 2.0 L K20 (Integra/Civic/RSX/Atom) iVTEC
2002 2.4 L K24 (CRV/Element) iVTEC
2003-on Honda Accord
2004-on Acura TSX
2003 2.0 L (Stream) (Japan-only)
Circle L - General Motors/Isuzu 1.7 L Diesel

Honda V6 engines
C-series - 90° SOHC/DOHC
1985 2.0 L C20 (Honda Legend)
1986 2.7 L C27 (Legend/Accord)
1991 3.0 L C30 (NSX)
1991 ballssss|TL]]/NSX)
3.5 L C35 (RL)

J-series - 60° SOHC
2.5 L J25 (Inspire/Saber)
3.0 L J30 (Accord/CL)
3.2 L J32 (TL/CL)
3.5 L J35 (Odyssey/MDX)
Honda A series engines displaced 1955 cc and included:
A20A1: US version, carbureted.
A20A2: European version, carbureted.
A20A3: US version F.I.
A20A4: European version F.I.
Power outputs range from the 86-87 A20A1 with 98 hp (73 kW) to the 88-89 A20A3 with 120 hp (89 kW).
The Honda A-series engines had a cast iron block and closed deck, with an aluminum 12-valve head (2 intake, 1 exhaust).
One application of the A-series engine was in the 3rd Generation (86-89) U.S. domestic market Honda Accord.

The A20 engine was the last engine series made by Honda to use an iron block. From 1990 onwards, all Honda engines have an aluminum block and cylinder head.

The B-series Honda DOHC engines are the most popular and well known of the Honda engines. They are good performers from the factory, some models having a redline over 8,000 rpm, and accept high performance modifications well without much risk to reliability. The engine has been made in 1.6, 1.7, 1.8, and 2.0 liter variants, with and without VTEC. The B series also comes in 1.5 litre with SOHC in asian countries with and without VTEC. Later models have some minor upgrades, for instance modifications to the intake valves and ports and piston tops, and moving the dipstick away from the exhaust manifold. Newer B series engines with SOHC come with lean burn and stratified charge engines are being developed.

Partially unrelated to the Honda B-series engines are the B20A and B21A. By some, these are not considered to be part of the B-series group of engines because they are not compatible with any of the other B-series parts or chassis.

There were 2 versions of the B20A

The first generation of B20A engines was available in the 86-87 Prelude 2.0SI in Japan, the 86-89 Honda Vigor and Accord . It leaned towards the front of the car just like the A20A engine found in the same cars. This B20A produces 160 Hp and 140 lb/ft Torque.

There was also a similar engine named B18A for the 86-89 Accords. It was a destroked B20A powered by 2 Sidedraft Keihin carbs.

The second generation of B20A was found in the 88-91 Prelude. The 88-91 Prelude B20A and B21A blocks are cast so they lay at an 18-degree angle leaning towards the firewall. This was done to please the exterior specifications for the 1988-1991 3rd Generation Prelude due to it’s ultra-low hoodline which Honda dubs the “engineless design”.
The B20A, B20A3, and B20A5 engines consisted of closed-deck aluminum blocks with thicker-than-average iron sleeves whereas the B21A1 had some special material.

The B21A1 was basically a re-worked B20A5 with an increase in bore to 83mm. The external block dimensions had to stay identical 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. These sleeves are so strong that they often do not lose their factory cross-hatching marks after 200,000 miles! A lot of B21A1 engines burn oil and have low cylinder compression numbers because the FRM material is so strong that is tears up piston rings. Good news though, you can usually replace the piston rings without any honing to the sleeves and go another 100,000+ miles without any sleeve wear.

The SOHC C20A is a 2.0 L version, producing 145 hp (108 kW). This was the first Honda V6 engine.

Applications; non-North America:

1985 Honda Legend

The C20AT was a turbocharged version, producing 190 hp (140 kW).

Applications; non-North America:

1988-1990 Honda Legend
The SOHC C25A is a 2.5 L version, producing 165 hp (123 kW).

Applications; North America Only:

1986-1987 Acura Legend Sedan, 151 hp (113 kW)
The SOHC C27A is a 2.7 L version, producing 180 hp, (132 kW).

Applications; North America Only:

1987 Acura Legend Coupe , 161 hp (120 kW)
1988-1990 Acura Legend, 161 hp (120 kW)
1995-1997 Honda Accord, 170 hp (127 kW)
The DOHC VTEC C30A is a 3.0 L version, producing 216 kW (290 bhp) and 304 N·m (224 lbf·ft) of torque.

An advanced version of this engine exists, campaigning in the SuperGT racing series in Japan (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 M-TEC (formerly 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’s rumored to output more than 500 bhp.


1991-1996 Honda NSX
The C32A is a 3.2 L version. The SOHC model produces 235 hp (175 kW).

Applications; North America Only:

C32A6 - SOHC USDM - 200 hp (150 kW)
1991-1995 Acura Legend sedan
1991-1992 Acura Legend coupe
1996-1998 Acura 3.2TL
C32A5 - SOHC USDM - 230 hp (170 kW)
1994-1995 Acura Legend GS sedan
1993-1995 Acura Legend LS coupe
C32A - DOHC VTEC - 290 hp (215 kW)
1997-2001 Honda NSX
There is also the C32B, a highly-tuned DOHC version, used in the Honda NSX, which produces 280 hp (210 kW) and 217 lbf·ft (294 N·m).


2002-present Honda NSX
The C35A is a SOHC 3.5 L version producing 210 hp (184 kW) and is the largest displacement of the C series.


C35A - SOHC - 210–225 hp (155–170 kW)
1996-2004 Acura 3.5RL (US/Canada)
1996-2004 Honda Legend (non-US/Canada)

The Honda D engine is used in a variety of compact Honda models, most commonly the Honda Civic, but also used in the Integra, Logo, CRX, Stream and others. Displacement ranges between 1.2 L and 1.7 L and it’s available in SOHC and DOHC versions, with and without VTEC. Power range started from 62 hp (currently the smallest engine uses a 1.4 L 90 hp engine) to 135 hp. It was introduced in 1986 and ended production in 2005 with the introduction of the 8th generation Honda Civic.

Hot-rodding the D series
Although the availability of used D-series engines at low prices makes it somewhat popular among those who modify it for high performance (as well as a popular item for swapping into earlier or less powerful Civics for an instant and trouble free power upgrade), the unmodified engine will not survive as much power enhancement by use of such external modifications as turbochargers, superchargers, or nitrous oxide as the more powerful, much more robust, and much much more expensive B-series; the Achilles heel of the D-series seems to be the connecting rods, which will withstand a substantial and noticeable increase in power up to a certain point, but will break if that limit is exceeded. Of course, the connecting rods and other internal parts can be replaced with more durable aftermarket parts which will survive almost any amount of power desired, but once that level of cost and labor is reached, a simple swap to a B-series usually seems more cost-effective, in the absence of any compelling reason to remain with the D-series.
The EB series displaced 1.2 L (1170 cc) and was an SOHC 8-valve design with a 2 barrel carburetor. Output for the EB1 was 50 hp (37 kW) @ 5000 rpm and 59 ft.lbf (80 Nm) @ 3000 rpm, and this was up to 63 hp (47 kW) @ 5000 rpm and 77 ft.lbf (104 Nm) @ 3000 rpm for the EB2 and EB3.

1973- Honda Civic
1974-1979 Honda Civic
1978-1979 Honda Civic
The ED series introduced the CVCC technology. This group displaced 1.5 L (1487 cc) 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 Nm) @ 3000 rpm.

1975- Honda Civic CVCC
1975- Honda Civic Wagon
1976-1979 Honda Civic CVCC
1976-1979 Honda Civic Wagon
The EF displaced 1.6 L (1600 cc) and was an SOHC 8-valve engine with a 3 barrel carburetor. Output was 68 hp (51 kW) @ 5000 rpm and 85 ft.lbf (115 Nm) @ 3000 rpm.

1976-1978 Honda Accord
The EJ displaced 1.3 L (1335 cc) and was an SOHC 8-valve engine with a 3 barrel carburetor. Output was 68 hp (51 kW) @ 5000 rpm and 77 ft.lbf (104 Nm) @ 3000 rpm.

1980- Honda Civic
1981-1983 Honda Civic
There were two different EK engined, one with a normal 8-valve head and another with a SOHC 16-valve head. Both displaced 1.8 L (1751 cc). 2-valve output was 72 hp (54 kW) @ 4500 rpm and 94 ft.lbf (127 Nm) @ 3000 rpm, while the multivalve head raised this to 75 hp (56 kW) @ 4500 rpm and 96 ft.lbf (130 Nm) @ 3000 rpm.

EK1 2v
1979-1981 Honda Accord
1979-1991 Honda Prelude
EK1 4v
1982-1983 Honda Accord
1982- Honda Prelude
The EM displaced 1.5 L (1487 cc) and was an SOHC 8-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 Nm) @ 3000rpm. All used a 3 barrel carburetor.

1980 Honda Civic, 52 hp (39 kW)
1981-1983 Honda Civic, 63 hp (47 kW)
The ES displaced 1.8 L (1829 cc). 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 Nm) @ 4000 rpm. The ES2 replaced this with a standard 3 barrel carburetor for 86 hp (64 kW) @ 5800 rpm and 99 ft.lbf (134 Nm) @ 3500 rpm. Finally, the ES3 used PGM-FI for 101 hp (75 kW) @ 5800 rpm and 108 ft.lbf (146 Nm) @ 2500 rpm.

1983-1984 Honda Prelude
1984-1985 Honda Accord
1985- Honda Accord SE-i
The ET displaced 1.8 L (1829 cc) and was an SOHC 12-valve engine. Dual sidedraft carburetors produced 100 hp (75 kW) @ 5500 rpm and 104 ft.lbf (141 Nm) @ 4000 rpm.

1985-1986 Honda Prelude
The EV displaced 1.3 L (1342 cc) and was an SOHC 8-valve design. 3 barrel carburetors produced 60 hp (45 kW) @ 5500 rpm and 73 ft.lbf (99 Nm) @ 3500 rpm.

1984-1986 Honda Civic
1984-1986 Honda CRX
The final E-family engine was the EW. Displacing 1.5 L (1488 cc), the EWs were SOHC 8-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 Nm). The fuel injected EW3 and EW4 produced 91 hp (68 kW) @ 5500 rpm and 93 ft.lbf (126 Nm) @ 4500 rpm.

1984-1985 Honda Civic/CRX DX(unlabeled)
1984-1986 Honda Civic
1985- Honda Civic/CRX Si
1985-1987 Honda CRX Si
1986-1987 Honda Civic Si
The Honda F-Series engine is Honda’s “big block” SOHC inline four, though limited production DOHC versions of the F-series were built. It features an Aluminum open deck cast iron sleeved block and Aluminum/Magnesium cylinder head. It is somewhat related to the F20C/F22C found in the Honda S2000; but only in the basic operations. The F22A series are designated for the Single Overhead Cam Series and are very much the basis for design in the SOHC Mitsubishi Lancers. F22B series feature twin cams; and bears more power and control of intake and exhaust timing, at the cost of approx. 50 more pounds (20 kg) of weight at the front of the vehicle. Honda’s F22 Engine won a spot on the first Ward’s 10 Best Engines List in 1995. The F22 also won again the following year in 1996.

Below is a listing of Generation 4 Honda Accord and Generation 3 Honda Prelude F22 Type engines.

F22A1: 1990-1993 Accord, 2.2 liter (2156 cm³), MPFI fuel system, 125 hp (93 kW) @ 5200 rpm, 137 lbf·ft (186 N·m) @ 4000 rpm, 8.8:1 compression, oil pressure 50 psi (340 kPa) @ 3000 rpm.

F22A4: 1990-1991 Accord, 2.2 liter (2156 cm³), MPFI fuel system, 130 hp (97 kW) @ 5200 rpm, 142 lbf·ft (193 N·m) @ 4000 rpm, 8.8:1 compression, oil pressure 50 psi (340 kPa) @ 3000 rpm.

F22A6 1990-1993 Accord, 2.2 liter (2156 cm³), MPFI fuel system, 140 hp (104 kW) @ 5600 rpm, 142 lbf·ft (193 N·m) @ 4500 rpm, 8.8:1 compression, oil pressure 50 psi (340 kPa) @ 3000 rpm.

All listed above are Single Overhead Camshaft [NON-VTEC] controlling intake and exhaust, for the most part having interchangeable parts

It has been pointed out on one particular internet forum dedicated to the 4th generation Accord that all Honda engines from 1990 onwards are constructed of aluminum alloy in both the head and block. The last Honda engine to use an iron block was the Honda A engine.

The following list of F22B Engines are [VTEC] and [NON-VTEC] SOHC Engines found in the 1994-1997 Honda Accord, 1995-1997 Honda Odyssey, and 1997 Acura CL.

F22B1 1994-1997 VTEC Accord EX, 1997 CL, 2.2 liter (2156 cm³), MPFI fuel system, 145 hp (108 kW) @ 5500 rpm, 147 lbf·ft (199 N·m) @ 4500 rpm, 8.8:1 compression, oil pressure 50 psi (340 kPa) @ 3000 rpm.

F22B2 1994-1997 Non-VTEC Accord LX, DX, SE, 2.2 liter (2156 cm³), MPFI fuel system, 130 hp (97 kW) @ 5300 rpm, 139 lbf·ft (188 N·m) @ 4200 rpm, 8.8:1 compression, oil pressure 50 psi (340 kPa) @ 3000 rpm.

F22B6 1995-1997 VTEC Odyssey, 2.2 liter (2156 cm³), MPFI fuel system, 145 hp (108 kW) @ 5500 rpm, 147 lbf·ft (199 N·m) @ 4500 rpm, 8.8:1 compression, oil pressure 50 psi (340 kPa) @ 3000 rpm.
The Honda F20C and F22C engine is unrelated to the F-series found in the Honda Accord. It shares many properties with the K-series, and it is said (but yet unconfirmed) that the cylinder heads from the K-series and the F20C S2000 engine are interchangeable. It is the only Honda engine that is designed to sit longitudinally for rear wheel drive.

The F20C was designed with high maximum RPM in mind, for increased power output; redline is at 8900 rpm, with VTEC engagement at 6000 rpm. Power output is 240 hp ECE (176 kW) at 8300 rpm in Europe or 240 hp SAE (179 kW) at 8300 rpm in North America. The Japanese version, which has a higher compression ratio, is capable of 250 hp JIS (184 kW) at 8300 rpm. Honda’s F20C Engine won a spot on Ward’s 10 Best Engines List two times, in 2000 and 2001.

The engine displaces 1997 cubic centimeters, lending to the Honda S2000’s name (1997 rounded to 2000). This method of naming follows suit with the rest of the Honda S-series.

The F20C’s bore is 87 mm and stroke is 84 mm.


2000-2003 Honda S2000 (North America)
2000-2005 Honda S2000 (Japan)
The F20C was stroked (to 90.7 mm) to bring displacement to 2.2 L, originally designed for the North American market. Displacement was increased in order to increase low-end torque. Redline was reduced to 8000 rpm and power output is rated identical to the F20C, though unoffical dynamometer tests show a slight increase. Despite the displacement increase, the car the F22C1 was mated to still retained the name of S2000. In 2006, the engine fully replaced F20 engines in the Japanese market as well, taming rumors that Honda was interested in a dual-engine option, or that the torque/redline tradeoff was only intended for the North American market.


2004-2006 Honda S2000 (North America)
2006 Honda S2000 (Japan)

Honda H engine

Originally found in the fourth generation, the 1992 Honda Prelude Si came equipped with the H23. A 2.3 liter inline four cylinder producing 160hp. In 1993 Honda released the H22a1 in the Honda Prelude VTEC model. This version on the H series carried Honda’s DOHC VTEC system producing 190hp. Also found in the 5th generation of Honda Preludes, the H22 VTEC motor is very potent. This little 2.2 L (2157 cm³) motor puts out 200 hp (149 kW) and 156 lbf·ft (212 kN) of torque. Although this is a very strong base, it has never had the popularity that its slightly smaller 4 cylinder cousins have had. This unpopularity is especially true in the racing world. The H22 motor finished production in 2001.
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 and was an SOHC VTEC design. Output was 192 hp.

1996 Honda Inspire
1996 Honda Saber
The J30 displaces 3.0 L and is an SOHC VTEC design. Output for the J30A1 was 200 hp (149 kW) and 195 lbf·ft (264 N·m) of torque. The J30A4 pushed output to 240 hp (179 kW) and 212 lbf·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. 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.

1997-1999 Acura 3.0CL
1998-2002 Honda Accord V6
2003-2005 Honda Accord V6
Variable Cylinder Management
2005 Honda Accord Hybrid
The J32 displaced 3.2 L and was an SOHC VTEC design. Output was 225 hp for the J32A1, with the J32A2 raising output to 260 hp.

1998 Acura 3.2CL
1998 Acura 3.2TL
2000 Acura 3.2CL Type-S
2000 Acura 3.2TL Type-S
2004 Acura 3.2TL
The J35 displaced 3.5 L (3471 cc) and is an SOHC VTEC design. Bore is 89 mm and stroke is 93.2 mm. Output was 210 hp for the J35A1 and 265 hp (198 kW) and 253 lbf·ft (343 N·m) for the J35A3.

The new J35 used in the Acura RL produces 290 hp (224 kW) at 6200 rpm and 256 lbf·ft (347 N·m) at 5000 rpm. This engine was on the Ward’s 10 Best Engines list for 2005.

The J35A91 used in the Honda Ridgeline produces 247 hp (184 kW) at 5750 rpm and 245 lbf·ft (332 N·m) at 4500 rpm.

The J35 is also used by General Motors in the Saturn VUE, though GM refers to it as the L66.

1998 Honda Odyssey
Acura MDX
2005 Acura RL
Honda Ridgeline
Variable Cylinder Management
2005 Honda Odyssey
2006 Honda Pilot
K Series
Found in:
2002-2004 Acura RSX-S
Displacement: 1998 cc
Compression : 11.0:1
Power : 200 hp (149 kW) @ 7400 rpm & 142 ft·lbf (193 Nm) @ 6000 rpm
Found in:
2002-2005 Honda Civic Si
Displacement : 1998 cc
Compression : 9.8:1
Power : 160 hp (119 kW) @ 6500 rpm & 132 ft·lbf (179 Nm) @ 5000 rpm
2002-2006 Acura RSX
Displacement : 1998 cc
Compression : 9.8:1
Power : 160 hp (119 kW) @ 6500 rpm & 141 ft·lbf (191 Nm) @ 4000 rpm
Found in:
2005-2006 Acura RSX-S
Displacement : 1998 cc
Compression : 11.0:1
Power : 210 hp (157 kW) @ 7800 rpm & 143 ft·lbf (194 Nm) @ 7000 rpm
Found in:
2006 Honda Civic Si
Displacement : 1998 cc
Compression : 11.0:1
Power : 197 hp (147 kW) @ 7800 rpm & 132 ft·lbf (189 Nm) @ 6200 rpm (SAE corrected)
Found in:
2002-2006 Honda CR-V
Displacement : 2354 cc
Compression : 9.6:1
Power : 160 hp (119 kW) @ 6000 rpm & 162 ft·lbf (220 Nm) @ 3600 rpm
Found in:
2004-2006 Acura TSX
Displacement : 2354 cc
Compression : 10.5:1
Power : 200 hp (149 kW) @ 6800 rpm & 166 ft·lbf (225 Nm) @ 4500 rpm
Found in:
2003-2006 Honda Accord
Displacement : 2354 cc
Compression : 9.7:1
Power : 160 hp (119 kW) @ 5500 rpm & 161 ft·lbf (218 Nm) @ 4500 rpm
2003-2006 Honda Element
Displacement : 2354 cc
Compression : 9.7:1
Power : 160 hp (119 kW) @ 5500 rpm & 161 ft·lbf (218 Nm) @ 4500 rpm


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Ynt: Honda'nın Butun MotorLarının Teknik Bilgileri
« Yanıtla #1 : Mart 18, 2012, 10:36:35 ÖÖ »
vtec 2 d serisi 1986 yazıyo adamlar vtec2 leri 2001de getirdi buralardaki civice yuh be.Adam yerine koymuyolar bizi valla
« Son Düzenleme: Mart 18, 2012, 10:37:25 ÖÖ Gönderen: jackal6961 »