Honda Engine B16 SIR-V - First Generation
B series Honda are a family of inline four-cylinder DOHC automotive engines introduced by Honda in 1989. Sold concurrently with Honda D-series which were primarily SOHC engines designed for more economical applications, the B-series were aimed more as a performance option, featuring dual-overhead cams along with the first application of Honda's VTEC system available in some models. The B-series, the B20B variant, in particular, is not to be confused with the earlier Honda B20A engine introduced in 1985 and primarily available in the Prelude and Accord-derived vehicles from 1985-1991. While sharing some design elements and both being multivalve Honda four-cylinders, the B-series and B20A differ substantially in architecture, enough to be considered distinct engine families.
158 PS/ 1595cc / 150 N·m / stock performance
They were made in 1.6-, 1.7-, 1.8-, and 2.0-liter variants, with and without VTEC (Variable Valve Timing and Lift Electronic Control). Later models have minor upgrades including modifications to the intake valves and ports and piston tops, along with individual cylinder oil injectors (B18C models). They produce between 130 hp (97 kW) and 200 hp (149 kW), with some models capable of a redline over 8,500 rpm. Although it has so many variations, the basic design differs very little among the B-Series. There are actually two short blocks which are used for the entire series. The main difference between them was the deck height. The one used for B16 and B17 engines (except for B16B) has a deck height of 203.9mm while the short block used for B16B, B18 and B20 engines has a deck height of 212mm. Vtec Honda Civic this thing sounds like classic.
"Go for B16A (fully tuned) if you want to barely beat Mustang GT's. If you go turbo, you will be running with corvettes."The first VTEC engine.
B16A found in small sports cars like:
1989-1993 Integra Honda XSi
1989-1991 Honda Civic CRX SiR (EF8)
1989-1991 Civic Honda B series Sir (EF9)
Displacement: 1,595 cc (97.3 cu in) 1.6-litre
Compression: 10.2:1
Bore: 81.0 mm (3.2 in)
Stoke: 77.4 mm (3.0 in)
Rod Length: 134 mm (5.3 in)
Rod/stroke ratio: 1.745
Power: 158 HP @ 7,600 rpm & 111 ft·lbf (150 N·m) @ 7000 rpm
Redline: 8200rpm
Transmission: S1/J1/YS1 (4.4 final drive, cable clutch, optional LSD for YS1), Y1 (4.266 final drive, cable clutch, optional LSD)
ECU code: P-fk1 (DA6/DA8/EF8), PW0 (EF8/EF9/DA6), PR3 (EF8/EF9) OBD0
S14B25 EVO3 from BMW
Two separate throttle bodies are used, each incorporating two throttle butterfly plates. In 1989, the displacement was enlarged to 2467 cc and this engine produced 175 kW (238 PS; 235 BHP). Higher lift intake and exhaust camshafts were used.
When BMW E30 coupe M3 was overtaken on the racetrack, M GmbH gave the engine extra everything for the Sports Evo, meaning that instead of a chassis package that easily outhandled its engine, you got a holistic little beastie that had everything perfectly in balance. The Evo’s S14B25 made 95 hp/liter at 7000 rpm from 2.5 liters. And it even sounded better. Only 600 were made for 1990. They were never sold here in the States. Poor us.
