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Contents
Honda Engine Reference — Volume 1
Profiles are organized by engine family and pull from the same published TorqueList Engine Library used by the web experience.
D-Series SOHC VTEC
1 profiles
Honda D16Z61992–1995 core U.S. era
97.5 ci
B-Series DOHC VTEC
3 profiles
Honda B16A1989–2000 family/application era
97.3 ci
Honda B18C11994–2001 U.S. application era
109.8 ci
Honda B18C5 Type R1997–2001 U.S. Type R era
109.8 ci
H-Series DOHC VTEC
1 profiles
Honda H22A / H22A41992–2001 core performance era
131.6 ci
F-Series S2000
2 profiles
Honda F20C1999–2005 U.S.; longer in selected markets
121.9 ci
Honda F22C12004–2009 U.S. S2000 era
131.6 ci
K-Series i-VTEC
2 profiles
Honda K20A22002–2004 core U.S. era
121.9 ci
Honda K24A22004–2008 U.S. Acura TSX era
143.6 ci
K-Series Turbo
1 profiles
Honda K20C1 Type R2015–present Type R family era
121.9 ci
C-Series NSX V6
2 profiles
Honda C30A1990–1996 core NSX 3.0 era
181.7 ci
Honda C32B1997–2005 NSX 3.2 era
193.8 ci
J-Series V6
1 profiles
Honda J35A82005–2008 core application era
211.8 ci
L-Series VTEC Turbo
1 profiles
Honda L15B7 1.5T2016–present family/application era
91.4 ci
J-Series Turbo V6
1 profiles
Honda J30AC Type S2021–present application era
182.9 ci
15/15 profiles include reference sources.
Every engine has artwork; rights-cleared real photos replace TorqueList original technical art as they are approved.
Workshop calculator companion
Scan to calculate compression, displacement, rod ratio, and mean piston speed. No account or purchase required.
The 1.6-liter SOHC VTEC four that made the early Civic Si/EX a lightweight tuning favorite.
97.5
Cubic inches
Honda D16Z6 enginePhoto: Mr.choppers — CC BY-SA 3.0 — via Wikimedia Commons · source · license
★
Why it matters
Key takeaway
The D16Z6 brought VTEC to affordable mainstream Civics and became one of the most accessible Honda swap/tuning engines of the 1990s.
Engineering
Technical specification
Architecture
SOHC inline four
Block
Aluminum with iron liners
Cylinder heads
Aluminum
Valvetrain
SOHC, 4 valves per cylinder with VTEC
Aspiration
Naturally aspirated
Fuel delivery
Electronic multi-point fuel injection
The D16Z6 uses Honda’s lightweight SOHC D-series architecture with a long 3.543-inch stroke, 2.953-inch bore, aluminum block, and VTEC cylinder head. Its layout was designed around efficiency and packaging first, but the variable-lift valvetrain gave the small 1.6-liter engine a broader performance envelope than earlier economy-focused D-series versions.
Factory fitment
Notable applications
Honda Civic SiHonda Civic EXHonda del Sol Si
Strengths
Lightweight
Simple SOHC packaging
Huge parts availability
Watch-outs
Open-deck style economy architecture limits extreme power
Timing-belt service required
Stock rods/pistons are not intended for high boost
Common upgrades
Header and exhaust
Camshaft
Turbo kit with conservative tuning
Builder notes
Engineering notes worth knowing
01
2.953 x 3.543-inch bore and stroke; 97.5 cu in / 1.6 L.
02
SOHC 16-valve VTEC cylinder head over an aluminum block with iron liners.
03
U.S. Civic Si/EX output was about 125 hp, with 106 lb-ft documented in 1993 Civic Si specification.
04
Common in Civic Si, Civic EX, and del Sol Si applications.
History & context
The story behind the engine
The D16Z6 helped make VTEC performance accessible to buyers who were nowhere near Type R money. In early-1990s Civics and the del Sol, it delivered a noticeable top-end character while remaining simple, light, and easy to service.
Legacy
The D16Z6 became one of the foundational Honda tuner engines of the 1990s because it was plentiful, inexpensive, and easy to modify. It also introduced a generation of enthusiasts to VTEC before the more exotic B-series engines became common swap targets.
The engine that introduced production DOHC VTEC and delivered 100 PS per liter without forced induction.
97.3
Cubic inches
Honda B16A enginePhoto: Rodney78 — CC BY-SA 3.0 — via Wikimedia Commons · source · license
★
Why it matters
Key takeaway
Honda identifies the B16A as the world's first production engine to combine variable valve timing and lift through VTEC, while achieving 100 PS per liter naturally aspirated.
Engineering
Technical specification
Architecture
DOHC inline four
Block
Aluminum with iron liners
Cylinder heads
Aluminum
Valvetrain
DOHC, 4 valves per cylinder with VTEC
Aspiration
Naturally aspirated
Fuel delivery
Electronic multi-point fuel injection
The B16A pairs a short 3.047-inch stroke with a 3.189-inch bore, DOHC VTEC head, and high 10.5:1 compression in its original specification. Honda engineered it to breathe efficiently at high rpm, using variable valve timing and lift to combine street manners with a strong top-end powerband.
Builder reference
Internal Specifications
Variant-specific values are labeled. For engine families with multiple factory combinations, the exact RPO/code/year takes priority over the family summary.
Operating Specs
Redline / max RPM
8,000 rpm red zone in Honda's original B16A description
Factory fitment
Notable applications
Honda Integra XSi/RSiHonda Civic SiRHonda CR-X SiRHonda del Sol VTi/SiR
Strengths
High-rpm breathing
Short-stroke geometry
Excellent aftermarket support
Watch-outs
Low torque below VTEC compared with larger engines
Original B-series cores are becoming expensive
Timing-belt service required
Common upgrades
Intake/header/exhaust
Camshafts and valvetrain
B-series hybrid builds
Builder notes
Engineering notes worth knowing
01
3.189 x 3.047-inch bore and stroke; 97.3 cu in / 1.6 L.
02
DOHC 16-valve VTEC architecture with aluminum block and head.
03
Original Honda specification listed 160 PS at 7,600 rpm and 15.5 kg·m at 7,000 rpm.
04
Applications included Integra XSi/RSi, Civic SiR, CR-X SiR, and del Sol VTi/SiR.
History & context
The story behind the engine
The B16A was the engine that turned VTEC from an engineering idea into a performance identity. Its willingness to rev, strong specific output, and dramatic high-rpm character made it a benchmark for naturally aspirated four-cylinder design.
Legacy
Honda’s B16A became one of the most influential performance four-cylinders of its era. It proved that a small naturally aspirated production engine could deliver 100 PS per liter and helped establish the B-series as a global tuning platform.
The 1.8-liter VTEC engine behind the U.S.-market Integra GS-R.
109.8
Cubic inches
TorqueList Original Technical Art
Honda B18C1
Inline4 · N/A
1.8L
★
Why it matters
Key takeaway
The B18C1 combined the B-series' high-rpm VTEC character with more stroke and street torque than the B16A, making it one of the most popular Honda performance engines of the 1990s.
Engineering
Technical specification
Architecture
DOHC inline four
Block
Aluminum with iron liners
Cylinder heads
Aluminum
Valvetrain
DOHC, 4 valves per cylinder with VTEC
Aspiration
Naturally aspirated
Fuel delivery
Electronic multi-point fuel injection
The B18C1 stretches the B-series formula with a 3.433-inch stroke while retaining the familiar 3.189-inch bore and DOHC VTEC head. That extra stroke adds midrange torque without abandoning the high-rpm breathing and compact aluminum architecture that defined Honda’s performance fours.
Factory fitment
Notable applications
Acura Integra GS-R
Strengths
Excellent head flow
Strong aftermarket
More torque than B16A
Watch-outs
Oil consumption on worn engines
Timing-belt service required
Original GS-R engines command premium prices
Common upgrades
Type R-style intake manifold
Camshaft/valvetrain package
Naturally aspirated or turbo builds
Builder notes
Engineering notes worth knowing
01
3.189 x 3.433-inch bore and stroke; 109.8 cu in / 1.8 L.
02
DOHC 16-valve VTEC with aluminum block and cylinder head.
03
U.S. Integra GS-R output was 170 hp with 128 lb-ft in documented 1994 specification.
04
Factory application was the Acura Integra GS-R.
History & context
The story behind the engine
The B18C1 gave the Integra GS-R more street torque than the smaller B16 while keeping the same high-rpm VTEC personality. That balance made it especially attractive to enthusiasts who wanted one engine that worked well both as a daily driver and as a tuning foundation.
Legacy
The B18C1 became one of the most popular Honda performance engines of the 1990s. Its combination of displacement, VTEC head flow, and aftermarket support made it a favorite for naturally aspirated, hybrid, and turbocharged builds.
TorqueList independent reference · Not an OEM publication or endorsement. Original TorqueList editorial and layout rights reserved.
End of public preview
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All-manufacturer workshop tools
Honda Workshop Companion
Builder utilities and edition 2.0 reference sections. Calculations use your entered measurements; empty or unverified interchange, machining, power and torque data are never represented as confirmed specifications.
Public preview: workshop reference content remains limited until this volume is unlocked. The compression calculator is a general educational utility.
Engine geometry & static compression
Starting values are examples only, not specifications for any engine. Use measured dimensions. Dish and valve relief add clearance volume; dome subtracts it. Deck means piston below deck at top dead center. Calculations are for one cylinder except total displacement.
Static compression
9.63:1
Displacement
349.8 ci
Displacement
5.733 L
Mean piston speed
3,480 ft/min
Rod-to-stroke ratio
1.638
Clearance volume
83.02 cc / cyl
Static compression = (swept + clearance) ÷ clearance. Mean piston speed = 2 × stroke (feet) × RPM. These calculations do not predict fuel octane, dynamic compression, safe RPM, engine strength, horsepower, or whether a combination will clear mechanically.
Only photographs recorded as approved for commercial use appear in this edition. TorqueList does not claim ownership of third-party photographs; all fallback technical artwork is TorqueList-created original material.
Honda D16Z6
Mr.choppers — CC BY-SA 3.0 — via Wikimedia Commons
Layout adaptations of this photograph remain subject to the same indicated CC BY-SA license.
TorqueList is an independent automotive reference publication and is not affiliated with, sponsored by, endorsed by, or authorized by Honda Motor Co., Ltd. or any other vehicle or engine manufacturer.
