整理的本田引擎具体型号[申精]
[size=4][color=red]Inline 3-cylinder[/color]The Honda Insight hybrid contains a 1.0L 3-cylinder engine.
ECA1
ECA1 2001-2006 Insight
[color=red]Inline 4-cylinder[/color]
The number in the engine code gives the approximate displacement of theengine. e.g. B18A would have an approximate displacement of 1.8L, H22A1would have an approximate displacement of 2.2L.
The letters at the end of the line represent market where the car was sold:
[color=red]USDM[/color] = United States Domestic Market
[color=red]JDM[/color] = Japanese Domestic Market
[color=red]EDM[/color] = European Domestic Market
Some engines below were available in more than one market.
[color=blue]A-series[/color]
86+ A16A1 Accord 1.6 EDM
84-87 A18A1 Prelude USDM
85-89 A20 Accord CARB EDM USDM
86+ A20A1 Accord 2.0 CARB EX (Canada) DX LX USDM
86+ A20A2 Accord 2.0 CARB EX EDM
88-89 A20A3 Accord 2.0 EFI LX-i SE-i USDM
86+ A20A4 Accord 2.0 EFI EXi EDM
[/size]
[size=4][color=blue]B-series
[/color]89-92 B16A Civic SiR JDM
90-93 B16A Integra RSi/XSi JDM
92-95 B16A Civic SiR II JDM
89-92 B16A1 Civic VT EDM
90-91 B16A1 Civic SiR JDM
91-95 B16A2 Civic Vti EDM
99-00 B16A2 Civic Si USDM
94-97 B16A3 Del Sol VTEC USDM
94-97 B16A3 Del Sol Vti-T EDM
94-97 B16A3 Del Sol Vti-T EDM
96-00 B16A4 Civic SiR II JDM
97-01 B16B Civic Type-R JDM TYPE R
92-93 B17A1 Integra GS-R USDM
90-93 B18A1 Integra USDM
94-01 B18B1 Integra USDM
94-95 B18C Integra Si VTEC JDM
95-99 B18C Integra SiR-G JDM
96-00 B18C Integra Type R JDM
94-01 B18C1 Integra GS-R USDM
96-97 B18C3 Integra Type R Taiwan/Hong Kong
96 B18C3 Civic VTi 1.8
97+ B18C4 Civic 1.8 Vti EDM
97;98;00-01 B18C5 Integra Type R USDM
96+ B18C6 Integra Type R EDM
96+ B18C7 Integra Type R Australia
87-89 B20 Accord 2.0i EDM
85-87 B20A1 Prelude Fi EDM
86+ B20A1 Prelude 2.0i EDM
87+ B20A2 Accord 2.0i EX EDM
90-91 B20A3 Prelude 2.0 S USDM
88+ B20A4 Prelude 2.0
90-91 B20A5 Prelude 2.0 Si USDM
88-89 B20A5 Prelude Si USDM
87-92 B20A7 Prelude 2.0i EDM
88+ B20A8 Accord 2.0i EDM
87-92 B20A9 Prelude 4WS 2.0i EDM
97-98 B20B CR-V USDM
97+ B20B3 CR-V RD1 EDM
97-98 B20B4 CR-V
B20Z SMX JDM
90-91 B21A1 Prelude Si USDM
[/size]
[size=4][color=blue]D-series[/color]
1991 1.4 L D14 (Civic)
84-87 1.5 L D15A2 (CRX) HF
85-87 1.5 L D15A3 (CRX) Si
91-99 1.5 L D15B (Civic) VTi VTEC
98-03 1.3 L D13B4 (City)EXI/DX
88-91 1.5 L D15B2 (Civic) DX/LX, (CRX) DX (LSi EDM)
88-91 1.5 L D15B6 (Civic) Base, (CRX) HF
92-95 1.5 L D15B7 (Civic) DX/LX
92-95 1.5 L D15B8 (Civic) CX
92-95 1.5 L D15Z1 (Civic) VX VTEC-E
96-98 1.5 L D15Z4 (Civic) LX
96-00 1.5 L D15Z6 (Civic) (VTEC SOHC) iLS EDM
86-89 1.6 L D16A1 (Integra) DOHC
86-89 1.6 L D16A3 (Integra) DOHC (Australian Market)
88-91 1.6 L D16A6 (Civic) Si, (CRX) Si
88-89 1.6 L D16A8 (Integra) DOHC
88-89 1.6 L D16A9 (Integra) (CRX EDM) DOHC
96-00 1.6 L D16Y5 (Civic) HX VTEC-E
97-00 1.6 L D16Y7 (Civic) DX/LX/CX
96-00 1.6 L D16Y8 (Civic) EX VTEC
90-92 1.6 L D16Z5 (Civic) (CRX EDM) DOHC
92-95 1.6 L D16Z6 (Civic) EX/Si, Del Sol Si VTEC
92-95 1.6 L D16Z9 (Civic) EX/Si, Del Sol Si VTEC
01-05 1.7 L D17A1 (Civic) DX/LX
01-05 1.7 L D17A2 (Civic) EX VTEC/VTEC-II
01-05 1.7 L D17A6 (Civic) HX VTEC-E
04-05 1.7 L D17A7 (Civic) GX
98-06 1.6 L D16A (HR-V) J/J4
98-06 1.6 L D16A (HR-V) JS/JS4 VTEC
--.-- 2.0 L D20 (HR-V or CR-V)[SOHC]]
[/size]
[size=4][color=blue]E-series
[/color]1973 1.2 L EB (Civic)
2000 1.0 L EC (Insight) Hybrid
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
1986 1.5 L EW2 (CRX) CDM
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)
[/size]
[size=4][color=blue]F-series[/color]
1988 2.0 L F20 (Accord) VTEC
1990-1996 2.2 L F22 (Accord/Prelude/CL/Odyssey/Isusu Oasis/Isuzu Aska) VTEC & Non-VTEC
1998 2.3 L F23 (Accord/CL/Odyssey/Isuzu Oasis) ) VTEC
F20C
2000 2.0 L F20C (S2000) VTEC
F22C
2004-06 2.2 L F22C (S2000) VTEC
[/size]
[size=4][color=blue]H-series[/color]
92-96 H22A Prelude Si VTEC JDM
94-97 H22A Accord SiR JDM
97-01 H22A Prelude SiR JDM
97-01 H22A Prelude Type S JDM
00-02 H22A Accord Euro R JDM
93-96 H22A1 Prelude VTEC USDM
97-01 H22A4 Prelude USDM
97-01 H22A4 Prelude SH USDM
97-01 H22A5 Prelude EDM
97-01 H22A7 Accord Type R EDM
92-96 H23A1 Prelude Si; SE USDM
99-02 H23A Accord VTEC SiR Wagon JDM
92-96 H23A2 Prelude 2.3i EDM
93+ H23A3 Accord 2.3l EDM
[/size]
[size=4][color=blue]K-series[/color]
(03+) 01+ K20A Integra TYPE-R; Civic TYPE-R; Accord Euro R JDM
02-04 K20A2 RSX Type S USDM
01+ K20A3 Integra IS JDM
01+ K20A3 RSX Base, Civic Si USDM
03+ K24A Accord; Accord Wagon JDM
03+ K24A2 TSX 200 USDM
(03+) 02+ K24A3 CRV; Element; Accord
05+ K20Z1 RSX Type S USDM
(07+) K23A1 RDX
06+ K20Z3 Civic Si
[/size]
[size=4][color=blue]L-series[/color]
2001 1.3 L L13A (Fit/Jazz) - engine marketed as 1.4L in certain regions
2002 1.2 L L12A (Jazz)
2002 1.5 L L15A (Fit/Fit Aria/Airwave/Mobilio)
[/size]
[size=4][color=blue]N-series[/color]
04-06 2.2 L N22A2 FR-V (EDM)/Edix (JDM) - diesel i-CTDi (Common Rail Direct Fuel Injection)
Circle L - General Motors/Isuzu 1.7 L Diesel
[/size]
[size=4][color=blue]R-series[/color]
2006 1.8 L R18A1 (Honda Civic) i-VTEC
2006 2.0 L R20 (Honda Stream) i-VTEC
[color=red]Inline 5-cylinder
[/color]G-series
1996 2.5 L G25 (TL)
[color=red]V6[/color]
[color=blue]C-series - 90° SOHC[/color]
1985-1990 2.0 L C20 (Honda Legend)
1983-1988 2.5 L C25 (Legend/Rover 825/Sterling 825L/Sterling SL)
1986-1997 2.7 L C27 (Legend/Accord/Rover 827/Sterling 827L/Sterling SL/Rover Vitesse/Rover Coupe)
1991-2005 3.2 L C32 (Legend/TL/RL)
1996-2004 3.5 L C35 (RL/Legend)
[/size]
[size=4][color=blue]C-series - 90° DOHC[/color]
1991-2005 3.0 L C30A (NSX)
1997-2005 3.2 L C32B (NSX)
[/size]
[size=4][color=blue]J-series - 60° SOHC[/color]
1999 2.5 L J25 (Inspire/Saber)
1998-2007 3.0 L J30 (Accord/CL/TL)
1999-2007 3.2 L J32 (TL/CL)
1998-2007 3.5 L J35 (Odyssey/Pilot/Ridgeline/MDX/Acura RL/2007 Acura TL Type-S/Saturn Vue)
2007-???? 3.7 L J37 (MDX)
[/size][size=4][color=red]Motorcycle, ATV and watercraft
[/color]
[color=red]1-cylinder[/color]
[color=blue]Honda CRF 50[/color]
Engine Type 49cc air-cooled single-cylinder four-stroke
Bore and Stroke 39.0mm x 41.4mm
Compression Ratio 10.0:1
Valve Train SOHC; two-valve
Carburetion 13.0mm piston-valve
Ignition CD
Hp:2.35
[/size]
[size=4][color=blue]Honda CRF 70
[/color]Engine Type 72cc air-cooled single-cylinder four-stroke
Bore and Stroke 47.0mm x 41.4mm
Compression Ratio 9.0:1
Valve Train SOHC; two-valve
Carburetion 13.0mm piston-valve
Ignition CD
Hp: 3.45
[/size]
[size=4][color=blue]Honda CRF 80[/color]
Engine Type 80cc air-cooled single-cylinder four-stroke
Bore and Stroke 47.5mm x 45.0mm
Compression Ratio 9.7:1
Valve Train SOHC; two-valve
Carburetion 20.0mm piston-valve
Ignition CD
Hp:8.5
[/size]
[size=4][color=blue]Honda CRF100
[/color]Engine Type 99cc air-cooled single-cylinder four-stroke
Bore and Stroke 53.0mm x 45.0mm
Compression Ratio 9.4:1
Valve Train SOHC; two-valve
Carburetion 22.0mm piston-valve
Ignition CD
[/size]
[size=4][color=blue]Honda CRF150[/color]
Engine Type 149.0cc air-cooled single-cylinder four-stroke
Bore and Stroke 57.3mm x 57.8mm
Compression Ratio 9.5:1
Valve Train SOHC; two-valve
Carburetion 24mm piston-valve
Ignition CDI
[/size]
[size=4][color=blue]Honda CRF230[/color]
Engine Type 223cc air-cooled single-cylinder four-stroke
Bore and Stroke 65.5mm x 66.2mm
Compression Ratio 9.0:1
Valve Train SOHC; two-valve
Carburetion 26mm piston-valve
Ignition CDI
[/size]
[size=4][color=blue]Honda CRF250X
[/color]Engine Type 249cc liquid-cooled single-cylinder four-stroke
Bore and Stroke 78.0mm x 52.2mm
Compression Ratio 12.5:1
Valve Train Unicam; four-valve
Carburetion Keihin 37.0mm flat-slide with throttle position sensor (TPS)
Ignition CD with electronic advance and lighting coil
Starter Electric & kick
[color=red]2-cylinder[/color]
[color=blue]Honda CX500[/color]
* Engine Type 498cc liquid-cooled two-cylinder "Flying V-Twin" four-stroke
* Bore and Stroke 78.0mm x 52.0mm
* Compression Ratio 10.0:1
* Valve Train OHV Cam-in-block; four-valve per cylinder
* Carburetion Twin Keihin 40.0mm butterfly with manual choke
* Ignition Triple-wound stator, low speed, high speed, and charging, transistor ignition
* Starter Electric only
[color=red]4-cylinder[/color]
[color=red]6-cylinder[/color]
The Honda CBX motorcycle (1978-1982) contains a 1047cc inline-6cylinder engine. The engine used a DOHC 24-valve cam-over-bucketvalvetrain to support high RPMs.
Power equipment
Honda's 1 and 2-cylinder 4-stroke GX engines provide from 1 to 24horsepower and are commonly used in trimmers, lawn mowers, generatorsand other power equipment.
[color=red]Aircraft
[/color]GE Honda HF120 (with General Electric)
[/size][size=4][color=red]Honda B engine[/color][/size]
[size=4][color=red]The B-series [/color][/size][url=http://en.wikipedia.org/wiki/Honda][size=4][color=red]Honda[/color][/size][/url][size=4][color=red] [/color][/size][url=http://en.wikipedia.org/wiki/DOHC][size=4][color=red]DOHC[/color][/size][/url][size=4][color=red] engines are popular automotive engines from the modern series of [/color][/size][url=http://en.wikipedia.org/wiki/List_of_Honda_engines][size=4][color=red]Honda engines[/color][/size][/url][size=4][color=red]. They are good performers from the factory having models with around 126hp to around 200hp, with even some models having a [/color][/size][url=http://en.wikipedia.org/wiki/Redline][size=4][color=red]redline[/color][/size][/url][size=4][color=red]over 8,900 rpm. They accept high performance modifications well withoutmuch risk to reliability. The engine has been made in 1.6, 1.7, 1.8,2.0, and 2.1 liter variants, with and without [/color][/size][url=http://en.wikipedia.org/wiki/VTEC][size=4][color=red]VTEC[/color][/size][/url][size=4][color=red](Variable valve Timing and lift Electronic Control ). Later models havesome minor upgrades, for instance modifications to the intake valvesand ports and piston tops.[/color][/size]
B16ANote: All JDM B16A engines are stamped 'B16A' (with no number after the "A" to identify version).
[list][*][url=http://en.wikipedia.org/wiki/VTEC][color=#810081]VTEC[/color][/url][*]Found in:[list][*]1988-1991 JDM [url=http://en.wikipedia.org/wiki/Honda_Integra][color=#0000ff]Honda Integra[/color][/url] [i]RSi/XSi[/i] (DA6/DA8)[*]1988-1991 JDM [url=http://en.wikipedia.org/wiki/Honda_CRX][color=#0000ff]Honda CRX[/color][/url] [i]SiR[/i] (EF8)[*]1988-1991 JDM [url=http://en.wikipedia.org/wiki/Honda_Civic][color=#0000ff]Honda Civic[/color][/url] [i]SiR[/i] (EF9)[list][*]Displacement: 1595 cc[*]Compression: 10.2:1[*]Rod/stroke ratio: 1.74[*]Power: 158 hp (118 kW) @ 7600 rpm & 111 ft·lbf (150 N·m) @ 7000 rpm[*]Transmission: S1/J1/Y1/YS1[/list][*]1992-1995 JDM [url=http://en.wikipedia.org/wiki/Honda_Civic][color=#0000ff]Honda Civic[/color][/url] [i]SiRII[/i] (EG6/EG9)[list][*]Displacement: 1595 cc[*]Compression: 10.4:1[*]Power: 170 hp (130 kW) @ 7800 rpm & 113 ft·lbf (153 N·m) @ 7300 rpm[*]Transmission: S4C (Some with LSD)[/list][*]1992-1996 JDM [url=http://en.wikipedia.org/wiki/Honda_CR-X_del_Sol][color=#0000ff]Honda CR-X del Sol[/color][/url] [i]SiR[/i][list][*]Displacement: 1595 cc[*]Compression: 10.4:1[*]Power: 158 hp (118 kW) - 167 hp & 111 ft·lbf (150 N·m) - 113 ft·lbf[/list][/list][/list]
B16A1[list][*][url=http://en.wikipedia.org/wiki/VTEC][color=#810081]VTEC[/color][/url][*]Found in:[list][*]1990-1991 EDM [url=http://en.wikipedia.org/wiki/Honda_CRX][color=#0000ff]Honda CRX[/color][/url] [i]1.6i-VT[/i] (EE8)[*]1990-1991 EDM [url=http://en.wikipedia.org/wiki/Honda_Civic][color=#0000ff]Honda Civic[/color][/url] [i]1.6i-VT[/i] (EE9)[list][*]Displacement: 1595 cc[*]Bore×Stroke: 81.0×77.4 mm / 3.19×3.05 in[*]Compression: 10.2:1[*]Power: 160 hp (120 kW) @ 7600 rpm[*]Torque: 111 ft·lbf (150 N·m) @ 7000 rpm[*]Redline: 9200rpm[*]Transmission: Y2[/list][/list][/list]
B16A2[list][*][url=http://en.wikipedia.org/wiki/VTEC][color=#810081]VTEC[/color][/url][list][*]1992-2000 [url=http://en.wikipedia.org/wiki/Honda_Civic][color=#0000ff]Honda Civic[/color][/url] EDM [i]VTi[/i] (EG & EK)[list][*]Displacement: 1595 cc[*]Compression: 10.4:1[*]Power: 160 hp @ 7,600 rpm & 118 ft·lbf (151 N·m) @ 2500 rpm[*]Transmission: Y21[/list][*]1999-2000 [url=http://en.wikipedia.org/wiki/Honda_Civic][color=#0000ff]Honda Civic[/color][/url] [i]SiR[/i] (EM1)[list][*]Displacement: 1595 cc[*]Compression: 10.4:1[*]Power: 160 hp (118 kW) @ 7600 rpm & 111 ft·lbf (151 N·m) @ 7000 rpm[*]Transmission: Y21 S4C[*]Bore: 81mm[*]Stroke: 77.4mm (wrong)[/list][*]1996-1997 [url=http://en.wikipedia.org/wiki/Honda_Del_Sol][color=#0000ff]Honda Del Sol[/color][/url] [i]VTEC[/i] (EG)[list][*]Displacement: 1595 cc[*]Compression: 10.4:1[*]Power: 160 hp (118kW) @ 7600 rpm & 111 ft·lbf (151 N·m) @ 7000 rpm[*]Transmission: Y21[/list][/list][/list]
B16A3[list][*]VTEC[*]Found in:[list][*]1994-1995 Del Sol VTEC[list][*]Displacement 1595 cc[*]Transmission: Y21[/list][/list][/list]
B16A4[list][*][url=http://en.wikipedia.org/wiki/VTEC][color=#810081]VTEC[/color][/url][*]Found in:[list][*]1996-2000 [url=http://en.wikipedia.org/w/index.php?title=Honda_Civic_SiRII&action=edit&redlink=1][color=#0000ff]Honda Civic SiRII[/color][/url] (Asian version) (EK)[list][*]Displacement: 1595 cc[*]Compression: 10.4:1[*]Power: 170 hp (127kW) @ 7800 rpm[*]Transmission: Y21[/list][/list][/list]
B16A6[list][*][url=http://en.wikipedia.org/wiki/VTEC][color=#810081]VTEC[/color][/url][*]Found in:[list][*]1996-2000 [url=http://en.wikipedia.org/w/index.php?title=Honda_Civic_-_South_Africa&action=edit&redlink=1][color=#0000ff]Honda Civic - South Africa[/color][/url] [i]VTEC[/i] (EK)[list][*]Displacement: 1595 cc[*]Compression: 10.2:1[*]Power: 158 hp (118 kW) @ 7600 rpm & 111 ft·lbf (151 N·m) @ 7000 rpm[*]Transmission: S4C[/list][/list][/list]
B16B (Type R)[list][*][url=http://en.wikipedia.org/wiki/VTEC][color=#810081]VTEC[/color][/url][*]Found in:[list][*]1997-2000 [url=http://en.wikipedia.org/wiki/Honda_Civic_Type_R][color=#0000ff]Civic Type R[/color][/url][EK9][list][*]Displacement: 1595 cc[*]Compression: 10.8:1[*]Bore: 81mm[*]Stroke: 77.4mm[*]Rod/Stroke ratio: 1.84:1[*]Rod Length: 142.42 mm (5.607")[*]Power: 180hp (134 kW) @ 8200 rpm & 115 ft·lbf (155 Nm) @ 7500 rpm[*]Redline: 8400 rpm[*]Transmission: S4C With LSD[*]0-80 High 5's[/list][/list][/list][list][*][list][*][list][*][list][*]Note:This engine uses the same block as the Integra Type R, which is tallerthan the B16a block, but with a crank the same stroke as the b16a. Ituses longer rods to accommodate for this, which is why the Rod/Strokeratio is higher than a standard B16.[/list][/list][/list][/list]
B17
B17A1[list][*][url=http://en.wikipedia.org/wiki/VTEC][color=#810081]VTEC[/color][/url][*]Found in:[list][*]1992-1993 [url=http://en.wikipedia.org/wiki/Honda_Integra][color=#0000ff]Integra[/color][/url] GS-R (DB2)[list][*]Displacement: 1678 cc[*]Bore: 81 mm (3.189")[*]Stroke: 81.4mm (3.205")[*]Rod/Stroke Ratio: 1.63[*]Rod Length: 132.28mm (5.208")[*]Compression: 9.7:1[*]Power: 160 hp (120 kW) @ 7600 rpm & 117 ft·lbf (159 N·m) @ 7000 rpm[*]Transmission: Cable~ YS1[/list][/list][/list]
B18
B18AThe B18A is not considered part of the modern B family. This engine shares many characteristics with the B20A/B21 See [url=http://en.wikipedia.org/wiki/Honda_B20A_engine][color=#0000ff]Honda B20A engine[/color][/url].
[list][*]Non-[url=http://en.wikipedia.org/wiki/VTEC][color=#810081]VTEC[/color][/url][*]Found in:[list][*]1986-1989 Accord Aerodeck LXR-S/LX-S (Japan)[*]1986-1989 Accord EXL-S/EX-S (Japan)[*]1986-1989 Vigor MXL-S (Japan)[list][*]Displacement: 1834 cc[*]Compression: 9.4:1[*]Bore: 81 mm[*]Stroke: 89 mm[*]Dual Keihin Carbs[*]Power: 130 hp (97 kW) @ 6100 rpm & 128 ft·lbf (164 N·m) @ 4700 rpm[*]Transmission: A2N5, E2N5[/list][/list][/list]
B18A1[list][*]NON -[url=http://en.wikipedia.org/wiki/VTEC][color=#810081]VTEC[/color][/url][*]Found in:[list][*]1990-1993 Acura Integra usdm "RS/LS/GS"[list][*]Displacement: 1834 cc[*]Compression: 9.2:1[*]Bore: 81 mm (3.2 in)[*]Stroke: 89 mm (3.5 in)[*]Rod Length: 137.01mm (5.394")[*]Rod/Stroke Ratio: 1.54[*]Programmed fuel injection[*]Power: 90-91 Only: 130 bhp (97 kW) @ 6000 rpm & 111 ft·lbf (150 N·m) @ 5000 rpm[*]Power: 92-93 Only: 140 bhp (100 kW) @ 6300 rpm & 117 ft·lbf (159 N·m) @ 5000 rpm[*]Transmission: 90-91: S1, rod type[*]Transmission: 92-93: YS1, cable[/list][/list][/list]
B18B1[list][*]NON-[url=http://en.wikipedia.org/wiki/VTEC][color=#810081]VTEC[/color][/url][*]Found in:[list][*]1994-2001 [url=http://en.wikipedia.org/wiki/Acura_Integra][color=#0000ff]Acura Integra[/color][/url] "RS/S/GS/SE" (DC4/DB7)[list][*]Displacement: 1834 cc[*]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[*]Power:[list][*]142 hp (106 kW) @ 7000 rpm & 127 ft·lbf (172 N·m) @ 5200 rpm[/list][*]Transmission: Y80/S80[/list][/list][/list]
B18C[list][*][url=http://en.wikipedia.org/wiki/VTEC][color=#810081]VTEC[/color][/url][*]Found in:[list][*]JDM Honda Integra SiR-G[list][*]Power: 180 hp (130 kW) @ 7,600 rpm[*]Rev-limit: 8,200 rpm[*]126 ft·lbf (171 N·m) @ 6,200 rpm[*]Transmission Type: 4-speed auto transaxle or 5-speed manual transaxle with optional LSD[*]Displacement: 1797 cc[*]Compression: 10.6:1[*]Bore: 81 mm (3.189")[*]Stroke: 87.2 mm (3.433")[*]Rod Length: 137.9 mm (5.429")[*]Rod/Stroke Ratio: 1.58[*]Transmission: S80, Y80, S80 w/LSD, Y80 w/LSD[/list][*]JDM Honda Integra Type R[list][*]Power: 200 hp (150 kW) @ 8,200 rpm[*]Rev-limit: 8,900 rpm[*]134 ft·lbf (182 N·m) @ 7,300 rpm[*]Transmission Type: 5-speed standard with LSD[*]Displacement: 1797 cc[*]Compression:y 11.1:1[*]Bore: 81 mm (3ft")[*]Stroke: 87.2 mm (3.433")[*]Rod Length: 137.9 mm (5.429")[*]Rod/Stroke Ratio: 1.58[*]Transmission: J4D (96specR w/ LSD)N3E (98specR w/LSD)[/list][/list][/list]
B18C1[list][*][url=http://en.wikipedia.org/wiki/VTEC][color=#810081]VTEC[/color][/url][*]Found in:[list][*]1994-2001 Honda/Acura [url=http://en.wikipedia.org/wiki/Honda_Integra][color=#0000ff]Integra[/color][/url] GS-R (DC2 & DB8)[list][*]Displacement: 1797 cc[*]Compression: 10.0:1[*]Bore: 81 mm (3.189")[*]Stroke: 87.2 mm (3.433")[*]Rod Length: 137.9 mm (5.429")[*]Rod/Stroke Ratio: 1.58[*]Redline:8,000rpm[*]Power: 170 hp (127 kW) @ 7600 rpm & 128 ft·lbf (173 N·m) @ 6200 rpm[*]Transmission: Y80 yes[/list][/list][/list]
B18C2[list][*][url=http://en.wikipedia.org/wiki/VTEC][color=#810081]VTEC[/color][/url][*]Found in:[list][*]1994-1999 [url=http://en.wikipedia.org/wiki/Honda_Integra][color=#0000ff]Honda Integra[/color][/url] VTi-R[*]AUDM Spec 1993-1999 [url=http://en.wikipedia.org/wiki/Honda_Integra][color=#0000ff]Honda Integra[/color][/url] VTi-R[list][*]Displacement: 1797 cc[*]Compression: 10.6:1[*]Power: 167 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[*]0/100km/h : <7.3 seconds[/list][/list][/list]
B18C3[list][*][url=http://en.wikipedia.org/wiki/VTEC][color=#810081]VTEC[/color][/url][*]Found in:[list][*]1995-1998 [url=http://en.wikipedia.org/wiki/Acura_Integra][color=#0000ff]Acura Integra[/color][/url] [i]Type R[/i][/list][*]Power: 193 PS/189 hp (141 kW) @ 8200 rpm & 127 ft·lbf/172 N·m @ 7500 rpm[/list]
B18C4[list][*][url=http://en.wikipedia.org/wiki/VTEC][color=#810081]VTEC[/color][/url][*]Found in:[list][*]1996-2000 UK Civic 1.8i VTi 5-door Hatch[*]1996-2000 UK Civic Aerodeck 1.8i VTi 5-door Wagon[*]1998-1999 EU Civic Aerodeck 1.8i VTi 5-door Wagon[*]1998-1999 EU Civic 1.8i VTi 5-door Hatch[/list][*]Displacement: 1797 cc[*]Compression: 10.0:1[*]Power: 169 hp (124 kW) @ 7600 rpm & 117 ft·lbf (158 N·m) @ 6200 rpm[*]Limit: 8200 rpm[*]Transmission: S9B w/ LSD.[*]0/100km/h : 8.3 seconds (8.8 Aerodeck)[/list]
B18C5[list][*][url=http://en.wikipedia.org/wiki/VTEC][color=#810081]VTEC[/color][/url][*]Found in: USDM DC2 Acura Integra Type-R (Integra Type-R)[list][*]1997-2001 [url=http://en.wikipedia.org/wiki/Honda_Integra][color=#0000ff]Integra[/color][/url] [url=http://en.wikipedia.org/wiki/Honda_Type-R][color=#0000ff]Type-R[/color][/url] (**Note: This model was not produced for the 1999 production year)[/list][*]Displacement: 1797 cc[*]Compression: 10.6:1[*]Bore: 81 mm (3.189")[*]Stroke: 87.2 mm (3.433")[*]Rod Length: 137.9 mm (5.429")[*]Rod/Stroke Ratio: 1.58[*]Power: 193 PS/189 hp (141 kW) @ 8200 rpm & 127 ft·lbf/172 N·m @ 7500 rpm[*]Transmission: S80 w/LSD[/list]
B18C6[list][*][url=http://en.wikipedia.org/wiki/VTEC][color=#810081]VTEC[/color][/url][*]Found in:[list][*]1998-2001 [url=http://en.wikipedia.org/wiki/Honda_Integra][color=#0000ff]Honda Integra[/color][/url] UK and Euro Spec [i]Type R[/i][/list][*]Type: 1.8 litre 16v DOHC 4 cylinder in-line[*]Displacement: 1797 cc[*]Compression: 11.1:1[*]Air intake diameter: 62 mm[*]Bore: 81 mm (3.189")[*]Stroke: 87.2 mm (3.433")[*]Rod Length: 137.9 mm (5.429")[*]Rod/Stroke Ratio: 1.58[*]Power: 190 PS/139 kW/187 hp (SAE net hp) (139 kW) @ 7900 rpm & 131 ft·lbf/178 N·m @ 7300 rpm[*]Red-line: 9000 rpm[*]Transmission: S80 w/LSD[/list]
B18C7[list][*][url=http://en.wikipedia.org/wiki/VTEC][color=#810081]VTEC[/color][/url][*]Found in:[list][*]1996- [url=http://en.wikipedia.org/wiki/Honda_Integra][color=#0000ff]Honda Integra[/color][/url] [i]Type R[/i] (Australia)[/list][*]Power: 193 PS/189 hp (141 kW) @ 8200 rpm & 127 ft·lbf/172 N·m @ 7500 rpm[/list]
B20The B20A3 and B20A5 are not considered part of the B family. See [url=http://en.wikipedia.org/wiki/Honda_B20A_engine][color=#0000ff]Honda B20A engine[/color][/url].
B20B[list][*][b]1996-1998 specs[/b][*]NON-[url=http://en.wikipedia.org/wiki/VTEC][color=#810081]VTEC[/color][/url][*]Found in: JDM Honda CR-V, Honda Orthia[*]Displacement: 1973cc[*]Power: 146 hp (109 kW)) @ 5400 rpm[*]Torque: 131 ft·lbf (178 N·m) @ 4300 rpm[*]Rod length: 137mm[*]Compression: 8.8:1[*]Bore: 84 mm (3.3 in)[*]Stroke: 89 mm (3.5 in)[*]Redline: 6300 rpm red line[*][b]1999 - 2000 specs[/b][*]NON-[url=http://en.wikipedia.org/wiki/VTEC][color=#810081]VTEC[/color][/url][*]Found in: JDM Honda CR-V, Honda Orthia[*]Displacement: 1973cc[*]Power: 146 hp (109 kW)) @ 5400 rpm[*]Torque: 133 ft·lbf (180 N·m) @ 4300 rpm[*]Rod length: 137mm[*]Compression: 9.6:1[*]Bore: 84 mm (3.3 in)[*]Stroke: 89 mm (3.5 in)[*]Redline: 6300 rpm red line[/list]
B20Z[list][*]NON-VTEC[*]Found in: USDM 1999-2001 Honda CR-V[*]Displacement: 1973cc[*]Power: 146 hp (109 kW) @ 6400 rpm[*]Torque: 133 ft·lbf (180 N·m) @ 4500 rpm[*]Compression: 9.6:1[*]Bore: 84 mm (3.3 in)[*]Stroke: 89 mm (3.5 in)[*]Redline: 6900 rpm[/list]
[size=4][color=red]Honda H engine[/color][/size]
[size=4][color=red]The [b]Honda H engine[/b] was [/color][/size][url=http://en.wikipedia.org/wiki/Honda][size=4][color=red]Honda[/color][/size][/url][size=4][color=red]'s high-performance engine family from the 1990s and early 2000s. It is largely derived from the [/color][/size][url=http://en.wikipedia.org/wiki/Honda_F_engine][size=4][color=red]Honda F engine[/color][/size][/url][size=4][color=red] with which it shares many design features. Like Honda's other 4-cylinder families of the 80s and 90s, it was replaced by the [/color][/size][url=http://en.wikipedia.org/wiki/Honda_K_engine][size=4][color=red]Honda K engine[/color][/size][/url][size=4][color=red]. The primary applications of the H engine series were the fourth- and fifth-generation [/color][/size][url=http://en.wikipedia.org/wiki/Honda_Prelude][size=4][color=red]Honda Prelude[/color][/size][/url][size=4][color=red], and the fifth- and sixth-generation [/color][/size][url=http://en.wikipedia.org/wiki/Honda_Accord][size=4][color=red]Honda Accord[/color][/size][/url][size=4][color=red]. It has also enjoyed some success as a racing engine, forming the basis of Honda's [/color][/size][url=http://en.wikipedia.org/wiki/Touring_car_racing][size=4][color=red]Touring car racing[/color][/size][/url][size=4][color=red] engines for many years, and being installed in lightweight chassis (such as the [/color][/size][url=http://en.wikipedia.org/wiki/Honda_CRX][size=4][color=red]Honda CRX[/color][/size][/url][size=4][color=red]) for use in [/color][/size][url=http://en.wikipedia.org/wiki/Drag_racing][size=4][color=red]drag racing[/color][/size][/url][size=4][color=red].The F20B, though technically coded part of the F-series family ofengines, was basically a destroked version of the H22A. It wasdeveloped for Honda to be able to enter into the 2-liter class inracing.[/color][/size]
H22AThe H22A debuted in 1993 for use in the [url=http://en.wikipedia.org/wiki/Honda_Prelude][color=#810081]Honda Prelude[/color][/url] [url=http://en.wikipedia.org/wiki/VTEC][color=#810081]VTEC[/color][/url] as the [b]H22A1[/b].Versions of the H22A would be the Prelude's signature high-performanceengine worldwide until the end of Prelude production in 2001. It wasalso used in the 1994–1997 [url=http://en.wikipedia.org/wiki/Honda_Accord][color=#0000ff]Honda Accord[/color][/url] SiR and 1998–2003 Honda Accord Euro-R in [url=http://en.wikipedia.org/wiki/Japan][color=#0000ff]Japan[/color][/url]and Accord Type-R in the UK and Europe(however different cams and adifferent intake manifold were used in the Euro R H22A). The H22A inthe Prelude Type-S, CH6 Type-R and CL1 Euro-R came with the trademarkred crinkle finish valve cover. Transmissions between all Honda Fseries motors are interchangeable(with the exception of the F20c andF22c, S2000 motors) You can also pair up the B-Series transmissions(Called an H2B) with an H or F series Engine, to get rid of the vagueshift feel, due to the F and H series working on a cable linkage asopposed to a metal one.
[b]Specifications[/b]
[list][*]Bore × Stroke: 87.0 × 90.70 mm (3.571 in)[*]Displacement: 2157 cc (132 cu. in.)[*]Valve Configuration: [url=http://en.wikipedia.org/wiki/DOHC][color=#0000ff]DOHC[/color][/url], 16 valves, [url=http://en.wikipedia.org/wiki/VTEC][color=#810081]VTEC[/color][/url][*]Type: In-line 4 cylinder, aluminum block and head[*]Compression ratio: 10.0:1 ([url=http://en.wikipedia.org/wiki/North_America][color=#0000ff]North America[/color][/url]); 10.6–11.0:1 ([url=http://en.wikipedia.org/wiki/Japan][color=#0000ff]Japan[/color][/url])[*]Maxpower: 190 PS (187 hp/140 kW) (CD6 Accord); 200 PS (BB1/4/6 PreludeSiR's); 220 PS (Euro-R & Prelude Type-S) ;A7 220 bhp DIN(Type-R)(142–164 kW)[*]Max torque: 156–167 ft·lbf (207–217 Nm)[*]Redline: 7600 rpm[*]Rev Cut: 7800 rpm[*]Engine Control System: Honda Systems [url=http://en.wikipedia.org/wiki/PGM-FI][color=#0000ff]PGM-FI[/color][/url] with port fuel injection[*]Valve Gear: Belt-driven dual overhead cams, 4 valves per cylinder, variable timing and lift[*]JDM H22a and H22a1 are Closed Deck. H22a4, H22a8, and H23a1 are all open deck[/list][b]H22A4[/b]
[list][*]The H22A4 is the designation of the engine used in the Base and Type-SH 97-01 Honda Prelude.[/list]This engine was only released in the US in all their models, and these are designated with the "black tops".
[b]H22A7[/b]
[list][*]The H22A7 could be found in European Accord Type-R and Japan Models of Prelude Type-S.[/list][b]H22A8[/b]
[list][*]This motor was only released within the European versions of the Prelude and can be designated with the "red tops".[/list]
H23A1The H23A1 was an increased-stroke, non-VTEC version of the H22a, designed for the [url=http://en.wikipedia.org/wiki/North_America][color=#0000ff]North American[/color][/url] market version of the 1992–1996 [url=http://en.wikipedia.org/wiki/Honda_Prelude][color=#810081]Honda Prelude[/color][/url] Si. It shared the same Fiber Reinforced Metal (FRM) cylinder wall liners with the H22a.
[b]Specifications[/b]
[list][*]Bore x Stroke: 87.0 x 95.0 mm (3.74 in)[*]Displacement: 2258 cc (138 cu. in.)[*]Valve Configuration: [url=http://en.wikipedia.org/wiki/DOHC][color=#0000ff]DOHC[/color][/url], 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 [url=http://en.wikipedia.org/wiki/PGM-FI][color=#0000ff]PGM-FI[/color][/url] with port fuel injection[*]Valve Gear: belt-driven dual overhead cams, 4 valves per cylinder[/list]There is also a [b]DOHC VTEC[/b] version of the H23A, available in the CH6 and CL2(4WD) accord (CF4 wagon) SiR in the European Markets.
Specs remain largely similar to the H23A for North America, albeit differ in the introduction of VTEC mechanism and more power
[b]Specifications[/b]
[list][*]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: 7200 rpm[/list][size=4][color=red]Honda K engine[/color][/size]
[size=4][color=red]The [/color][/size][url=http://en.wikipedia.org/wiki/Honda][size=4][color=red]Honda[/color][/size][/url][size=4][color=red] [b]K series[/b] engine is a four-cylinder [/color][/size][url=http://en.wikipedia.org/wiki/Otto_cycle][size=4][color=red]otto cycle[/color][/size][/url][size=4][color=red] engine introduced in 2001. It is available in 2.0 L and 2.4 L naturally-aspirated variants, and a 2.3 L turbocharged model.[/color][/size]
[size=4][color=red]The K series engines are equipped with [/color][/size][url=http://en.wikipedia.org/wiki/Dohc#Dual_Overhead_Camshafts][size=4][color=red]DOHC[/color][/size][/url][size=4][color=red]valvetrains and use roller rockers to reduce friction. The engines usea coil on plug, distributorless ignition system with a coil for eachspark plug. This system eliminates the need for spark plug wires aswell as the problems associated with them. It also allows the [/color][/size][url=http://en.wikipedia.org/wiki/Engine_Control_Unit][size=4][color=red]ECU[/color][/size][/url][size=4][color=red] to precisely control the ignition timing based on various sensor inputs. The cylinders have cast iron sleeves similar to the [/color][/size][url=http://en.wikipedia.org/wiki/Honda_B_engine][size=4][color=red]B-series[/color][/size][/url][size=4][color=red] engines, as opposed to the [/color][/size][url=http://en.wikipedia.org/wiki/Metal_matrix_composite][size=4][color=red]FRM[/color][/size][/url][size=4][color=red] cylinders found in the [/color][/size][url=http://en.wikipedia.org/wiki/Honda_H_engine][size=4][color=red]H-series[/color][/size][/url][size=4][color=red].[/color][/size]
[size=4][color=red]Two versions of Honda's [/color][/size][url=http://en.wikipedia.org/wiki/I-VTEC#i-VTEC][size=4][color=red]i-VTEC[/color][/size][/url][size=4][color=red]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 onengines like the K20A3 only operate on the intake cam, at low RPM onlyone intake valve is fully opened, the other opening just slightly tocreate a swirl effect in the combustion chamber for improved fuelatomization. At high rpm both intake valves open fully to improveengine breathing. In engines such as the K20A2 found in the [/color][/size][url=http://en.wikipedia.org/wiki/Acura_RSX][size=4][color=red]Acura RSX[/color][/size][/url][size=4][color=red] Type-S the VTEC system operates on both the intake and exhaust valves, allowing both to benefit from multiple cam profiles.[/color][/size]
K20
K20ABore is 86 mm & Stroke is 86 mm for all of the K20 engines.
[list][*]Found in:[list][*]2007- Honda Civic Type-R (FD2)[list][*]Displacement: 1998 cc[*]Compression: 11.7:1[*]Power: 225 bhp (225 PS, 165 kW) @ 8000 rpm[*]Torque: 158 ft·lbf (215 N·m) @ 7000 rpm[*]Redline: 8600 rpm[/list][*]2001-2006 Honda Civic Type-R (EP3)[list][*]Displacement: 1998 cc[*]Compression: 11.5:1[*]Power: 212 bhp (218 PS, 158 kW) @ 8000 rpm[*]Torque: 149 ft·lbf (202 N·m) @ 7000 rpm[*]Redline: 8600 rpm[/list][*]2001-2007 Honda Integra Type-R (DC5)[list][*]Displacement: 1998 cc[*]Compression: 11.5:1[*]Power: 217bhp (220 PS, 162 kW) @ 8000 rpm[*]Torque: 152 ft·lbf (206 N·m) @ 7000 rpm[*]Redline: 8600 rpm[*]I-VTEC Engagement: 6200rpm[/list][*]2003-2007 Honda Accord Euro-R[list][*]Displacement: 1998 cc[*]Compression: 11.5:1[*]Power: 217 bhp (220 PS, 162 kW) @ 8000 rpm[*]Torque: 152 f·lbf (206 N·m) @ 7000 rpm[*]Redline: 8800 rpm[/list][/list][/list]
K20A2[list][*]Found in:[list][*]2002-2004 Acura RSX Type-S and 2002-2005 Honda Civic Type R (EP3, European)[list][*]Displacement: 1998 cc[*]Compression: 11.0:1[*]Power: 200ps/197hp (147kW) @ 7400rpm[*]Torque: 142ft·lbf (193N·m) @ 6000rpm[*]Redline: 7800pm[/list][/list][/list]
K20A3[list][*]Found in:[list][*][url=http://en.wikipedia.org/wiki/Honda_Civic_Si][color=#0000ff]Honda Civic Si[/color][/url][list][*]Displacement: 1998 cc[*]Compression: 9.8:1[*]Power: 160 hp (119 kW)* (119 kW) @ 6500 rpm[*]Torque: 132 lb·ft (179 N·m) @ 5000 rpm[/list][*]Acura RSX[list][*]Displacement: 1998 cc[*]Compression: 11.8:1[*]Power: 155 hp (116 kW)* (115 kW) @ 6500 rpm[*]Torque: 141 lb·ft (191 N·m)* (191 N·m) @ 4000 rpm[*]Redline: 6800 rpm[*](Horsepower and torque calculations reflect new SAE J1349 procedures revised August 2004)[/list][/list][*](Theintake manifold is often credited with being responsible for thedifference in HP between these two variants. The Civic Si beingequipped with an aluminium intake manifold, and the RSX Base modelequipped with a plastic version.[/list]
K20Z1[list][*]Found in:[list][*]2005-2006 Acura RSX-S[list][*]Displacement: 1998 cc[*]Compression: 11.0:1[*]Power: 210 hp (154 kW) @ 7800 rpm (SAE net J1349 Rev 8/04)[*]Torque: 143 ft·lbf (194 N·m) @ 7000 rpm (SAE net J1349 Rev 8/04)[*]Redline: 8100 rpm[/list][/list][/list]
K20Z2[list][*]Found in:[list][*]2006- [url=http://en.wikipedia.org/wiki/Acura_CSX][color=#0000ff]Acura CSX[/color][/url] ([url=http://en.wikipedia.org/wiki/Canada][color=#0000ff]Canada[/color][/url])[list][*]Displacement: 1998 cc[*]Compression: 9.6:1[*]Power: 155 hp (114 kW) @ 6000 rpm (SAE net J1349 Rev 8/04)[*]Torque: 139 ft·lbf (188 N·m) @ 4500 rpm / 188 N·m @ 4200 rpm (Singapore)[*]Redline: 6800 rpm[/list][*]2006- [url=http://en.wikipedia.org/wiki/Honda_Civic#2006][color=#0000ff]Honda Civic[/color][/url] ([url=http://en.wikipedia.org/wiki/JDM][color=#0000ff]JDM[/color][/url])[list][*]Displacement: 1998 cc[*]Compression: 9.6:1[*]Power: 155 hp (114 kW) @ 6000 rpm[*]Torque: 139 ft·lbf (188 N·m) @ 4500 rpm[*]Redline: 6800 rpm[/list][*]2006- [url=http://en.wikipedia.org/w/index.php?title=Honda_Accord_Sport&action=edit&redlink=1][color=#0000ff]Honda Accord Sport[/color][/url]([url=http://en.wikipedia.org/wiki/Europe][color=#0000ff]Europe[/color][/url])[list][*]Displacement: 1998 cc[*]Compression: 9.6:1[*]Power: 155 hp (114 kW) @ 6000 rpm[*]Torque: 139 ft·lbf (188 N·m) @ 4500 rpm[*]Redline: 6800 rpm[/list][/list][/list]
K20Z3This inline-4 cylinder internal combustion engine is found in theUS market Honda Civic Si (2006+) & Canadian market Acura CSXType-S. It has an aluminium block with an aluminium head, and a boreand stroke of 86 mm*86 mm, resulting in a 2.0 Liter displacement.
[list][*]Found in:[list][*]2006+ [url=http://en.wikipedia.org/wiki/Honda_Civic#2006][color=#0000ff]Honda Civic Si[/color][/url] (FG2 - Coupe & FA5 - Sedan), 2007 [url=http://en.wikipedia.org/wiki/Acura_CSX][color=#0000ff]Acura CSX Type-S[/color][/url][list][*]Displacement : 1998 cc[*]Compression : 11.0:1[*]Power: 197 bhp (147 kW) @ 7800 rpm (sae NET Rev 8/04)[*]Torque: 139 ft·lbf (189 N·m) @ 6200 rpm (sae NET Rev 8/04)[*]Redline: 8200 rpm[/list][/list][/list]
K20Z4This inline-4 cylinder internal combustion engine is found in theredesigned Honda Civic Type-R (FN2). It has an aluminium block with analuminium head, and a bore and stroke of 86 mm*86 mm, resulting in a2.0 Liter displacement.
[list][*]Found in:[list][*]2007 Honda Civic Type-R (FN2) (Europe Market)[list][*]Displacement : 1998 cc[*]Compression : 11.0:1[*]Power: 197 bhp (201 PS, 148 kW) @ 7800 rpm[*]Torque: 142 ft·lbf (193 N·m) @ 5600 rpm[*]Redline: 8200 rpm[*]16V DOHC I-VTEC changes from low speed cams to high speed cams at 5,600 RPM[/list][/list][/list]
K23
K23A1[list][*][url=http://en.wikipedia.org/wiki/Turbocharger][color=#0000ff]Turbocharged[/color][/url][*]Found in:[list][*]2007/2008 [url=http://en.wikipedia.org/wiki/Acura_RDX][color=#0000ff]Acura RDX[/color][/url][list][*]Displacement: 2300 cc (acura.com)[*]Compression: 8.8:1 (acura.com)[*]Power: 240 hp (179 kW) @ 6000 rpm (SAE net)[*]Torque: 260 lb·ft (353 N·m) @ 4500 rpm (SAE net)[*]Redline: 6800 rpm (acura.com)[*]Bore: 86 mm[*]Stroke: 99 mm[/list][/list][/list]
K24
K24A1[list][*]Found in:[list][*]2002-2006 Honda CR-V[list][*]Displacement: 2354 cc[*]Bore and Stroke: 87 mm x 99 mm (3.43x3.90 inches)[*]Compression: 9.6:1[*]Power: 160 hp (120 kW) @ 6000 rpm[*]Torque: 162ft·lbf (220 N·m) @ 3600 rpm[*]Redline: 6500 rpm[/list][/list][/list]
K24A2[list][*]Found in:[list][*]2004-2008 Acura TSX[list][*]Displacement: 2354 cc[*]Bore and Stroke: 87 mm x 99 mm (3.43x3.90 inches)[*]Compression: 10.5:1[*]Power: 200 hp (147 kW) @ 6800 rpm (2004-2005)[*]Power: 205 hp (150 kW) @ 6800 rpm (2006-2007) *SAE Net Rev 8/04[*]Torque: 166 ft·lbf (225 N·m) @ 4500 rpm (2004-2005)[*]Torque: 164 ft·lbf (222 N·m) @ 4500 rpm (2006-2007)*SAE Net Rev 8/04[*]VTEC Engagement: 6000 RPM[*]Redline: 7100 rpm[/list][/list][/list]
K24A3[list][*]Found in:[list][*]2003-2007 Honda Accord (Europe(EDM)) and Japan(JDM)) and 2003-2007 Honda Accord Euro CL9 (Australia)[list][*]Displacement: 2354 cc[*]Bore and Stroke: 87 mm x 99 mm (3.43x3.90 inches)[*]Compression: 10.5:1[*]Power: 189 hp (140 kW) @ 6800 rpm[*]Torque: 164.5 ft·lbf (223 N·m) @ 4500 rpm[*]Redline: 7400 rpm[*]VTEC Engagement: 6000rpm[/list][/list][/list]
K24A4[list][*]Found in:[list][*]2003-2005 Honda Accord, 2003-2006 Honda Element[list][*]Displacement: 2354 cc[*]Bore and Stroke: 87 mm x 99 mm (3.43x3.90 inches)[*]Compression: 9.7:1[*]Power: 160 hp (119 kW) @ 5500 rpm (166 hp in 2007/2008)[*]Torque: 161 ft·lbf (218 N·m) @ 4500 rpm (@4000 rpm in 2007/2008)[*]Redline: 6500 rpm[/list][/list][/list]
K24A8[list][*]Found in:[list][*]2006-2007 Honda Accord[list][*]Displacement: 2354 cc[*]Bore and Stroke: 87 mm x 99 mm[*]Compression: 9.7:1[*]Power: 166 hp (124 kW) @ 6000 rpm[*]Torque: 160 lb·ft (217 N·m) @ 4000 rpm[*]Redline: 6500 rpm[/list][*]2007-2008 Honda Element[list][*]Displacement: 2354 cc[*]Bore and Stroke: 87 mm x 99 mm[*]Compression: 9.7:1[*]Power: 166 hp @ 5800 rpm[*]Torque: 161 lb·ft (218 N·m) @ 4000 rpm[*]Redline: 6500 rpm[/list][/list][/list]
K24Z1[list][*]Found in:[list][*]2007-2008 Honda CR-V[list][*]Displacement: 2354 cc[*]Bore and Stroke: 87 mm x 99 mm (3.43x3.90 inches)[*]Compression: 9.7:1[*]Power: 166 hp @ 5800 rpm[*]Torque: 161 ft·lbf @ 4200 rpm[*]Redline: 6500 rpm[/list][/list][/list]
K24Z2[list][*]Found in:[list][*]2008 Honda Accord LX/LX-P trim models[list][*]Displacement: 2354 cc[*]Bore and Stroke: 87 mm x 99 mm (3.43x3.90 inches)[*]Compression: 10.5:1[*]Power: 177 @ 6500 rpm[*]Torque: 161 ft·lbf @ 4300 rpm[*]Redline: 6800 rpm[/list][/list][/list]
K24Z3[list][*]Found in:[list][*]2008 Honda Accord LX-S/EX/EX-L trim models[list][*]Displacement: 2354 cc[*]Bore and Stroke: 87 mm x 99 mm (3.43x3.90 inches)[*]Compression: 10.5:1[*]Power: 190 @ 7000 rpm[*]Torque: 162 ft·lbf @ 4400 rpm[*]Redline: 7100 rpm[/list][/list][/list][list][*]Found in:[list][*]2009 Acura TSX[list][*]Displacement: 2354 cc[*]Bore and Stroke: 87 mm x 99 mm (3.43x3.90 inches)[*]Compression: 11.0:1[*]Power: 201 @ 7000 rpm[*]Torque: 172 ft·lbf (MT), 170 ft·lbf (AT) @ 4300 rpm[*]Redline: 7100 rpm[/list][/list][/list]
Introduction to VTEC
[size=5][color=red]DOHC VTEC[/color][/size]
[url=http://en.wikipedia.org/wiki/Honda][size=4][color=black]Honda[/color][/size][/url][size=4][color=black]'sVTEC system is a simple method of endowing the engine with multiplecamshaft profiles optimized for low and high RPM operations. Instead ofone cam lobe actuating each valve, there are two: one optimized forlow-RPM stability & fuel efficiency; the other designed to maximizehigh-RPM power output. Switching between the two cam lobes iscontrolled by the ECU which takes account of engine oil pressure,engine temperature, vehicle speed, engine speed and throttle position.Using these inputs, the ECU is programmed to switch from the low liftto the high lift cam lobes when the conditions mean that engine outputwill be improved. At the switch point a solenoid is actuated whichallows oil pressure from a spool valve to operate a locking pin whichbinds the high RPM cam follower to the low rpm ones. From this pointon, the [/color][/size][url=http://en.wikipedia.org/wiki/Poppet_valve][size=4][color=black]poppet valve[/color][/size][/url][size=4][color=black]opens and closes according to the high-lift profile, which opens thevalve further and for a longer time. The switch-over point is variable,between a minimum and maximum point, and is determined by engine load;the switch back from high to low rpm cams is set to occur at a lowerengine speed than the up-switch, to avoid surging if the engine isasked to operate continuously at or around the switch-over point. TheDOHC (Dual Over Head Cam) VTEC system has high and low lift cam lobeprofiles on both the intake and exhaust valve camshafts.[/color][/size]
[size=4][color=black]The VTEC system was originally introduced as a [/color][/size][url=http://en.wikipedia.org/wiki/DOHC][size=4][color=black]DOHC[/color][/size][/url][size=4][color=black]system in the 1989 Honda Integra and Civic CRX SiR models sold in Japanand Europe, which used a 160 bhp (119 kW) variant of the B16A engine.The US market saw the first VTEC system with the introduction of the1990 Acura NSX, which used a DOHC VTEC V6 with 270 hp. DOHC VTECengines soon appeared in other vehicles, such as the 1992 Acura IntegraGS-R (B17 1.7 liter engine). And later in the 1993 Honda Prelude VTEC(H22 2.2 liter engine) and Honda Del Sol VTEC (B16 1.6 liter engine).[/color][/size]
[size=4][color=black]Honda has also continued to developother varieties and today offers several varieties of VTEC: iVTEC,iVTEC Hybrid and VTEC in the NSX and some Japanese domestic market cars.[/color][/size]
[size=5][color=red]SOHC VTEC[/color][/size]
[size=4]As popularity and marketing value of the VTEC system grew, Honda applied the system to [/size][url=http://en.wikipedia.org/wiki/SOHC][size=4][color=#0000ff]SOHC[/color][/size][/url][size=4](Single Over Head Cam) engines, which shares a common camshaft for bothintake and exhaust valves. The trade-off is that SOHC engines onlybenefit from the VTEC mechanism on the intake valves. This is becauseVTEC requires a third center rocker arm and cam lobe (for each intakeand exhaust side), and in the SOHC engine, the spark plugs are situatedbetween the two exhaust rocker arms, leaving no room for the VTECrocker arm. Additionally, the center lobe on the camshaft can only beutilized by either the intake or the exhaust, limiting the VTEC featureto one side.[/size]
[size=5][color=red]SOHC VTEC-E[/color][/size]
[size=4]Honda's next version of VTEC, VTEC-E, was used in aslightly different way; instead of optimising performance at high RPM,it was used to increase efficiency at low RPM. At low RPM, one of thetwo intake valves is only allowed to open a very small amount,increasing the fuel/air [/size][url=http://en.wikipedia.org/wiki/Atomization][size=4][color=#0000ff]atomization[/color][/size][/url][size=4]in the cylinder and thus allowing a leaner mixture to be used. As theengine's speed increases, both valves are needed to supply sufficientmixture. A sliding pin, which is pressured by oil, as in the regularVTEC, is used to connect both valves together and allows the fullopening of the second valve.[/size]
[size=5][color=red]DOHC VTEC-DI[/color][/size]
[size=4]Honda also had a demonstration engine back in end 1999where a 1.4 liter DOHC Honda engine was equipped with a VTEC-DI system.This was Honda’s first demonstration of direct injection to the public.The engine was installed in a Honda Logo (the predecessor to the HondaFit/Jazz) and made power and torque outputs of 107 hp at 6200 rpm and133 Nm at 5000 rpm.[/size]
[size=5][color=red]3-Stage VTEC[/color][/size]
[size=4]Honda also introduced a 3-stage VTEC system in select markets, which combines the features of both SOHC VTEC and SOHC VTEC-E.[/size]
[size=4]At low engine speeds, one intake valve is opened off aneconomy lift cam lobe, and the second valve is just cracked open alittle to help promote better swirl in the combustion chamber. Used inconjunction with a 5-wire, wideband O2 sensor, great fuel ecomomy canbe realized.[/size]
[size=4]At medium engine speeds, both intake valves open off theeconomy cam lobe with equal lift allowing the engine to produce morepower, but at the expense of economy.[/size]
[size=4]At high engine speeds, both intake valves are actuatedby a high lift cam lobe and produce much higher performance than at themedium speed range, but at an even greater expense of economy.[/size]
[size=4]The 3-stage VTEC system was only offered in the Asian markets and not in the US market at all.[/size]
[size=5][color=red]i-VTEC[/color][/size]
[size=4]i-VTEC (intelligent-VTEC[/size][size=4])introduced continuously variable camshaft phasing on the intake cam ofDOHC VTEC engines. The technology first appeared on Honda's [/size][url=http://en.wikipedia.org/wiki/Honda_K_engine][size=4][color=#810081]K-series[/color][/size][/url][size=4]four cylinder engine family in 2001 (2002 in the U.S.). Valve lift andduration are still limited to distinct low- and high-RPM profiles, butthe intake camshaft is now capable of advancing between 25 and 50degrees (depending upon engine configuration) during operation. Phasechanges are implemented by a computer controlled, oil driven adjustablecam gear. Phasing is determined by a combination of engine load andrpm, ranging from fully retarded at idle to maximum advance at fullthrottle and low rpm. The effect is further optimization of torqueoutput, especially at low and midrange RPM.[/size]
[size=4]The K-Series motors have two different types of i-VTEC systems implemented. The first is for the performance motors like in the [/size][url=http://en.wikipedia.org/wiki/Acura_RSX][size=4][color=#0000ff]RSX[/color][/size][/url][size=4] Type S or the [/size][url=http://en.wikipedia.org/wiki/Acura_TSX][size=4][color=#0000ff]TSX[/color][/size][/url][size=4] and the other is for economy motors found in the [/size][url=http://en.wikipedia.org/wiki/Honda_CR-V][size=4][color=#0000ff]CR-V[/color][/size][/url][size=4] or [/size][url=http://en.wikipedia.org/wiki/Honda_Accord][size=4][color=#0000ff]Accord[/color][/size][/url][size=4]. The performance i-VTEC system is basically the same as the DOHC VTEC system of the [/size][url=http://en.wikipedia.org/wiki/Honda_B_engine#B16A][size=4][color=#0000ff]B16A's[/color][/size][/url][size=4],both intake and exhaust have 3 cam lobes per cylinder. However thevalvetrain has the added benefit of roller rockers and continuouslyvariable intake cam timing. The economy i-VTEC is more like the SOHCVTEC-E in that the intake cam has only two lobes, one very small andone larger, as well as no VTEC on the exhaust cam. The two types ofmotor are easily distinguishable by the factory rated power output: theperformance motors make around 200 hp or more in stock form and theeconomy motors do not make much more than 160 hp from the factory.[/size]
[size=4]In 2004, Honda introduced an i-VTEC V6 (an update of the [/size][url=http://en.wikipedia.org/wiki/Honda_J_engine][size=4][color=#0000ff]J-series[/color][/size][/url][size=4]),but in this case, i-VTEC had nothing to do with cam phasing. Instead,i-VTEC referred to Honda's cylinder deactivation technology whichcloses the valves on one bank of (3) cylinders during light load andlow speed (below 80 mph) operation. The technology was originallyintroduced to the US on the [/size][url=http://en.wikipedia.org/wiki/Honda_Odyssey][size=4][color=#0000ff]Honda Odyssey[/color][/size][/url][size=4] minivan, and can now be found on the Honda Accord Hybrid and the 2006 Honda Pilot.[/size]
[size=4]An additional version of i-VTEC was introduced on the2006 Honda Civic's R-series four cylinder SOHC engines. Thisimplementation uses the so-called "economy cams" on one of the twointake valves of each cylinder. The "economy cams" are designed todelay the closure of the intake valve they act upon, and are activatedat low rpms and under light loads. When the "economy cams" areactivated, one of the two intake valves in each cylinder closes wellafter the piston has started moving upwards in the compression stroke.That way, a part of the mixture that has entered the combustion chamberis forced out again, into the intake manifold. That way, the engine"emulates" a lower displacement than its actual one (its operation isalso similar to an [/size][url=http://en.wikipedia.org/wiki/Atkinson_cycle][size=4][color=#0000ff]Atkinson cycle[/color][/size][/url][size=4]engine, with uneven compression and combustion strokes), which reducesfuel consumption and increases its efficiency. During the operationwith the "economy cams", the (by-wire) throttle butterfly is kept fullyopen, in order to reduce pumping losses. According to Honda, thismeasure alone can reduce pumping losses by 16%. In higher rpms andunder heavier loads, the engine switches back into its "normal cams",and it operates like a regular 4 stroke Otto cycle engine. Thisimplementation of i-VTEC was initially introduced in the [/size][url=http://en.wikipedia.org/wiki/Honda_R_engine][size=4][color=#0000ff]R18A1[/color][/size][/url][size=4]engine found under the bonnet of the 8th generation Civic, with adisplacement of 1.8 L and an output of 140PS. Recently, another variantwas released, the 2.0 L [/size][url=http://en.wikipedia.org/wiki/Honda_R_engine][size=4][color=#0000ff]R20A2[/color][/size][/url][size=4] with an output of 150PS, which powers the EUDM version of the all-new CRV[/size]
[size=4]With the continued introduction of vastly differenti-VTEC systems, one may assume that the term is now a catch-all forcreative valve control technologies from Honda.[/size]
[size=5][color=red]i-VTEC I[/color][/size]
[size=4]Honda’s i-VTEC I Engine is a variant of the K-seriesDOHC engine family featuring gasoline direct injection. It made itsdebut in the previous generation 2004 Honda Stream 7-seater MPV inJapan, but the current Stream does not use this engine anymore, insteadusing a 2.0 liter version of the R-series i-VTEC SOHC engine.[/size]
[size=4]The engine featured the ability to use ultra-leanair-fuel mixtures of about 65:1, much leaner compared to the usualdirect injection engine 40:1 ratio, and extremely lean compared to thestoichiometric air-fuel mixture of 14.7:1. As a result of thisultra-lean mixture fuel consumption dropped to 15km per liter. Powerratings remain the same at about 155 horsepower. [url=http://en.wikipedia.org/wiki/VTEC#cite_note-3][color=#0000ff][4][/color][/url][/size]
[size=5][color=red]Advanced VTEC[/color][/size]
[size=4]A September 25, 2006 press release announced the launchof the Advanced VTEC engine by Honda. The new engine combinescontinuously variable valve lift and timing control with thecontinuously variable phase control of VTC (Variable Timing Control).This new system permits optimum control over intake valve lift andphase in response to driving conditions, achieving improved chargingefficiency for a significant increase in torque at all engine speeds.Under low to medium load levels, the valves are set for low lift andearly closure to reduce pumping losses and improve fuel economy. Incomparison to the 2.4L i-VTEC these advancements claim to increase fuelefficiency by 13%. Honda also claims that new engine also meets exhaustemission standards compliant with U.S. EPA - LEV2-ULEV regulations andJapanese Ministry of Land, Infrastructure and Transport requirementsfor Low-Emission Vehicles, with emission levels 75% lower than thoserequired by the 2005 standards. Advanced VTEC engines should go intoproduction for 2009 models. [/size]
[size=5][color=red]VTEC in motorcycles[/color][/size]
[size=4]Apart from the Japanese market-only Honda CBR400F SuperFour HYPER VTEC,introduced in 1983, the first worldwide implementationof VTEC technology in a [/size][url=http://en.wikipedia.org/wiki/Motorcycle][size=4][color=#0000ff]motorcycle[/color][/size][/url][size=4] occurred with the introduction of Honda's [/size][url=http://en.wikipedia.org/wiki/Honda_VFR800][size=4][color=#0000ff]VFR800[/color][/size][/url][size=4]sportbike in 2002. Similar to the SOHC VTEC-E style, one intake valveremains closed until a threshold of 7000 rpm is reached, then thesecond valve is opened by an oil-pressure actuated pin. The dwell ofthe valves remains unchanged, as in the automobile VTEC-E, and littleextra power is produced but with a smoothing-out of the torque curve.Critics maintain that VTEC adds little to the VFR experience whileincreasing the engine's complexity. Drivability is a concern for somewho are wary of the fact that the VTEC may activate in the middle of anaggressive corner, potentially upsetting the stability and throttleresponse of the motorcycle.[/size]
[size=4][color=red]GOOGLE 翻译[/color]
介绍vtec
dohc vtec
本田的vtec系统是一个简单的方法，赋予引擎与多个凸轮轴概况优化低和高转速的行动。不是一个凸轮驱动，每个叶瓣，有两个：一是优化低转速稳定及燃油效率;其他设计用来最大限度地高转速的输出功率。开关两国之间的凸轮叶是由欧洲货币单位考虑到发动机机油压力，发动机温度，车速，发动机转速和节气门的位置。使用这些投入，ECU的是程序切换从低电梯向高扬程凸轮叶的条件时表示发动机输出功率将得到改善。在开关点是螺线管驱动，使机油压力从滑阀操作锁定的PIN有约束力的高转速凸轮从动件，以低转速。从这个角度上，锥阀开启和关闭根据该高扬程的个人资料，打开阀门，并进一步为更长的时间。开关超过一点是变量，之间的最低和最高点，并决心通过发动机负荷;切换回由高向低转速凸轮是设定为发生在一个较低的发动机转速比起来开关，以避免风起云涌，如果发动机是要求经营，不断在或靠近开关超过一点。该dohc （双以上的头部CAM ）的vtec系统具有较高的低升降机凸轮叶剖面上都进气口和排气气门凸轮轴。
该vtec系统原本是作为dohc系统在1989年本田积分和公民crx主席先生模型出售在日本和欧洲，用了160匹马力（119千瓦）的变种，该b16a引擎。美国市场上看到第一vtec系统与引进的1990阿库拉nsx ，其中用了一个dohc vtecV6引擎与270马力。 dohc vtec引擎很快出现在其他车辆，如1992年的阿库拉积分一般事务住宅（ b17一点七升引擎）。后来在1993年本田的前奏vtec （ H22荷2.2升引擎）和本田删除溶胶vtec （ B16黑色素瘤一点六升引擎） 。
本田公司也继续发展其他品种和今天提供了几个品种的vtec ： ivtec ， ivtec杂交和vtec ，在nsx和一些日本国内市场的汽车。
sohc vtec
由于人气和营销价值的vtec系统的增长，本田公司的应用系统sohc （单超过头部CAM）的引擎，其中股票一个共同的凸轮轴均进气口和排气阀门。贸易小康是sohc发动机，不仅有利于从vtec机制，对进水口阀门。这是因为vtec需要第三方中心，摇臂和凸轮叶（为每个进气口和排气侧），并在sohc发动机，火花塞位于两国之间的排气摇臂，不留空间，让vtec摇臂。此外，该中心对叶凸轮轴，只能利用，无论是进水口或排气，限制vtec功能一方。
sohc vtec e
本田的下一个版本的vtec ， vtecE型，用在一个略有不同的方式;不是优化表现在高转速，它是用于提高效率，在低转速。在低转速，其中两个进水口阀是只允许打开一个很小的数额，增加燃油/空气雾化，在汽缸，从而让一个精简的混合使用。作为发动机的速度增加，无论是阀门需要提供足够的混合物。滑动引脚，这是由石油的压力，如在定期vtec，是用来连接两个阀门一起，并允许全面开放的第二个阀门。
dohc vtec e
本田公司也产生了示范引擎早在1999年底，凡一点四升dohc本田发动机是配备了vtec娣制度。这是本田的首次展示了直喷式向市民公布。发动机安装在本田公司的标志（前身本田适合/爵士乐）和取得的权力和扭矩输出107马力， 6200 rpm的133牛顿米于5000 rpm的。
三阶段vtec
本田公司还推出了三阶段的vtec系统在选择市场，相结合的特点，既sohc vtec和sohc vtec娥。
在低速，一进气阀开启小康的经济体系，解除凸轮叶，第二阀只是破获开放一点，以帮助促进更好的涡流在燃烧室。使用联同一个五线，宽带氧传感器，伟大的燃料ecomomy可以实现的。
在中等速度的引擎，无论是进水口阀门开启小康经济凸轮叶与平等的电梯，让发动机产生更多的权力，但在牺牲经济。
在高引擎速度，无论是进水口阀门驱动由高扬程凸轮叶和生产高得多的性能比在中等速度范围，但在一个更大的牺牲经济。
第3阶段的vtec系统只提供在亚洲市场，而不是在美国市场上所有。
i-vtec
i-vtec （智能vtec ）介绍了连续可变凸轮轴逐步对进水口凸轮dohcvtec引擎。该技术首次出现在本田的K系列4缸发动机的家庭在2001年（ 2002年在美国）。气门和持续时间仍然有限，以鲜明的低收入和高转速设定档，但摄入量凸轮轴是现在能够与时俱进，介乎二十五至五十度（取决于发动机的配置）在运作。相位的变化，实施由计算机控制，石油驱动的可调式凸轮齿轮。逐步取决于相结合的发动机负荷和转速，范围从完全迟钝，在闲置的最高预先在充分油门和低转速。效果是进一步优化扭矩输出，特别是在低转速和中端。
的K系列电动机有两种不同类型的i-vtec系统的实施。首先是为履行汽车一样，在rsx S型或在TSX和其他经济是汽车中发现的CR -V或协议。表现i-vtec制度基本上是一样dohcvtec系统的b16a的，无论是进气口和排气凸轮有3叶，每缸。不过，配气有一个好处，轧辊摇滚乐队和连续可变进气凸轮的时间。经济的I -vtec是更象sohc vtec -E的摄入量，该凸轮只有两个叶，一个非常小的和一个较大的，以及没有vtec对排气凸轮。两种类型的电动机很容易分辨的，由工厂额定功率输出：汽车的性能，使周围200马力或以上的股票的形式和经济的汽车不作远不止160惠普从工厂。
在2004年，本田公司推出的I - vtec V6发动机（一更新的J系列） ，但在这种情况下，i- vtec无关，与凸轮分期。相反，我-vtec提到本田的汽缸失活技术，关闭阀门就一银行（ 3）气瓶在轻负荷和低速（低于80英里）的运作。该技术最初是介绍美国在本田奥德赛面包车，和现在可以发现，对本田Accord混合动力和本田2006年的试点。
额外版本的I -vtec介绍了2006年本田Civic的R系列4缸sohc发动机。本实施使用了所谓的“经济凸轮”对其中的两个进水口阀门，各缸。“经济凸轮”的目的是拖延关闭的进气阀后，他们的行为，并激活在低从RPMS下，轻负载。当“经济凸轮”被激活，其中两个进水口阀门，在每个气缸关闭后，活塞已经开始移动向上，在压缩行程。这样，一部分混合物已进入燃烧室是被迫再次进入进气歧管。这样一来，发动机“模仿”较低的位移超过其实际1（其运作也类似一阿特金森循环发动机，与不平衡的压缩和燃烧杆） ，从而降低了燃料消耗和增加其效率。在行动中与“经济凸轮” ，（线）油门蝴蝶是不断全面开放，以减少抽水的损失。据本田，这项措施仅可以减少抽水损失了16 ％。在较高的从RPMS下，加重负荷，发动机开关回到纳入其“正常凸轮” ，它的运作就像一个经常四冲程奥托循环发动机。这个实施的I -vtec最初介绍，在r18a1引擎发现，根据帽的第八一代的公民，与排水量为1.8 L和1的输出140ps。最近，另一种变体被释放，二点○升r20a2与输出150ps ，其中的权力eudm版本的所有新crv
与继续引进截然不同的I - vtec系统，一可以假定的任期现在是一个包罗一切的创意阀控制技术，从本田。
i-vtec i
本田公司的I - vtec i引擎，是一个变种的K系列dohc引擎族特色汽油缸内直喷。它首次在其前一代2004年本田流七人座的MPV的在日本，但目前的流不使用这个引擎了，而不是使用二点零升版本的R系列的I - vtec sohc发动机。
该引擎的精选能力，使用超精益空气-燃料混合物约65:1 ，远精简相比，通常的直喷式发动机40:1的比例，也是极精益相比，化学计量的空气燃料混合14.7:1 。由于这个超稀混合燃料的消耗量下降至15公里每公升。额定功率维持不变，约155马力。 [ 4 ]
先进的vtec
12006年9月25日新闻稿，宣布推出先进的vtec引擎的本田。新的引擎结合起来，不断可变气门升降机及定时控制与连续可变相位控制，职训局（可变正时控制）。这一新的许可证制度，优化控制进气阀升降机及相在回应驾驶条件下，实现改善充电效率的一个显着增加，扭矩在所有引擎的速度。根据轻微至中等负荷水平，阀门定低升降机及早期封闭，以减少抽水的损失和改善燃油经济性。在比较向二点四升一vtec这些进步，要求增加燃油效率由13 ％。本田公司还声称，新的引擎也符合废气排放标准符合美国环保局-l ev2- ulev规章和日本外务省的土地，基础设施和运输的要求，低排放车辆，其废气排放量的7 5％ ，低于所规定的2005年的标准。先进的vtec引擎应到生产，到2009年的型号。
vtec在电单车
除了从日本的市场，只有本田cbr400f超级4超线程vtec，介绍了在1983年，首次在全世界实施vtec技术在摩托车发生与引进本田的vfr800 sportbike在2002年。类似该sohcvtec娥作风，一进气门仍然关闭，直到某一阈值7000 RPM的是达成共识，那么第二个阀打开一油压力驱动的PIN。该谈论的阀门维持不变，作为在汽车vtec娥，和一点额外的权力是产生，但与平滑出的扭矩曲线。批评者认为，vtec增加了小到vfr经验，同时增加发动机的复杂性。驾驶是一个关注的一些谁是存有戒心的事实，即vtec可能激活在中咄咄逼人的角落，可能破坏稳定和油门的反应摩托车。
[/size] 一级精华:victory: :lol :lol :lol 楼主辛苦了。
超级斑竹就是不一样。
要是中文就更好了。
本人英语水平很低，除了车和发动机型号。很少能看懂的。 GOOGLE 翻译
介绍vtec
dohc vtec
本田的vtec系统是一个简单的方法，赋予引擎与多个凸轮轴概况优化低和高转速的行动。不是一个凸轮驱动，每个叶瓣，有两个：一是优化低转速稳定及燃油效率;其他设计用来最大限度地高转速的输出功率。开关两国之间的凸轮叶是由欧洲货币单位考虑到发动机机油压力，发动机温度，车速，发动机转速和节气门的位置。使用这些投入，ECU的是程序切换从低电梯向高扬程凸轮叶的条件时表示发动机输出功率将得到改善。在开关点是螺线管驱动，使机油压力从滑阀操作锁定的 PIN有约束力的高转速凸轮从动件，以低转速。从这个角度上，锥阀开启和关闭根据该高扬程的个人资料，打开阀门，并进一步为更长的时间。开关超过一点是变量，之间的最低和最高点，并决心通过发动机负荷;切换回由高向低转速凸轮是设定为发生在一个较低的发动机转速比起来开关，以避免风起云涌，如果发动机是要求经营，不断在或靠近开关超过一点。该dohc （双以上的头部CAM ）的vtec系统具有较高的低升降机凸轮叶剖面上都进气口和排气气门凸轮轴。
该vtec系统原本是作为dohc系统在1989年本田积分和公民crx主席先生模型出售在日本和欧洲，用了160匹马力（119千瓦）的变种，该 b16a引擎。美国市场上看到第一vtec系统与引进的1990阿库拉nsx ，其中用了一个dohc vtecV6引擎与270马力。 dohc vtec引擎很快出现在其他车辆，如1992年的阿库拉积分一般事务住宅（ b17一点七升引擎）。后来在1993年本田的前奏vtec （ H22荷2.2升引擎）和本田删除溶胶vtec （ B16黑色素瘤一点六升引擎） 。
本田公司也继续发展其他品种和今天提供了几个品种的vtec ： ivtec ， ivtec杂交和vtec ，在nsx和一些日本国内市场的汽车。
sohc vtec
由于人气和营销价值的vtec系统的增长，本田公司的应用系统sohc （单超过头部CAM）的引擎，其中股票一个共同的凸轮轴均进气口和排气阀门。贸易小康是sohc发动机，不仅有利于从vtec机制，对进水口阀门。这是因为vtec需要第三方中心，摇臂和凸轮叶（为每个进气口和排气侧），并在sohc发动机，火花塞位于两国之间的排气摇臂，不留空间，让vtec摇臂。此外，该中心对叶凸轮轴，只能利用，无论是进水口或排气，限制vtec功能一方。
sohc vtec e
本田的下一个版本的vtec ， vtecE型，用在一个略有不同的方式;不是优化表现在高转速，它是用于提高效率，在低转速。在低转速，其中两个进水口阀是只允许打开一个很小的数额，增加燃油/空气雾化，在汽缸，从而让一个精简的混合使用。作为发动机的速度增加，无论是阀门需要提供足够的混合物。滑动引脚，这是由石油的压力，如在定期 vtec，是用来连接两个阀门一起，并允许全面开放的第二个阀门。
dohc vtec e
本田公司也产生了示范引擎早在1999年底，凡一点四升dohc本田发动机是配备了vtec娣制度。这是本田的首次展示了直喷式向市民公布。发动机安装在本田公司的标志（前身本田适合/爵士乐）和取得的权力和扭矩输出107马力， 6200 rpm的133牛顿米于5000 rpm的。
三阶段vtec
本田公司还推出了三阶段的vtec系统在选择市场，相结合的特点，既sohc vtec和sohc vtec娥。
在低速，一进气阀开启小康的经济体系，解除凸轮叶，第二阀只是破获开放一点，以帮助促进更好的涡流在燃烧室。使用联同一个五线，宽带氧传感器，伟大的燃料ecomomy可以实现的。
在中等速度的引擎，无论是进水口阀门开启小康经济凸轮叶与平等的电梯，让发动机产生更多的权力，但在牺牲经济。
在高引擎速度，无论是进水口阀门驱动由高扬程凸轮叶和生产高得多的性能比在中等速度范围，但在一个更大的牺牲经济。
第3阶段的vtec系统只提供在亚洲市场，而不是在美国市场上所有。
i-vtec
i-vtec （智能vtec ）介绍了连续可变凸轮轴逐步对进水口凸轮dohcvtec引擎。该技术首次出现在本田的K系列4缸发动机的家庭在2001年（ 2002年在美国）。气门和持续时间仍然有限，以鲜明的低收入和高转速设定档，但摄入量凸轮轴是现在能够与时俱进，介乎二十五至五十度（取决于发动机的配置）在运作。相位的变化，实施由计算机控制，石油驱动的可调式凸轮齿轮。逐步取决于相结合的发动机负荷和转速，范围从完全迟钝，在闲置的最高预先在充分油门和低转速。效果是进一步优化扭矩输出，特别是在低转速和中端。
的K系列电动机有两种不同类型的i-vtec系统的实施。首先是为履行汽车一样，在rsx S型或在TSX和其他经济是汽车中发现的CR -V或协议。表现i-vtec制度基本上是一样dohcvtec系统的b16a的，无论是进气口和排气凸轮有3叶，每缸。不过，配气有一个好处，轧辊摇滚乐队和连续可变进气凸轮的时间。经济的I -vtec是更象sohc vtec -E的摄入量，该凸轮只有两个叶，一个非常小的和一个较大的，以及没有vtec对排气凸轮。两种类型的电动机很容易分辨的，由工厂额定功率输出：汽车的性能，使周围200马力或以上的股票的形式和经济的汽车不作远不止160惠普从工厂。
在2004年，本田公司推出的I - vtec V6发动机（一更新的J系列） ，但在这种情况下，i- vtec无关，与凸轮分期。相反，我-vtec提到本田的汽缸失活技术，关闭阀门就一银行（ 3）气瓶在轻负荷和低速（低于80英里）的运作。该技术最初是介绍美国在本田奥德赛面包车，和现在可以发现，对本田Accord混合动力和本田2006年的试点。
额外版本的I -vtec介绍了2006年本田Civic的R系列4缸sohc发动机。本实施使用了所谓的“经济凸轮”对其中的两个进水口阀门，各缸。“经济凸轮”的目的是拖延关闭的进气阀后，他们的行为，并激活在低从RPMS下，轻负载。当“经济凸轮”被激活，其中两个进水口阀门，在每个气缸关闭后，活塞已经开始移动向上，在压缩行程。这样，一部分混合物已进入燃烧室是被迫再次进入进气歧管。这样一来，发动机“模仿”较低的位移超过其实际1（其运作也类似一阿特金森循环发动机，与不平衡的压缩和燃烧杆） ，从而降低了燃料消耗和增加其效率。在行动中与“经济凸轮” ，（线）油门蝴蝶是不断全面开放，以减少抽水的损失。据本田，这项措施仅可以减少抽水损失了16 ％。在较高的从RPMS下，加重负荷，发动机开关回到纳入其“正常凸轮” ，它的运作就像一个经常四冲程奥托循环发动机。这个实施的I -vtec最初介绍，在r18a1引擎发现，根据帽的第八一代的公民，与排水量为1.8 L和1的输出140ps。最近，另一种变体被释放，二点○升r20a2与输出150ps ，其中的权力eudm版本的所有新crv
与继续引进截然不同的I - vtec系统，一可以假定的任期现在是一个包罗一切的创意阀控制技术，从本田。
i-vtec i
本田公司的I - vtec i引擎，是一个变种的K系列dohc引擎族特色汽油缸内直喷。它首次在其前一代2004年本田流七人座的MPV的在日本，但目前的流不使用这个引擎了，而不是使用二点零升版本的R系列的I - vtec sohc发动机。
该引擎的精选能力，使用超精益空气-燃料混合物约65:1 ，远精简相比，通常的直喷式发动机40:1的比例，也是极精益相比，化学计量的空气燃料混合14.7:1 。由于这个超稀混合燃料的消耗量下降至15公里每公升。额定功率维持不变，约155马力。 [ 4 ]
先进的vtec
12006年9月25日新闻稿，宣布推出先进的vtec引擎的本田。新的引擎结合起来，不断可变气门升降机及定时控制与连续可变相位控制，职训局（可变正时控制）。这一新的许可证制度，优化控制进气阀升降机及相在回应驾驶条件下，实现改善充电效率的一个显着增加，扭矩在所有引擎的速度。根据轻微至中等负荷水平，阀门定低升降机及早期封闭，以减少抽水的损失和改善燃油经济性。在比较向二点四升一vtec这些进步，要求增加燃油效率由13 ％。本田公司还声称，新的引擎也符合废气排放标准符合美国环保局-l ev2- ulev规章和日本外务省的土地，基础设施和运输的要求，低排放车辆，其废气排放量的7 5％，低于所规定的2005年的标准。先进的vtec引擎应到生产，到2009年的型号。
vtec在电单车
除了从日本的市场，只有本田cbr400f超级4超线程vtec，介绍了在1983年，首次在全世界实施vtec技术在摩托车发生与引进本田的 vfr800 sportbike在2002年。类似该sohcvtec娥作风，一进气门仍然关闭，直到某一阈值7000 RPM的是达成共识，那么第二个阀打开一油压力驱动的PIN。该谈论的阀门维持不变，作为在汽车vtec娥，和一点额外的权力是产生，但与平滑出的扭矩曲线。批评者认为，vtec增加了小到vfr经验，同时增加发动机的复杂性。驾驶是一个关注的一些谁是存有戒心的事实，即vtec可能激活在中咄咄逼人的角落，可能破坏稳定和油门的反应摩托车。 一直就喜欢NA车,
特别就是Honda,
还有它的摩托车,
同样的价钱还是摩托车带来的刺激更强
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