Honda B16A engine (B16B)
|Manufacturer||Honda Motor Company
|Also called||Honda B16
|Cylinder block alloy||Aluminum|
4 valves per cylinder
|Piston stroke, mm (inch)||77.4 (3.05)|
|Cylinder bore, mm (inch)||81 (3.19)|
|Displacement||1595 cc (97.3 cu in)
|Power output||110 kW (150 HP) at 7,600 rpm
116 kW (158 HP) at 7,800 rpm
117 kW (160 HP) at 7,600 rpm
117 kW (160 HP) at 7,600 rpm
122 kW (167 HP) at 7,800 rpm
125 kW (170 HP) at 7,800 rpm
136 kW (185 HP) at 8,200 rpm
|Torque output||150 Nm (110 lb·ft) at 7,100 rpm
150 Nm (110 lb·ft) at 7,000 rpm
152 Nm (112 lb·ft) at 7,000 rpm
150 Nm (110 lb·ft) at 7,500 rpm
150 Nm (110 lb·ft) at 7,300 rpm
160 Nm (118 lb·ft) at 7,300 rpm
163 Nm (120 lb·ft) at 7,500 rpm
|Redline||8,000 (B16A2, B16A3)
8,400 (B16B Type R)
|HP per liter||94
|Weight, kg (lbs)||183 (403)
|Fuel consumption, L/100 km (mpg)
|Turbocharger|| Naturally aspirated
|Oil consumption, L/1000 km
(qt. per miles)
|up to 1.0
(1 qt. per 600 miles)
|Recommended engine oil||5W-30
|Engine oil capacity, L (qt.)||4.0 (4.2)
|Oil change interval, km (miles)||5,000-10,000
|Normal engine operating temperature, °C (F)||–|
|Engine lifespan, km (miles)
-No life span loss
|The engine is installed in||Honda Civic
You may have heard about the legendary Honda engines from the 90s, which were incredibly reliable, and could reach high power without any turbochargers. Today we will focus on one of these engines, Honda B16. It was started in 1989, and the first car with this engine was Honda Integra. The B16 cylinder block was made of aluminum, and its block deck height was 203.25 mm. Inside the unit, they installed a 77.4 mm stroke crankshaft with 81 mm pistons and 30 mm compression height. The length of B16A connecting rods is 134 mm. This ensured 1.6 liter displacement, and the R/S ratio was 1.735.
The engine block is covered with the DOHC VTEC head. This was the first Honda engine with a VTEC system.
The diameter of intake valve was 33 mm, of exhaust valves – 28 mm, valve stem diameter was 5.5 mm.
Camshafts were rotated by the timing belt to be replaced after every 60,000 miles (100,000 km) of travel. If the timing belt breaks, the engine will bend valves, however, this may not happen at low RPM.
Valve clearances should be checked after every 24,000 miles of mileage, and adjusted, if necessary. Valve clearances (cold): intake 0.15-0.19 mm, exhaust 0.17-0.21 mm.
The firing order for B16A and B16B was 1-3-4-2. The size of B16A throttle body was 58 mm.
Honda B16 engine belongs to the Honda B series engines, which also includes B17, B18 and B20 engines.
A more detailed description of the engine and all of its versions can be found below. Production of B16A and B16B continued until 2000, and during this time, engineers managed to make numerous modifications, the difference is shown below.
In 2000, B16A and B16B were replaced with K20A.
Honda B16A (B16B) engine modifications and differences
1. B16A SiR 1 gen. – the first generation of B16. This was the most legendary Honda engine that could reach 100 HP per 1 liter of displacement. Here are cam specs of SiR B16A: duration (at .050″ or 1 mm lift) 230/227 deg, lift 10.6/9.4 mm.
The power was 160 HP 7,600 rpm, torque was 150 Nm 7,000 rpm, and the redline was at 8,000 rpm.
This engine was installed in Honda Civic SiR, CRX SiR and Integra.
2. B16A SiR 2 gen. is the Japanese version of B16A SiR. Here new pistons were used (compression ratio 10.4) along with a less dynamic intake camshaft, and throttle body size 60 mm. Specifications of camshafts B16A SiR 2 gen are the following: duration (at .050″ or 1 mm lift) 240/227 deg, lift 10.7/9.4 mm. But all that does not matter, the main modification was enlarged lettering VTEC on the valve cover. These mods provided 10 additional horsepower, and its power reached 170 HP 7,800 rpm and the torque of 160 Nm 7,300 rpm, while the redline was at 8,200 rpm.
This engine was under the hood of Honda Civic SiR, Del Sol SiR and Integra.
3. B16A1 was the version for the European market. The compression ratio was reduced to 10.2; its power was 150 HP 7,600 rpm and the torque of 150 Nm 7,100 rpm, with the rev limit at 8,200 rpm.
It was created for Honda Civic and CRX.
4. B16A2 – here camshafts with the following specifications were used: duration (at .050″ or 1 mm lift) 224/220 deg, lift 10.47/9.6 mm. The compression ratio was 10.2, the power was 160 HP 7,600 rpm, and the torque was 150 Nm 6,500 rpm.
This version was installed in Honda Civic VTi, Civic SiR, and Del Sol VTi.
5. B16A3 – this motor was designed for Honda Del Sol. The compression ratio was 10.4, the power was 160 HP 7,600 rpm, and the torque was 150 Nm 6,700 rpm.
6. B16A5 was a version for Honda Civic SiR with automatic transmission. The power was 170 HP 7,800 rpm, and the torque was 150 Nm 6,300 rpm.
7. B16A6 was an analogue for B16A2 Honda Civic for the countries of Middle East and South Africa. The power was 160 HP 7,800 rpm; and the torque was 150 Nm 6,400 rpm.
8. B16B was top version of B16. This engine was developed based on B16A SiR II, which was also quite powerful, but B16B was a new level.
They decided to use a B18 cylinder block with the height of 212.4 mm; they installed a new crankshaft, new pistons (with the compression ratio of 10.8) and lightweight 142.3 mm long connecting rods. This increased the R/S ratio to 1.84.
And that’s not all, they made head porting for intake ports, installed new spark plugs, the throttle body size was increased to 62 mm, they used the most aggressive camshafts, reinforced valve springs, lightweight intake valves with thinner stems, and a larger exhaust system (2.25″ or 57 mm). The size of fuel injectors was 240 cc; the flywheel weight was 7 kg.
Specifications of Type-R B16B camshafts are the following: duration (at .050″ or 1 mm lift) 243/235 deg, lift 11.5/10.5 mm.
Attempts to improve this engine were successful, and B16B power reached 185 HP 8,200 rpm, the torque of 160 Nm 7,500 rpm, while the redline was set to 8,400 rpm.
B16B head may be identified by a red valve cover.
Honda B16 engine problems and malfunctions
This may sound strange, but these engines have no problems and weaknesses; B16B and B16A are incredibly reliable and durable engines. However, long time has passed, and all these B16 engines are already worn out, and any component may fail. You just have to regularly and with good quality perform maintenance of your B16A or B16B, and they will run a bit longer.
B16A NA build
The best mods for a regular B16A are a cold air intake system, B18C 98 Spec R 4-1 exhaust manifold (or another 4-1 manifold) and a 2.5 exhaust system. This will give you up to 180 HP.
Want 200 HP and more? Then you should also buy a Skunk2 or Type R intake manifold, Type R cams, adjustable cam gears, Type R intake valves, Type R pistons, and make port and polish. Hondata will help you configure all these performance parts.
Still want more? Add a TODA lightened flywheel, a 70 mm throttle body, ACL bearings, 340 cc fuel injectors, ARP head studs, Skunk2 Stage 2 camshafts, Supertech bronze valve guides, Supertech valves, valve springs and titanium retainers.
It would be nice to install high compression pistons (CR ~ 12) and NGK 7 spark plugs. These upgrades will let you get 220 HP or a bit more.
This is the limit for this engine that may still be used for daily driving.
B16B Stroker kit
You have done everything mentioned above, and you haven’t had enough power? Then you will have to increase the bore to 84 mm. This is best done by replacing the native cylinder block with a B20 cylinder block. Then you have to adjust ECU, and it will give you more than 250 HP. However, such a hybrid will not last long; you need to buy aftermarket rods, pistons and sleeves. Don’t forget to install increased performance oil pump, oil jets and oil cooler.
Another way to add power is installing a stock B16B head on a B20B cylinder block. This will give you about 220 HP.
B16A / B16B Turbo
Before you learn how to turbo B16B/B16A, you need to restore your engine and make sure it is reliable. To start with, a standard B16A or B16B will do; their stock internals can withstand about 300whp.
The main performance parts that you will need are a TD05-16G turbocharger (Evolution 8) along with a turbo manifold and an intercooler, oil feed line and oil return line are to be installed. You will also need a wastegate, a blow-off valve, a piping kit, a Walbro 255 fuel pump, an AEM fuel rail, an aftermarket fuel regulator, 550 cc fuel injectors, Type R cams, adjustable cam gears, a 2.5 inch exhaust system, a wideband air/fuel oxygen sensor, and a Hondata ECU.
These upgrades will be enough to get 300 HP, and cover 1/4 mile in less than 12 seconds.
The power may be more, but it is better to make a reliable engine and buy low compression pistons (compression ratio ~8.5). Besides forged pistons, you will need aftermarket rods, a block guard, ACL bearings, and ARP head studs. Comprehensive approach to cylinder head tuning will also be needed. All these upgrades require a lot of money that you can use to buy something like a Nissan GTR.
You can make your life easier, and buy a B16A Jackson Racing supercharger. Along with a 2.5″ exhaust, you will get 210+ horsepower.