ACE VTEC

This picture show us the components or parts in Vtec engines. (Click pic to enlarge) This is what makes a Vtec.
1.   cylinder head
2.   camshaft holder plates
3.   camshaft caps
4.   JDM valve cover
5.   valve spring assembly
6.   valve assembly
7. rocker arm assembly
8.   rocker arm shafts
9.   camshafts
10. crank pulley components
11. timing belt tensioner
12. waterpump
13. oil pump front cover
14. oil pump rear cover
15. oil pump gears
16. flywheel side cover
17. Vtec solenoid
18. camshaft pulleys
19. B-series cylinder block
20. main bearing cap asembly
21. crankshaft
22. thrust washers
23. main crankshaft bearings
24. connecting rod bearings
25. pistons
26. connecting rods
27. head gasket

HONDA VTEC B SERIES ENGINE GUIDE AND SPECIFICATION B16A B16B B18C B20

B16A ENGINE(BIG VTEC)

B16A
Note: All JDM B16A engines are stamped ‘B16A’ (with no number after the “A” to identify version).
VTEC
Found in:
1988-1991 JDM Honda Integra RSi/XSi (DA6/DA8)
1988-1991 JDM Honda CRX SiR (EF8)
1988-1991 JDM Honda Civic SiR (EF9)
Displacement: 1,595 cc (97.3 cu in) 1.6 liter
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
Redline: 8200 rpm
1992-1996 JDM Honda CR-X del Sol SiR (EG2)
1992-2000 JDM Honda Civic SiRII (EG6/EG9/EK4)
Displacement: 1,595 cc (97.3 cu in)
Compression: 10.4:1
Power: 170 hp (130 kW) @ 7800 rpm & 116 ft·lbf (157 N·m) @ 7300 rpm
Valve Lift: IN 10.7 mm (0.42 in), EX 9.4 mm (0.37 in)
Inlet Valve Diamter: 33 by 2 millimetres (1.3 in × 0.079 in)
Transmission: S4C/Y21 (Some with LSD)
Redline: 8200 rpm

B16A1

VTEC
Found in:
1990-1991 EDM Honda CRX 1.6i-VT (EE8)
1990-1991 EDM Honda Civic 1.6i-VT (EE9)
Displacement: 1,595 cc (97.3 cu in) 1.6 liter
Bore×Stroke: 81.0×77.4 mm (3.19×3.05 in)
Compression: 10.2:1
Power: 150 hp (110 kW) @ 7600 rpm
Torque: 111 ft·lbf (150 N·m) @ 7000 rpm
Redline: 8200 rpm
Transmission: y2

B16A2

VTEC
Found in:
1992-2000 Honda Civic EDM VTi (EG6/EG9 & EK4)
1992-1997 Honda Civic del Sol EDM VTi (EG)
1999-2000 Honda Civic USDM Si (EM1)
1999-2000 Honda Civic CAN SIR EJ
Displacement: 1,595 cc (97.3 cu in)
Bore×Stroke: 81.0×77.4 mm (3.19×3.05 in)
Compression: 10.2:1
Power: 160 hp (118 kW) @ 7600 rpm & 111 ft·lbf (151 N·m) @ 7000 rpm
Transmission: Y21 or S4C

B16A ENGINE(SMALL VTEC)

B16A3
VTEC
Found in:
1994-1995 Del Sol VTEC
Displacement 1,595 cc (97.3 cu in)
Power (bhp@rpm): 160 hp (120 kW) @ 7,600 rpm & 118 ft·lbf (160 N·m) @ 7,500 rpm
Transmission: Y21

B16A4

VTEC
Found in:
1996-2000 Honda Civic SiRII (Asian version) (EK4)
Displacement: 1,595 cc (97.3 cu in)
Compression: 10.4:1
Power: 170 hp (127 kW) @ 7800 rpm & 116 ft·lbf (157 N·m) @ 7300 rpm
Redline: 8200 rpm
Transmission: Y21

B16A6

VTEC
Found in:
1996-2000 Honda Civic – Middle East & South Africa VTEC (EK)
Displacement: 1,595 cc (97.3 cu in)
Compression: 10.2:1
Power: 158 hp (118 kW) @ 7600 rpm & 111 ft·lbf (151 N·m) @ 7000 rpm
Transmission: S4C

B16B (Type R)

VTEC
Found in:
1997-2000 JDM Civic Type R[EK9]
Displacement: 1,595 cc (97.3 cu in)
Compression: 10.8:1
Bore: 81 mm (3.2 in)
Stroke: 77.4 mm
Rod/Stroke ratio: 1.84:1
Rod Length: 142.42 mm (5.607 in)
Power: 185 hp (134 kW) @ 8200 rpm & 110 ft·lbf (155 Nm) @ 7500 rpm
Redline: 8500 rpm
Transmission: S4C With LSD
Vtec engagement @ 5,800 rpm
Note: This engine uses the same block as the Integra Type R, which is taller than the B16a block, but with a crank the same stroke as the b16a. It uses longer rods to accommodate for this, which is why the Rod/Stroke ratio is higher than a standard B16. It is basically a ‘Destroked B18C Type R engine’

B18 Series

B18C (Type R)

VTEC
Found in:
JDM Honda Integra Type R
Power: 200 hp (150 kW) @ 8000 rpm
Rev-limit: 8,900 rpm
VTEC engagement@5,800 rpm
137 ft·lbf (186 N·m) @ 6200 rpm
Transmission Type: 5-speed standard with LSD
Displacement: 1,797 cc (109.7 cu in)
Compression:y 11.1:1
Bore: 81 mm (3.189 in)
Stroke: 87.2 mm (3.433 in)
Rod Length: 137.9 mm (5.429 in)
Rod/Stroke Ratio: 1.58
Transmission: J4D (96specR w/ LSD)N3E (98specR w/LSD)

B18C1

VTEC
Found in:
1994-2001 Acura Integra GS-R (DC2)
Redline: 8000 rpm (limiter @ 8200 rpm)
Power: 170 hp (127 kW) @ 7600 rpm & 128 ft·lbf (173 N·m) @ 6200 rpm
Transmission: s80

B18C2

VTEC
Found in:
1994-1999 Honda Integra VTi-R
AUDM Spec 1993-1999 Honda Integra VTi-R
Displacement: 1,797 cc (109.7 cu in)
Compression: 10.6:1
Power: 168 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
0-100 km/h : below 7.3 seconds

B18C3

VTEC
Found in:
1995-1998 Acura Integra Type R
Power: 193 PS/189 hp (141 kW) @ 8200 rpm & 127 ft·lbf/172 N·m @ 7500 rpm

B18C4

VTEC
Found in:
1996-2000 UK Civic 1.8i VTi 5-door Hatch (MB6)
1996-2000 UK Civic Aerodeck 1.8i VTi 5-door Wagon (MC2)
1998-1999 EU Civic Aerodeck 1.8i VTi 5-door Wagon (MC2)
1998-1999 EU Civic 1.8i VTi 5-door Hatch (MB6)
Displacement: 1,797 cc (109.7 cu in)
VTEC engagement@4,400 rpm
IAB open@5,750 rpm
Compression: 10.0:1
Power: 169 hp (124 kW) @ 7600 rpm & 117 ft·lbf (158 N·m) @ 6200 rpm
Limit: 8,100 rpm
Transmission: S9B w/Torsen LSD.
0/100 km/h : 8.3 seconds (8.8 Aerodeck)

B18C5

VTEC
Found in: USDM DC2 Acura Integra Type-R (Integra Type-R)
1997-2001 Integra Type-R (**Note: This model was not produced for the 1999 production year)
Displacement: 1,797 cc (109.7 cu in)
Compression: 10.6:1
Bore: 81 mm (3.189 in)
Stroke: 87.2 mm (3.433 in)
Rod Length: 137.9 mm (5.429 in)
Rod/Stroke Ratio: 1.58
Power: 195 hp (145 kW) @ 8200 rpm & 130 ft·lbf (180 N·m) @ 7500 rpm
Transmission: S80 w/LSD
Vtec engagement @ 6,000 rpm

B18C6

VTEC
Found in:
1998-2001 Honda Integra UK and Euro Spec Type R
Type: 1.8 litre 16v DOHC 4 cylinder in-line
Displacement: 1,797 cc (109.7 cu in)
Compression: 11.1:1
Air intake diameter: 62 mm (2.4 in)
Bore: 81 mm (3.189 in)
Stroke: 87.2 mm (3.433 in)
Rod Length: 137.9 mm (5.429 in)
Rod/Stroke Ratio: 1.58
Power: 190 PS/140 kW @ 7900 rpm & 131 ft·lbf/178 N·m @ 7300 rpm
Redline: 8400 rpm
Rev limiter: 8700 rpm
Vtec engagement: 5700 rpm
Transmission: S80 w/LSD

B18C7

VTEC
Found in:
1996- Honda Integra Type R (Australia)
Power: 193 PS/189 hp (141 kW) @ 8200 rpm & 127 ft·lbf/172 N·m @ 7500 rpm

B20 Series

B20B
1996-1998 specs
NON-VTEC
Found in: USDM and JDM Honda CR-V, Honda Orthia
Displacement: 1,973 cc (120.4 cu in)
Power: 126 hp (94 kW)) @ 5400 rpm
Torque: 131 ft·lbf (178 N·m) @ 4300 rpm
Rod length: 137 mm (5.4 in)
Compression: 8.8:1
Bore: 84 mm (3.3 in)
Stroke: 89 mm (3.5 in)
Redline: 6300 rpm

B20B / B20Z

1999 – 2001 specs
NON-VTEC
Found in: USDM CRV as a B20Z, JDM Honda CR-V and Honda Orthia as a B20B
Displacement: 1,973 cc (120.4 cu in)
Power: 146 hp (109 kW)) @ 5400 rpm
Torque: 133 ft·lbf (180 N·m) @ 4300 rpm
Rod length: 137 mm (5.394 in)
Compression: 9.6:1
Bore: 84 mm (3.3 in)
Stroke: 89 mm (3.5 in)
Redline: 6300 rpm

As popularity and marketing value of the VTEC system grew, Honda applied the system to SOHC (Single Over Head Cam) engines, which share a common camshaft for both intake and exhaust valves. The trade-off was that Honda's SOHC engines benefitted from the VTEC mechanism only on the intake valves. This is because VTEC requires a third center rocker arm and cam lobe (for each intake and exhaust side), and, in the SOHC engine, the spark plugs are situated between the two exhaust rocker arms, leaving no room for the VTEC rocker arm. Additionally, the center lobe on the camshaft cannot be utilized by both the intake and the exhaust, limiting the VTEC feature to one side.
However, beginning with the J37A4 3.7L SOHC V6 engine introduced on all 2009 Acura TL SH-AWD models, SOHC VTEC was incorporated for use with intake and exhaust valves. The intake and exhaust rocker shafts contain primary and secondary intake and exhaust rocker arms, respectively. The primary rocker arm contains the VTEC switching piston, while the secondary rocker arm contains the return spring. The term "primary" does not refer to which rocker arm forces the valve down during low-RPM engine operation. Rather, it refers to the rocker arm which contains the VTEC switching piston and receives oil from the rocker shaft.
The primary exhaust rocker arm contacts a low-profile camshaft lobe during low-RPM engine operation. Once VTEC engagement occurs, the oil pressure flowing from the exhaust rocker shaft into the primary exhaust rocker arm forces the VTEC switching piston into the secondary exhaust rocker arm, thereby locking both exhaust rocker arms together. The high-profile camshaft lobe which normally contacts the secondary exhaust rocker arm alone during low-RPM engine operation is able to move both exhaust rocker arms together which are locked as a unit. The same occurs for the intake rocker shaft, except that the high-profile camshaft lobe operates the primary rocker arm.
The difficulty of incorporating VTEC for both the intake and exhaust valves in a SOHC engine has been removed on the J37A4 by a novel design of the intake rocker arm. Each exhaust valve on the J37A4 corresponds to one primary and one secondary exhaust rocker arm. Therefore, there are a total of twelve primary exhaust rocker arms and twelve secondary exhaust rocker arms. However, each secondary intake rocker arm is shaped similar to a "Y" which allows it to contact two intake valves at once. One primary intake rocker arm corresponds to each secondary intake rocker arm. As a result of this design, there are only six primary intake rocker arms and six secondary intake rocker arms.

References : http://en.wikipedia.org/wiki/VTEC

Introduced as a DOHC system in Japan in the 1989 Honda Integra XSi which used the 160 bhp (120 kW) B16A engine. The same year, Europe saw the arrival of VTEC in the Honda CRX 1.6i-VT, using a 150 bhp variant (B16A1). The United States market saw the first VTEC system with the introduction of the 1991 Honda NSX, which used a 3-litre DOHC VTEC V6 with 270 bhp (200 kW). DOHC VTEC engines soon appeared in other vehicles, such as the 1992 Acura Integra GS-R (B17A1 1.7-litre engine), and later in the 1993 Honda Prelude VTEC (H22A 2.2-litre engine with 195 hp) and Honda Del Sol VTEC (B16A3 1.6-litre engine). The Integra Type R (1995–2000) available in the Japanese market produces 197 bhp (147 kW; 200 PS) using a B18C5 1.8-litre engine. Honda has also continued to develop other varieties and today offers several varieties of VTEC, such as i-VTEC and i-VTEC Hybrid.

References : http://en.wikipedia.org/wiki/VTEC

VTEC, the original Honda variable valve control system, originated from REV (Revolution-modulated valve control) introduced on the CBR400 in 1983 known as HYPER VTEC. In the regular four-stroke automobile engine, the intake and exhaust valves are actuated by lobes on a camshaft. The shape of the lobes determines the timing, lift and duration of each valve. Timing refers to an angle measurement of when a valve is opened or closed with respect to the piston position (BTDC or ATDC). Lift refers to how much the valve is opened. Duration refers to how long the valve is kept open. Due to the behavior of the working fluid (air and fuel mixture) before and after combustion, which have physical limitations on their flow, as well as their interaction with the ignition spark, the optimal valve timing, lift and duration settings under low RPM engine operations are very different from those under high RPM. Optimal low RPM valve timing, lift and duration settings would result in insufficient filling of the cylinder with fuel and air at high RPM, thus greatly limiting engine power output. Conversely, optimal high RPM valve timing, lift and duration settings would result in very rough low RPM operation and difficult idling. The ideal engine would have fully variable valve timing, lift and duration, in which the valves would always open at exactly the right point, lift high enough and stay open just the right amount of time for the engine speed in use.

References : http://en.wikipedia.org/wiki/VTEC

VTEC (Variable Valve Timing and Lift Electronic Control) is a valvetrain system developed by Honda to improve the volumetric efficiency of a four-stroke internal combustion engine. This system uses two camshaft profiles and electronically selects between the profiles. It was invented by Honda R&D engineer Ikuo Kajitani. It can be said that VTEC, the original Honda variable valve control system, originated from REV (Revolution-modulated valve control) introduced on the CBR400 in 1983 known as HYPER VTEC. VTEC was the first system of its kind. Different types of variable valve timing and lift control systems have also been produced by other manufacturers (MIVEC from Mitsubishi, VVTL-i from Toyota, VarioCam Plus from Porsche, VVL from Nissan, etc).

References : http://en.wikipedia.org/wiki/VTEC