Honda B16A2 Specifications
| Engine Model: Honda B16A2 |
| Engine Type: 4-cycle inline 4-cylinder DOHC 16-valve VTEC liquid-cooled gasoline |
| Total Displacement: 97.3 cu.in (1.59 L) |
| Rated Engine Power: 160-170 Hp (118-127 kW) at 7800 rpm |
| Fuel System Type: Multi-point electronic fuel injection |
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The Honda B16A2 engine is one of the most
iconic members of Honda’s B-series performance engine family. Produced
primarily during the 1990s and early 2000s, the B16A2 powered
performance-oriented Civic models such as the European-spec Civic VTi
(EG6, EK4) and various international-market Civic SiR variants.
Renowned for its exceptional high-revving
characteristics, advanced DOHC VTEC system, precision machining, and
impressive specific output for its displacement, the B16A2 gained
legendary status among enthusiasts, tuners, and motorsport competitors.
The B16A2 is a naturally aspirated, 1.6-liter, inline-four,
dual-overhead-cam, 16-valve engine featuring Honda’s VTEC variable valve
timing and lift control technology. It delivers strong performance at
high rpm, excellent throttle response, and outstanding durability.
Its aluminum DOHC head and robust cast-iron
block form a combination capable of sustaining prolonged operation near
its 8,200 rpm redline. Even decades after production, the B16A2 remains
a favorite for performance builds, engine swaps, and track applications
due to its reliability, compact size, and remarkable
power-to-displacement ratio.
The Honda B16A2 is a four-cylinder, inline, four-stroke gasoline engine.
Total displacement is 1,595 cc (97.3 cubic inches). Bore is 81.0 mm
(3.19 inches) and stroke is 77.4 mm (3.05 inches), forming an oversquare
configuration ideal for rapid piston acceleration and high-rpm
stability. The compression ratio is typically 10.2:1.
The B16A2 produces approximately 160–170 horsepower (118–127 kW) at
around 7,600–8,000 rpm depending on market and ECU calibration. Peak
torque is approximately 111–113 lb-ft (150–153 Nm) at around 6,700 rpm.
Idle speed is generally 750 ± 50 rpm, and redline is typically
8,000–8,200 rpm with fuel cut near 8,400 rpm.
The firing order is 1-3-4-2. The crankshaft is a forged steel unit
supported by five main bearings. Connecting rods are forged steel and
balanced for high-rpm operation. Pistons are lightweight aluminum alloy
with molybdenum-coated skirts to reduce friction and improve thermal
stability. The piston ring pack utilizes two compression rings and one
oil-control ring optimized for sealing at high engine speeds.
The cylinder head is an aluminum, crossflow DOHC design with four valves
per cylinder (16 valves total). Intake valves measure approximately 33
mm (1.30 in) and exhaust valves approximately 28 mm (1.10 in). The B16A2
uses shim-over-bucket mechanical lifters that allow precise valve
control at high rpm.
The combustion chambers are pent-roof designs providing excellent flame
propagation and efficient burn characteristics. The intake and exhaust
ports are engineered for high velocity and flow efficiency to complement
the aggressive high-lift VTEC cam profiles.
VTEC engages at approximately 5,500–5,800 rpm depending on ECU
calibration, switching the engine to a more aggressive cam profile
optimized for high-rpm breathing.
The B16A2 employs Honda’s PGM-FI multi-point electronic fuel injection
system. An electric in-tank pump delivers fuel through a high-pressure
line to the fuel rail. Four solenoid-type injectors supply fuel directly
into each intake port.
Fuel pressure is regulated at approximately 43–47 psi (300–325 kPa) by a
vacuum-referenced regulator. Excess fuel returns to the tank through a
dedicated return line.
Sensors used by the ECU include:
- MAP (manifold absolute pressure) sensor
- TPS (throttle position sensor)
- IAT (intake air temperature) sensor
- ECT (engine coolant temperature) sensor
- O2 oxygen sensor
- atmospheric pressure sensor
- crank and cam position sensors located in the distributor
Premium unleaded gasoline with an octane rating of at least 95 RON (91
AKI) is recommended.
Full-pressure wet-sump system.
Oil capacity: approx. 4.0 liters (4.2 US quarts)
Recommended: SAE 5W-30 or 10W-30
Oil pressure: 50–70 psi at high rpm.
Liquid cooling with belt-driven water pump.
Thermostat opens at 82°C (180°F), fully open at 95°C (203°F).
Coolant capacity: 5.5–6.0 liters (5.8–6.3 US quarts).
| Intake and Exhaust Systems |
High-flow aluminum intake manifold.
58–60 mm throttle body.
Cast or tubular exhaust manifold depending on model.
| Ignition and Electrical System |
The B16A2 uses a distributor-based ignition
system containing:
- ignition coil
- igniter module
- crank/cam signal pickups
Spark timing is ECU-managed. Spark plugs: NGK BKR6E-11 with a gap of
1.0–1.1 mm.
Electrical system include:
12-volt system.
Alternator: 70–80 A
Starter: reduction-gear type.
| VALVE TIMING AND DRIVE MECHANISM |
Reinforced rubber timing belt.
Replacement interval: 90,000–100,000 km.
VTEC actuates high-lift cam lobes via oil pressure.
Length: 620 mm (24.4 in)
Width: 570 mm (22.4 in)
Height: 660 mm (26.0 in)
Weight: 135–145 kg (298–320 lb)
Oil: 5,000–7,500 km
Air filter: 20,000–30,000 km
Fuel filter: 40,000 km
Valve clearance: 40,000–50,000 km
Coolant: 40,000 km or 2 years
Timing belt: 90,000–100,000 km
Compression: 210–240 psi optimal.
Cylinder head bolts: 29 Nm - 59 Nm - +90° - +90°
Main caps: 65–70 Nm
Rod bolts: 40–45 Nm
Cam caps: 10 Nm
Crank pulley: 180–190 Nm
Flywheel: 85–95 Nm
Spark plugs: 18 Nm
Drain plug: 35–40 Nm
1992–1995 Honda Civic SiR II (EG6/Eg9)
1996–2000 Honda Civic VTi (EK4)
Various international performance Civic models.
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