Broj modela distributora Fabrički ugrađivan u model vozila: TD01U Civic 88-91 (1.5L) TD02U & TD18U Civic 88-91 Si (1.6L) & CRX 88-91 Si (1.6L) TD22U Civic 88-91 JDM B16A (Japanese Spec.) TD41U Civic 92-95 (1.5L) TD42U Civic 92-95 Si (1.6L) TD43U Civic ZC Engine (2nd GeTD80U Civic 96-98 (1.6L Non-VTEC) TD63U & TD73U Civic 99-00 Si DOHC VTEC (1.6L) TD31U & TD34U Accord 90-91 TD52U Accord 92-93 TD58U Accord 94-95 (2.2L) TD76U Accord 96-97 (2.2L) TD89U Accord & Prelude Type S DOHC VTEC H22A TD77U Prelude 97-02 VTEC TD59U Prelude 92-96 non-VTEC (2.2L) TD60U Prelude 92-96 JDM VTEC (2.2L Internal Coil) TD61U Prelude 92-96 VTEC (2.2L) & 92-96 non-VTEC (2.3L External Coil) TD97U CRV 99 & up (2.0L) Distributor Model Number Stock equpiment in: TD03U Integra 88-89 (1st Gen. ZC) (1.6L) TD23U & TD24U Integra 90-91 (1.8L) TD44U & TD68U Integra GSR / 92-95 JDM B16A TD55U Integra 92-93 (1.8L) TD81U & TD84U Integra GSR 96-02 & JDM B18C TD86U & TD87U Type R 96-02 & Civic SiR 99-02 TD85U Integra 96-98 (1.8L & CRV 96-98 (2.0L)
🙂 N-fazni VTec
Christian von Koenigsegg je poznat po konstrukciji svjetskih super-automobila, ali je takođe veliko ime i u inovacijima pogonskih sklopova.
Osim što je osmislio hibridni pogonski sistem razvijen za Koenigsegg Regera-u koji omogućuje da radi bez mjenjača, on je također godinama radio na nečemu s potencijalom da bude mnogo više revolucionarno – motor bez bregaste osovine.
Izum nazvan „Freevalve“ to čini bez bregaste osovine i umjesto toga se oslanja na elektronski kontrolisane pneumatske aktuatore i opruge za pojedinačno otvaranje i zatvaranje svakog ventila.
Teoretski, to bi znatno povećalo snagu, okretni moment, i potrošnju goriva, što zvuči kao prilično dobar posao. Ali, koliko će biti potrebno da se izum bude spreman za proizvodnju,ostaje da se vidi.
Amk Racing Team
Pictures of the Old Civic Type R. This was a 1.6 VTEC and used the B16B Honda engine producing 185ps @ 8300rpm. Not ever offically imported into either Europe or USA, some JDM models are seen in the UK (occasionally). Check out the Best Motoring video, battles @ 10,000rpm
This is a copy (changed to reformat the code and make easier to use) of the page from http://www.geocities.com/nofearirc/ek9.html
- General stats
- Performance figures
- B16A – B16B differences (highlights)
- B16A – B16B tech differences
- Honda Gearbox Ratios
- B Series Engine Specs
- Cam Specs (B – Series)
- Piston CR’s
- Header results
General stats for EK9 Honda Civic Type-R
Performance figures for JDM Honda Civic Type-R
Have you ever wondered how fast the Honda Civic Type-R is in a straightline ? In the May 1998 issue of UK’s Performance Car, a true JDM Honda Civic Type-R was tested in a special hot-hatches feature. The figures attained will send shivers down any of our competitor’s spines.
A listing of some of the critical standing acceleration numbers are as follow:
Top speed was not tested as all JDM Hondas are speed limited to around 180-190kph.
The Civic Type-R bested the UK version of the Honda Integra Type-R which has a derated 190hp engine (and similar quad headlights front facial of the US version). The UK’s Integra Type-R obtained values of around 6.2seconds for the 0-60mph dash but a faster 17.1 seconds for the 0-100mph dash. However, the Integra Type-R was not fully run-in at the time of its test.
Highlights of B16B 98 Spec R compared to B16A
In order to increase the power output by 15 hp, and the max RPM by 200RPM, the engine goes through many upgrades. It should be noted that the B18C spec.R’s cylinder block is used for its endurance.
The translations for the numbered labels in the diagram are:
- Cylinder Head – Complete port & polish
- Exhaust Valve Spring – High-lift, dual-layered spring
- Sparkplug – High-heat-type #7 platinum plug
- Pistons – High-compression, low-friction, custom pistons
- Connecting Rod – High-output, high-durability, lightened, custom conrod
- Engine Stiffener – Aluminum die-cast, high-durability, one-piece type
- Crankshaft – Full-balancer, 8-weight, high-output, custom crankshaft
- Inlet Valves – Lightened inlet valves
- Inlet Valve Springs – High-lift, flat-surfaced, dual-layered spring
- Camshaft – Wide-angled, high-lift, high-durability camshaft
- Intake Manifold – High-RPM type.
Engine specifications between B16A and B16B:
The camshaft profiles (wild cam) change from B16A 160ps to 170ps and finally to B16B are:
The cut-outs on the piston top to accomodate for valve lift are basically the same between all three piston. This couldmeant that B16B camshafts can be installed into both 160ps and 170ps B16A without the need to change to B16B pistons.
On B16B, the inlet ports are manually ported to increase air-flow. The exhaust ports are identical to B16A.
B16B intake valve seats are at a different angle to B16A, 45 degrees vs 60 degrees. The intake valves are also different, being lighter and having a thinner valve stem.
On the left are the power curves for B16A 170ps versus B16B. Note the big gain in power after 6000rpm, the VTEC switch-over point between mild and wild cam profiles. The gain at extreme high rpms is readily apparent on the curves.
Various individual specifications for B16B can teach us about the feasibility of various modifications to B16A. For eg, the throttle bore diameter for B16B is identical to B16A at 60mm. This means that enlarged throttle bodies for B16A might not be an optimal mod or that a compromise in power delivery might result, eg loss of low-end power in return for gain in high-end power. Note that B16B has identical low and mid range power as B16A.
As with B18C Spec R, the wonder of B16B is the assurance of a 15 to 25ps gain in power on a B16A provided the tuning done by Honda can be completely replicated. Nevertheless even if only a portion can be duplicated, combining with properly designed aftermarket exhaust, headers, and intake could still potentially realize this 15ps gain. B16B engine parts are available from Honda and with care, most of them can be used on B16A for good power gains.
Honda Gearbox Ratios
The table below details the gearbox ratios that can be found in all of the different JDM (Japan Domestic Market) B series transmissions. It also details whether or not the transmission is available with an LSD (limited slip differential).
You can use any B-series transmission (cable or hydraulic) with any B-series block as long as you make sure that you use the correct clutch, flywheel, and intermediate shaft.
B Series Engine Specs
Cam Specs (B – Series)
Obtaining ECU Error Codes
To determine if your ECU has an error code:
- Locate the ECU under the carpet in the passenger foot well.
- Find the red LED in the center of the ECU.
- Turn the ignition to ON. The red LED should flash once when this happens to indicate that the ECU has power.
- If there are no further flashes then there are no error codes.
- If there are further flashes then there are one or more error codes.
Honda ECU error codes
1 Oxygen Sensor “A” (Primary) defective circuit or unplugged / defective sensor
2 Oxygen Sensor “B” defective circuit or unplugged / defective sensor
3 MAP Sensor (Manifold Absolute Pressure) defective circuit or unplugged / defective sensor
4 CKP Sensor (Crankshaft Position Sensor) defective circuit or unplugged / defective sensor
5 MAP Sensor (Manifold Absolute Pressure) mechanical problem / disconnected piping
6 ECT Sensor (Engine Coolant Temperature) defective circuit or unplugged / defective sensor
7 TP Sensor (Throttle Position) defective circuit or unplugged / defective sensor
8 TDC Sensor (Top Dead Center) defective circuit or unplugged / defective sensor
9 CYP Sensor (Cylinder) defective circuit or unplugged / defective sensor
10 IAT Sensor (Intake Air Temperature) defective circuit or unplugged / defective sensor
12 EGR Lift Sensor (Exhaust Gas Recirculation) defective circuit or unplugged / defective sensor
13 BARO Sensor (Atmospheric Pressure) defective circuit or unplugged / defective sensor
14 IAC Valve (Idle Air Control) defective circuit or unplugged / defective sensor
15 Ignition Output Signal missing or defective ignition output signal
16 Fuel Injector System defective circuit or unplugged / defective fuel injector
17 VSS (Vehicle Speed Sensor) defective circuit or unplugged / defective sensor
19 Automatic Transmission Lock Up Control Solenoid Valve defective circuit or unplugged / defective solenoid valve
20 Electrical Load Detector defective circuit or unplugged / defective sensor
21 VTEC Solenoid Valve defective circuit or unplugged / defective solenoid valve
22 VTEC Oil Pressure Switch defective circuit or unplugged / defective oil pressure switch
23 KS (Knock Sensor) defective circuit or unplugged / defective sensor
30 Automatic Transmission Signal: “A” / SEAF / SEFA / TMA or TMB defective circuit or unplugged / defective sensor
31 Automatic Transmission Signal “B” defective circuit or unplugged / defective sensor
41 Primary Oxygen Sensor – Heater circuit malfunction
43 Fuel Supply System defective or malfunctioning fuel supply system
45 System Too Lean or Too Rich malfunction in the fuel monitoring systems
48 LAF Sensor (Lean Air Fuel) defective circuit or unplugged / defective sensor
54 CKF Sensor (Crankshaft Speed Fluctuation) defective circuit or unplugged / defective sensor
58 TDC Sensor 2 (Top Dead Center) defective circuit or unplugged / defective sensor
61 Oxygen Sensor, Heated – Sensor 1 (Primary) high voltage, low voltage, or slow response
63 Oxygen Sensor, Heated – Sensor 2 (Secondary) high voltage, low voltage, or slow response
65 Oxygen Sensor Heater (Secondary) malfunctioning or defective oxygen sensor heater
67 Catalyst system Efficiency Below Threshold malfunctioning or defective catalyst system
70 Automatic Transmission malfunction with the automatic transmission controls
71 Cylinder 1 Misfire or a Random Misfire a condition is present that is creating a cylinder misfire
72 Cylinder 2 Misfire or a Random Misfire a condition is present that is creating a cylinder misfire
73 Cylinder 3 Misfire or a Random Misfire a condition is present that is creating a cylinder misfire
74 Cylinder 4 Misfire or a Random Misfire a condition is present that is creating a cylinder misfire
75 Cylinder 5 Misfire or a Random Misfire a condition is present that is creating a cylinder misfire
76 Cylinder 6 Misfire or a Random Misfire a condition is present that is creating a cylinder misfire
80 Exhaust Gas Recirculation insufficient flow detected
86 ECT Sensor (Engine Coolant Temperature) circuit range / performance problem
90 Evaporative Emission Control System leak detected in the fuel tank area
91 Fuel Tank Pressure Sensor low input
92 Evaporative Emission Control System insufficient purge flow
Honda B DOHC Piston Measurements
Kako prepoznati prvu od druge generacije B16A motora ?
Legendarna B16A masina je prva masina koja je koristila VTEC mehanizam. Pojavila se u JDM DA6/DA8 Hondi Integri RSi/XSi sredinom 1989 g., i u svojoj prvoj varijanti (prva generacija) B16A je generisao 160 ps na 7600 rpm sa maksimalnim obrtnim momentom od 15.5kgm na 7000rpm. Crvena zona do koje se masina bezbijedno vrti je 8000rpm. Kasnije je ova masina migrirala u EF9 Civic i EF8 CRX SiR.
1991 godine, JDM DA6/DA8 Integra RSi/XSi ponovo je prva dobila drugu revidiranu verziju B16A masine. Kompresija je povecana na 10.4 CR malo drugacijim klipovima i agresivnijim bregastim osovinama, druga generacija motora je izbacila 170 ps na 7800 rpm sa max obrtnim momentom od 16.0kgm na 7300 rmp i Red line-om od 8200 rpm. Isto kao i prethodna masina malo kasnije B16A je migrirala u EG6/EG9 Civic i EG2 CRX Del Sol SiR. Ova masine ce ostati u upotrebi i na EK4 Civic Sir na Japanskom i Azijskom tržištu.
Cesto pitanje viđeno na TOVA je kako identifikovati i razlikovati ove dvije izvedbe. Definitivan nacin je da se pogleda unutrašnjost mašine, medjutim jednostavni nacin identifikacije je izgled poklopca glave motora, tacnije na velicinu slova DOHC i VTEC.
U verziji od 160ps, DOHC slova su veca od VTEC slova, dok je obrnuto kod B16A druge generacije koji ima 170ps. Druge indikacije su PGM-FI ploca na usisnoj grani. Prva generacija B16A masine ima ovu plocicu, dok druga generacija nema.
Bez obzira na pomenute razlike TOVA napominje da je ovo brzi i uopsteni vodic za prepoznavanje razlicitih masina, ali ne nuzno i tacan. Prijavljeno je nekoliko slucajeva motornih prostora (half cuts) koji su imali B16A sa poklopcem glave motora od 170ps B16A verzije motora ali ubecenih u EF8 CRX sasiju (sto nije moguce). Takodje, moguce je u DA6/DA8 Integrama pronaci masine sa 170ps ali sa starijim poklopcem glave motora.
Preuzeto sa: asia.vtec.net: