Tokyo Speed

The B-series Honda DOHC engines are popular automotive engines from the modern series of Honda engines. They are good performers from the factory having models with around 126hp to around 200hp and even some models having a redline over 8,900 rpm. They accept high performance modifications well without much risk to reliability. The engine has been made in 1.6, 1.7, 1.8, and 2.0 liter variants, with and without VTEC (variable valve timing and electronic lift control). Later models have some minor upgrades, for instance modifications to the intake valves and ports and piston tops, and moving the dipstick away from the exhaust manifold.

Your swap will included

• Motor
• Transmission
• Engine Wiring Harness
• All required Cables
• LSD ($200 extra)
• ECU
• Distributor
• Complete Intake Manifold
• Alternator
• Axels ($100 extra)
• New Axels ($150 extra)
• A/C
• Power Steering Pump
• All Brackets and Sensors
• Shiftlinkage ($75 extra)

The Honda motor which came stock on all 92-95 EG6's in Japan. Often a J-spec/JDM motor, this engine is largely affiliated with American Honda Civic swaps. The SiR II B16A differs in the extreme from the B16A SiR which came on all 88-91 EF8, EF9 CR-X SiR. The B16A2 came stock in JDM SiR II EG9 Del Sols, EG2 and EG6 CR-X's or 3 and 4 Door Civics. The B16A SiR II is also a direct swap into USDM 92-95 EJ1 (EX Coupes), EH6 (Del Sol Si), EH3 (Hatchback Civic Si), and EH9 (EX 4 Door) Civics, it can be swapped into a DX, LX coupe and DX, VX, and CX Hatchback as well, yet requires a VTEC switch. The reason why most Honda enthusiasts are after this engine is because of it's universal characteristics as well as it's practicality. Increase your performance with minor weight gain (The B16A Sir II is only 10lbs heavier than a stock USDM SOHC VTEC D series or D16Z6) and still be able to rely on getting excellent gas mileage and Honda dependability. The A1 and A2 mean: A1 - First Generation (88-91)....A2 or SiR II - Second Generation (92-95 and 96-00). The B16A1 is a weaker version of the B16A2, 10hp less and less ft lbs of torque.

Your swap will included

• Motor
• Transmission
• Engine Wiring Harness
• All Required Cables
• LSD ($200 extra)
• ECU
• Distributor
• Complete Intake Manifold
• Alternator
• Axels ($100 extra)
• New Axels ($150 extra)
• A/C
• Power Steering Pump
• All Brackets and Sensors
• Shift Linkage ($75 extra)

Hand-ported B16B engine, front limited-slip differential, close ratio gearbox etc. The EK9 B16B engine boasted one of the highest power output per litre of all time for a NA engine at 185ps from a 1.6L sump, which is greater than that of a Ferrari 360 Modena. With a strategically seam welded monocoque chassis, this 3 door hatch gave many competitors with larger price tags, bigger engines and/or more gadgetry a good run for their money. However, this generation of the Civic Type R was not marketed by Honda outside of Japan.

Your swap will included

• Motor
• Transmission
• Engine Wiring Harness
• All required Cables
• ECU
• Distributor
• Complete Intake Manifold
• Alternator
• Axels 
• A/C
• Power Steering Pump
• All Brackets and Sensors
• Shift Linkage

The B-series Honda DOHC engines are popular automotive engines from the modern series of Honda engines. This good performer from the factory have around 126hp to around 200hp and even some models having a redline over 8,900 rpm. They accept high performance modifications well without much risk to reliability. The engine has been made in 1.6, 1.7, 1.8, and 2.0 liter variants, with and without VTEC (variable valve timing and electronic lift control). Later models have some minor upgrades, for instance modifications to the intake valves and ports and piston tops, and moving the dipstick away from the exhaust manifold.

Your swap will included

• Motor
• Transmission
• Engine Wiring Harness
• All Required Cables
• LSD ($200 extra)
• ECU
• Distributor
• Complete Intake Manifold
• Alternator
• Axels ($100 extra)
• A/C
• Power Steering Pump
• All Brackets and Sensors
• Shift Linkage ($75 extra)

The DC2 Type R came standard with a 200 hp (figure may vary in different countries) 1.8 L DOHC VTEC engine, known as the JDM B18C or B18C-R. Equipped with a close ratio 5-speed manual transmission and a limited-slip differential, the DC2 Integra Type R had significantly improved performance relative to the non-Type R engines. 97 spec comes with 4.4 final drive and 98spec comes with 4.7 final drive for more aggressive acceleration.

Your swap will included

• Motor
• Transmission
• Engine Wiring Harness
• All Required Cables
• ECU
• Distributor
• Complete Intake Manifold
• Alternator
• A/C
• Power Steering Pump
• All Brackets and Sensors
• Shift Linkage

This engine was used in the 1998-2002 Honda Accord SiR and SiR-T (manual) in non-US countries. It uses a DOHC VTEC cylinder head similar to the H22A found in the Prelude but was designed to comply with many countries' sub-2.0 liter tax. The automatic transmission versions received the lower hp version, as it was tuned for more mid-range torque than its manual transmission counterpart.

Your swap will included

• Motor
• Automatic Transmission
• Engine Wiring Harness
• All Required Cables
• ECU
• Distributor
• Complete Intake Manifold
• Alternator
• A/C
• Power Steering Pump
• All Brackets and Sensors

The H22A debuted in 1993 for use in the Honda Prelude VTEC as the H22A1. Versions of the H22A would be the Prelude's signature high-performance engine worldwide until the end of Prelude production in 2001. It was also used in the 1994–1997 Honda Accord SiR and 1998–2002 Honda Accord Euro-R in Japan (however different cams and lightweight crank were used in the Euro R H22A). The H22A in the Prelude Type-S and CL1 Euro-R came with the trademark red crackle finish valve cover.

Your swap will included

• Motor
• Transmission
• Engine Wiring Harness
• All Required Cables
• LSD ($200 extra)
• ECU
• Distributor
• Complete Intake Manifold
• Alternator
• Axels ($100 extra)
• New Axels ($150 extra)
• A/C
• Power Steering Pump
• All Brackets and Sensors
• Shift Linkage ($75 extra)

This is the 2.3L DOHDC Vtec engine from the Accord Euro R wagon. This only comes in Auotmatic and is compatible with all the H series transmission

Your swap will included

• Motor
• Automatic Transmission
• Engine Wiring Harness
• All Required Cables
• ECU
• Distributor
• Complete Intake Manifold
• Alternator
• A/C
• Power Steering Pump
• All Brackets and Sensors

The Honda K series engine is a four-cylinder otto cycle engine. It is available in 2.0 L and 2.4 L naturally-aspirated variants, and a 2.3 L turbocharged model.

The K series engines are equipped with DOHC valvetrains with Honda's i-VTEC variable valve timing control. Cylinders have cast iron sleeves similar to the F-series engines, as opposed to the nikasil lined cylinders in the H-series.

The K-series uses a DOHC valvetrain, which utilizes roller rockers to reduce friction. The VTEC system on engines like the K20A3 only operate on the intake cam, and at low RPM, only one intake valve is fully opened, the other opening just slightly so that the air swirls for better combustion. In engines like the K20A2 found in the RSX Type-S, The VTEC system always allows the motor to run as a 16 valve engine, and when VTEC engages, its on both the intake and exhaust rockers, and opens all 4 valves further at high RPM

The K-series motors all use DI, or distributorless ignition. It uses a coil on plug system, in which each spark plug has its own coil atop it. This allows the ECU to send the spark exactly when it wants it, and removes the need for spark plug wires.

Your swap will included

• Motor
• Transmission
• Engine Wiring Harness
• All Required Cables
• ECU
• Complete Intake Manifold
• Alternator
• A/C
• Power Steering Pump
• All Brackets and Sensors

Specifications

• Value train: DOHC 16 Valves, 1.8L
• Transmission: Hydraulic
• Year: 90-94
• Torque : N/A
• Displacement: N/A
• Compression Ratio: N/A
• HP/Torque: 210 HP@6500rpm

Specifications

• Value train: DOHC 24 Valves, 2L
• Transmission: Hydraulic
• Year: 90-94
• Torque : N/A
• Displacement: N/A
• Compression Ratio: N/A
• HP/Torque: 180 HP@6200rpm
• Redline: N/A

Specifications

• Value train: DOHC 24 Valves, 2.5L
• Transmission: Hydraulic
• Year: 90-95
• Torque : N/A
• Displacement: N/A
• Compression Ratio: N/A
• HP/Torque: 210 HP@6500rpm
• Redline: N/A

Specifications

• Value train: DOHC 24 Valves, 1.8L
• Transmission: Hydraulic
• Year: 90-94
• Torque : N/A
• Displacement: N/A
• Compression Ratio: N/A
• HP/Torque: N/A
• Redline: N/A

The 13B-DEI was turbocharged in 1987. It features the newer four-injector fuel injection of the 6PI engine, but lacks that engine's eponymous variable intake system. The twin-scroll turbocharger is fed with a two-stage valve to reduce turbo lag. Output is way up at 185 hp (138 kW) at 6500 rpm and 183 ft·lbf (248 N·m) at 3500 rpm.

Applications:

• 1986–1991 Mazda HC Luce Turbo-II, 185 hp (138 kW)
• 1987–1988 Mazda FC RX-7 Turbo-II, 185 hp (138 kW)
• 1989–1991 Mazda FC RX-7 Turbo-II, 200 hp (147 kW)

A twin-turbocharged version of the 13B, the 13B-REW, became famous for its high output and low weight. The twin Hitachi HT-12 turbos were operated sequentially, with the primary providing boost until 4,500 RPM, and the secondary coming online afterwards. Output eventually reached, and may have exceeded, Japan's "maximum" of 280 hp (208 kW) for the final revision used in the series 8 Mazda RX-7.

Applications:

• 1992–1995 Mazda RX-7, 255 hp (190 kW)
• 1996–1998 Mazda RX-7, 265 hp (197 kW)
• 1999–2002 Mazda RX-7, 280 hp (208 kW)

In Le Mans racing, the first three-rotor engine used in the 757 was named the 13G.

The main difference between the 13G and 20B is that the 13G uses a factory peripheral intake port(used for racing) and the 20B uses side intake ports.

It was renamed 20B after Mazda's naming convention for the 767 in November of 1987.

The three-rotor 20B-REW was only used in the 1990-1995 Eunos Cosmo. It was the world's first volume production twin-turbo setup featured in both 13B-REW & 20B-REW form. It displaced 1962 cc (three 654 cc rotors) and used 0.7 bar (around 10psi)of turbo pressure to produce 300 hp (224 kW) and 300 ft.lbf (402 Nm). It was at the time the highest torque output engine of any Japanese vehicle manufacturer.