por cpl em 21/05/12, atualizado em 08/05/11

B16 - diferenças B16A vs B16B

(B16 - B16A vs B16B hightlights)

Hightlights of B16B vs B16A, Engine specifications and informations


The translations for the numbered labels in the diagram are:

1. Cylinder Head - Complete port & polish
2. Exhaust Valve Spring - High-lift, dual-layered spring
3. Sparkplug - High-heat-type #7 platinum plug
4. Pistons - High-compression, low-friction, custom pistons
5. Connecting Rod - High-output, high-durability, lightened, custom conrod
6. Engine Stiffener - Aluminum die-cast, high-durability, one-piece type
7. Crankshaft - Full-balancer, 8-weight, high-output, custom crankshaft
8. Inlet Valves - Lightened inlet valves
9. Inlet Valve Springs - High-lift, flat-surfaced, dual-layered spring
10. Camshaft - Wide-angled, high-lift, high-durability camshaft
11. Intake Manifold - High-RPM type


Engine specifications between B16A vs B16B

Engine B16A vs B16B 98 Spec.R
Maximum Output: 170ps/7800rpm vs 185ps/8200rpm
Maximum Torque: 16.0kg-m/7300rpm vs 16.3kg-m/7500rpm
Bore x Stroke: 81.0x77.4mm <- same Displacement 1595cc <- same
Compression: 10.4 vs 10.8
Maximum RPM: 8000rpm vs 8400rpm
Valve Timing at 1mm lift IN Open/Close BTDC15/ABDC45 BTDC18/ABDC45 EX vs Open/Close BBDC40/ATDC7 BBDC45/ATDC10
Valve Lift IN 10.7mm, EX 9.4mm vs IN 11.5mm, EX 10.5mm
Inlet Valve Diamter 33mm x 2mm
<- same Spark Plug Type Heat Rate
#6 Heat Rate #7 platinum Throttle Bore Diameter 60mm
<- same Intake Manifold Single pipe sideflow
<- same Air Intake Diameter 65mm
<- same Exhaust Manifold 4-to-2
<- same Exhaust Pipe Diameter 48.6-50.8mm 57.2mm
Silencer Flow Capacity: 98liter/sec vs 115liter/sec

The camshaft profiles (wild cam) change from B16A 160ps to 170ps


Cam Profile B16A 160ps vs 170ps B16B 98R
Max Lift (IN/EX) 10.4/9.4 10.7/9.4 11.5/10.5
Open Timing (IN/EX) BTDC 10/BBDC 40 BTDC 15/BBDC 40 BTDC 18/BBDC 45 Close Timing (IN/EX) ABDC 40/ATDC 5 ABDC 45/ATDC 7 BTDC 45/ATDC 10

Different pistons are responsible for the compression ratio increases between 160ps & 170ps B16A and the 10.8 ratio for B16B.
Readily apparent is the relatively modest change in piston top between B16A 160ps and B16B 170ps for the 10.2 to 10.4 change.
However, the radically different piston top for B16B is very clear from the picture. The increase in compression ratio between B16B from B16A is 0.4.
The cut-outs on the piston top to accomodate for valve lift are basically the same between all three piston.
This could meant 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.


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. dry.gif

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.

source: http://team99ers.2.forumer.com/index.php?showtopic=1475

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