Honda B18C B18B 1.8 engine

Honda’s B18 series engines are legendary powertrains popular for their reliability, performance and tuning capabilities. There are two main types in this series: the B18B, focused on stable power without VTEC, and the B18C, equipped with VTEC and with a higher compression ratio, which increases power. The B18 motors were installed in Honda models such as the Civic, Integra, Orthia and others. Below are the technical characteristics of each of the modifications.

Technical characteristics of the engine Honda B18B 1.8

Modifications: B18B1, B18B2, B18B3, B18B4

The engine weight according to the catalog is 125 kg.

Application of the engine

The B18B engine was installed on the following models:

• Honda Civic 5 (EG) – 1992-1995
• Honda Civic 6 (EJ) – 1995-2000.
• Honda Domani 1 (MA) – 1992-1996.
• Honda Integra 3 (DB) – 1993-2001.
• Honda Orthia 1 (EL) – 1996-1999

Honda B18C 1.8 liter engine specifications

Common Modifications: B18C, B18C1, B18C2, B18C3, B18C4

Engine weight according to the catalog is 120 kg.

Modifications Type R: B18C, B18C5, B18C6, B18C7

Application of Honda B18C engine

The B18C engine was installed in the following models:

• Honda Civic 6 (EJ) – 1995-2000
• Honda Integra 3 (DB) – 1993-2001

Design and repair of Honda B18C B18B engine

The legendary Honda B18 engines were released in 1990, they belonged to the no less legendary B series, within which the following engines were also produced: B16, B17 and B20. The B18 cylinder block is made of aluminum and has a height of 212 mm and cylinder diameter of 81 mm. Inside this block placed a crankshaft with a piston stroke of 89 mm and with a connecting rod length of 137 mm. The compression height of the pistons on the B18 is 30.1 mm. All together this gives a displacement of 1.83 liters.

The block is covered with a 16-valve DOHC head without VTEC for B18B and with VTEC for B18C. Description of all versions of engines you will find just below.

In 1994, the B18C engine was introduced, which was characterized by a crankshaft with a stroke of 87.2 mm, light connecting rods 138 mm, new pistons, oil injectors, head with VTEC, modified intake and exhaust. Detailed differences are written below.

Timing belt drive. Replacement of the timing belt of B18C and B18B is required every 100000 km. If it breaks, the valves bend more often than not.

Adjustment of valves on B18B is necessary after every 40 thousand kilometers. Valve clearances on a cold engine: intake 0.08-0.12 mm, exhaust 0.16-0.20 mm. Valve clearances on B18C: intake 0.15-0.19 mm, exhaust 0.17-0.21 mm.

Production of the B18B and B18C continued until 2001, then they were replaced by the K20.

Honda B18 engine modifications

1. B18A1 is the regular version without VTEC for the North American market. Compression ratio 9.2, power 132 hp at 6000 rpm, torque 164 Nm at 5000 rpm. It was installed on Acura Integra. For Japan, the B18A1 engine developed 142 hp at 6500 rpm, 178 Nm of torque at 6100 rpm. The JDM version is found on the Honda Integra.
2. B18B1 – improved B18A1, where they replaced the air filter, changed the angle of the fuel injectors and re-flashed the control unit. Power output is 142 hp at 6300 rpm and torque is 172 Nm at 5200 rpm. The motor was used on Integra, Domani, Orthia
3. B18B2 – B18B1 for Australia.
4. B18B3 – Civic motor for South Africa and the Middle East. Power 130 hp at 6000 rpm, torque 167 Nm at 5000 rpm.
5. B18B4 – Civic engine for South Africa and the Middle East. Power 140 hp at 6200 rpm, torque 171 Nm at 4900 rpm.
6. B18C is a sporty motor that has little in common with the B18B. It is equipped with VTEC system, two-stage intake manifold, the angle of the injectors was changed, camshafts with effective phase 230/227, lift 10.6/9.4 mm were used. In the block of this motor was installed a crankshaft with a stroke of 87.2 mm, light connecting rods 137.9 mm, lightweight pistons under compression ratio 10.6 and oil injectors. This motor is an analog of B18C1, but with a higher compression ratio. Power of B18C is 180 hp at 7200 rpm, torque is 171 Nm at 6200 rpm, and the cutoff is at 8000 rpm. It was installed on the Japanese Honda Integra SiR.
7. B18C Type-R is a modified B18C and analog of B18C5 with a compression ratio of 11.1. Power output is 200 hp at 8000 rpm, torque is 186 Nm at 7200 rpm. The B18C 98 Spec R used a 4-1 exhaust manifold. This engine was used on Honda Integra Type R.
8. B18C1 is the motor for the North American Integra GS-R. It is analog of Japanese B18C, but the compression ratio is reduced to 10. VTEC switching occurs at 4400 rpm, intake manifold switching occurs at 5800 rpm. Power of the Acura Integra GS-R motor is 170 hp at 6300 rpm, torque 145 Nm at 4800 rpm.
9. B18C2 is the analog of B18C1 for Australia and New Zealand. It is found on Integra VTi-R.
10. B18C3 – B18C1 analog for Asia. The engine was installed on Integra.
11. B18C4 – European analog of B18C1. The engine was installed on Honda Civic and Prelude.
12. B18C5 – modified B18C1 for American Integra Type R. This motor has new pistons for compression ratio of 10.6 with deeper counterbores, lightweight connecting rods, new camshafts (effective phase 240/235, lift 11.5/10.5 mm), VTEC shift is shifted to 5700 rpm, porting of intake and exhaust channels was made, intake valves were lightened due to a slightly thinner stem and lightweight head. Also, double valve springs were used, a larger 62mm throttle plate (60mm on the B18C1), different plugs, a new intake manifold and a straighter exhaust system on a 57mm pipe. As a result, power has risen to 195 hp at 8000 rpm and torque is now 176 at 7500 rpm. The cutoff has been moved to 8400 rpm.
13. B18C6 is the European equivalent of the B18C Type R, which was used in the Honda Integra Type R.
14. B18C7 is the Australian equivalent of the B18C Type R, found on the Honda Integra Type R.

Honda B18C/B18B engine problems and shortcomings

Exactly as in the younger 1.6-liter brother B16A/B16B, there are no design flaws and shortcomings here, this engine was one of the best Honda motors, had high reliability, while having a lot of power. But time takes its toll, and all these motors have long been worn out, the resource has been rolled out, which means problems can be expected on either side. Do what depends on you, pour good oil, good gasoline and be serviced on time, then your B18 will still drive.

Disadvantages, breakdowns and problems of the B18B

• On the general background only the thermostat and water pump have a limited service life
• After 200,000 kilometers of mileage, the risk of sudden breakdown of the cylinder-head gasket increases
• The timing belt is designed for 90,000 km, and if it breaks, it can bend the valves
• Every 40,000 km requires valve adjustment, as there are no hydrocompensators

Disadvantages, faults and problems of the B18C

• Before 100,000 km, only the thermostat and water pump can fail in the engine
• The timing belt must be replaced at 90,000 km, otherwise it will bend the valves if broken
• Forums describe many cases of cylinder-head gasket puncturing at high mileage
• Valves require adjustment every 40,000 km, as there are no hydrocompensators

Honda B18 engine tuning

B18C turbo

You can put a turbo on a stock engine and get extra power. For example, you need a TD05 turbo with a manifold and intercooler, you need an oil drain and oil supply to the turbo, you need a westgate, blowoff, piping, Walbro 255 pump, AEM fuel rail and fuel regulator, 550cc injectors, Skunk2 manifold, Type R camshafts with split gears, 63mm pipe exhaust, wideband lambda probe, Hondata brain. The stock bottom holds about 300 hp at the wheels, sometimes a little more, but it is better not to push to the limit and buy forging under compression ratio ~9. Besides forging you will need to buy H-beam connecting rods, strengthen the block, buy ACL liners, ARP connecting rod bolts and studs. You also need a complex refinement of the cylinder head, but it is too expensive and are engaged in such work units.

MOTOR RATING: 5