Honda F engine

src: static.carthrottle.com

The Honda F-Series engine is considered the "big block" of the four inline SOHC Honda, although a lower DOHC production version of the F-series is built. It features a solid iron or aluminum open deck cast iron arm block and an aluminum/magnesium cylinder head.

Video Honda F engine

SOHC engine

F18A

• Bore ÃÆ'â € "Stroke: 85.0 ÃÆ'â €" 81.5 mm
• Moving: 1.849 cc
• Cylinder Configuration: Inline-4
• Valvetrain: SOHC, 16 valves
• 118 bhp to 1997
• 105PS @ 6,000 rpm, 14.6 kg @ 4,000 rpm (PGM-carburetor, Throttle body injection)
• Fuel consumption: 13.0 km/l

This machine is also used in Rover 618i, assembled in Swindon at Honda facility.

F18B2

This machine is used for Honda Accord 1.8 VTS/VTE in Japan. Also found in the Honda Accord Europe VTEC S.

F18B2 won the category 1.8Ã, L of the International Engine of the Year competition for 2000.

Specifications

• Bore ÃÆ'â € "Stroke: 85.0 ÃÆ'â €" 81.5 mm
• Moving: F18B2 1,849Ã, cc
• Cylinder configuration: Inline-4
• Valvetrain: SOHC, 16 valve, VTEC-E IAB system
• Compression rate: 9.3: 1
• Vtec active 2,500RPM 12 to 16 valves
• active IAB 4,000 RPM
• Maximum power:
• 136HP 6100RPM
• 168NM 5000RPM

F20A

This engine series is used in Accord, Ascot Innova and Prelude in Japan and Europe. DOHC F20A also comes from this machine (see below) .

Specifications

• Bore ÃÆ'— Stroke: 85,0 ÃÆ'— 88,0 mm
• Perpindahan: 1997Â cc
• Konfigurasi silinder: Inline-4
• Rasio kompresi: 9.5: 1
• Valvetrain: SOHC, 16 katup
• Kekuatan Maksimal:
  • F20A2 110Â hp (82Â kW) @ 5700Â rpm (karburatif)
  • F20A3 110Â hp (82Â kW) @ 5700Â rpm (karburatif)
  • F20A4 133Â hp (99Â kW) @ 6000Â rpm (PGM-FI)
  • F20A5 133Â hp (99Â kW) @ 5300Â rpm (PGM-FI)
  • F20A6 140Â hp (100Â kW) @ 6000Â rpm (karburatif)
  • F20A7 133Â hp (99Â kW) @ 5600Â rpm (PGM-FI)
  • F20A8 143Â hp (107Â kW) @ 5600Â rpm (PGM-FI)
• Max TorqueÂ:
  • F20A2 111Â lb? ft (150Â N? m) @ 3500Â rpm (karburatif)
  • F20A3 110Â lb? ft (150Â N? m) @ 3800Â rpm (karburator)
  • F20A4 132Â lb? ft (179Â N? m) @ 3700Â rpm (PGM-FI)
  • F20A5 132Â lb? ft (179Â N? m) @ 5000Â rpm (PGM-FI)
  • F20A6 111Â lb? ft (150Â N? m) @ 3500Â rpm (karburatif)
  • F20A7 130Â lb? ft (180Â N? m) @ 4400Â rpm (PGM-FI)
  • F20A8 138Â lb? ft (187Â N? m) @ 4800Â rpm (PGM-FI)
• Konsumsi bahan bakar F20A8 Perkotaan - 25 mpg Highway - 34 mpg
• Konsumsi bahan bakar (Jepang Combined Cycle) Â: 9,6 km/l (PGM-FI), 9,8 km/l (karburatif)

This machine also gave birth to many variants, according to the market, but the specifications remain very similar.

F20A5 is used in CB3 and CB4 Chassis.

The F20A7 is only used in USDM 1992-1993 Accord CoupÃÆ'Â © (CC1).

F20B3

Used in the Honda Accord Coupe (CD9) (1994-1997) and Honda Accord Aerodeck (CE2) (Wagon) (1994-1997) Produced for the Netherlands, Belgium, France, Germany, Switzerland and Luxembourg

All models that come with F20B3 have a 5 speed manual gearbox.

Specifications

• Bore ÃÆ'â € "Stroke: 85.0 ÃÆ'â €" 88.0 mm
• Displacement: 1997Ã, cc
• Valvetrain: SOHC, 16 valves
• Cylinder configuration: Inline-4
• Fuel Delivery: Multiport Fuel Injection
• Compression Rate: 9: 1
• Maximum Power:
  • 136Ã, hp (101Ã, kW) @ 5600Ã, rpm
• Max Torque:
  • 136Ã, lb? ft (184Ã, N? m) @ 4500Ã, rpm

F20Z1

This engine series is similar to the F20A above, used in the Honda Accord CC7 (1993-1996) and CE8 (1996-1998) in Europe. Also Rover 620i (1993-1999)

= Specifications

Dariusz naqurwiam sideways

• Bore ÃÆ'â € "Stroke: 85.0 ÃÆ'â € 88,0 mm
• Perpindahan: 1997Ã, cc
• Rasio Compresses: 9.5: 1
• Valvetrain: SOHC, 16 katup
• 131 HP @ 5400Ã, rpm

F20Z2

This machine is the low compression brother of F20Z1. This machine is used in the same model as F20Z1.

Specs

• Bore ÃÆ'â € "Stroke: 85.0 ÃÆ'â €" 88.0 mm
• Displacement: 1997Ã, cc
• Compression Rate: 9: 1
• Configuration Valves: SOHC, 16 valves
• 115 HP @ 5300Ã, rpm

F22A

This engine series is used in Honda Accord and Honda Prelude S. In addition to the difference in tuning, this machine is substantially similar.

Specs

• Bore ÃÆ'â € "Stroke: 85.0 ÃÆ'â €" 95.0 mm
• Moving: 2156Ã, cc
• Valve configuration: SOHC, 16 valve, non-VTEC
• Compression rate: 8.8: 1
• Maximum power:
  • F22A1: 125 hp (93.21 4 kW) @ 5200 rpm. (Accord DX, LX). Prelude S 1992-1996 also has F22A1 but due to different ECU, more aggressively tuned (P12) output power 135 hp (100 kW).
  • F22A2: 145 hp (108.1 kW) @ 5600 rpm. Prelude S and SI 1992-1996. 2.2 Lts. SOHC water-cooled Fuel-Injected sequential multi-port machine without catalytic converter (KT/KY). Compression Ratio 8.9: 1.
  • F22A3: European market engine 150Ã, hp (110 4Ã, kW), with more power due to less stringent emission standards.
  • F22A4: 130 hp (96.94 kW) @ 5200 rpm. (Accord EX) F22A4 is the same motor as the F22A1 but has a little more power because the header is designed tubular and slightly larger exhaust piping.
  • F22A6: 140 hp (104.40 kW) @ 5600 rpm. The F22A6 is the same as the F22A1 except for the slightly more aggressive camshaft, which better flows the channel disposal manifold, the more aggressively tuned ECU (PT6), and different intake manifolds that use IAB and also has a larger plenum. The F22A6 also has a windage tray in an oil pan, and a rigid valve springs to accommodate a more aggressive camshaft. In cars with automatic transmissions there is also an oil cooler on the back of the block.
  • F22A7: 150Ã, hp (110.4 kW) European domestic market machine, with more power due to less stringent emission standards. (using PT4, obd1 ecu).Compression ratio: 9.8: 1.
  • F22A9 Australian shipping machine. Characteristics similar to European machines F22A6. Camshaft is more aggressive and the valve is slightly larger. Standard compression
  • F22A1: 137Ã, lbÃ, Â · ft (186Ã, Nm) @ 4000Ã, rpm
  • F22A4: 142Ã, lbÃ,  · ft (193Ã, n m) @ 4000Ã, rpm
  • F22A6: 142Ã, lbÃ, Â · ft (193Ã, Nm) @ 4500Ã, rpm
  • F22A7: 145Ã, lbÃ, Â · ft (198Ã, Nm) @ 5000Ã, rpm

F22B1

This machine was used in 1994-1997 Honda Accord EX (1993 in JDM Accord 2.2VTE, VTL & VTS) and Acura CL 1997 models. This is the first F-series engine featuring VTEC. VTEC on this machine is a Honda VTEC-E system that is tuned more for fuel efficiency than performance.

Specs

• Bore ÃÆ'â € "Stroke: 85.0 ÃÆ'â €" 95.0 mm
• Moving: 2156Ã, cc
• Piston Length: 65.0 mm
• Compression Ratio: 8.8: 1
• Trunk Length: 142.0 mm
• Bar Diameter: 51.0 mm
• Pin Diameter: 22.0 mm
• Valvetrain: SOHC, 16 valves (4 valves per cylinder), VTEC
• Maximum Power: 145 hp (108 kW) @ 5500 rpm
• Max Torque: 147 pounds (199Ã, Nm) @ 4500Ã, rpm
• VTEC switch: 4850 rpm
• Redline: 6200Ã, rpm
• The shooting command: 1-3-4-2
• Fuel control: (1994-1995) OBD-I (1996-1998) OBD-II PGM-FI
• Machine size: 2.2 l

F22B

F22B2, F22B3, F22B6 and F22B8 are similar, although the disposal headers vary.

Found in

• Honda Accord DX, LX, SE, and Prelude 1994-1997
• Honda Accord LXi 1994-1997 (Australia & New Zealand) (F22B3)
• Honda Odyssey 1995-1997 (F22B6)
• Honda Shuttle (F22B8)

Specifications

Displacement: 2156Ã, cc

Bore x Stroke: 85.0 ÃÆ'â € "95.0 mm

Valvetrain: SOHC, VTEC

Head: SOHC, 16 valve

Compression: 8.8: 1

Power: 130 hp (97 kW) at 5300 rpm

Torque: 139 lbÃ, Â · ft (188Ã, Nm) at 4200Ã, rpm

Redline: 6200Ã, rpm

Pdt. limit: 6900 rpm

Enabling Command: 1-3-4-2

Fuel Control: OBD-I rarely OBD-II PGM-FI

F23A1

This machine is used in the Honda Accord LX, EX, and SE models, LEV 1998-2002, and at Acura 2.3CL in North America.

Acceleration (0-60) for the enhanced 4-cylinder model (around mid 9-second mark), with fuel efficiency comparable to its predecessor: 23 mpg/city and 30 mpg/hwy for LX and EX models with automatic transmission. Non-Methane Organic Gas Emissions (NMOG), also known as unburned hydrocarbons, are produced during much lower engine heating. LX and EX engines produce less than 0.0075 grams per mile, qualifying them for California LEV (Emissions Low Vehicle) status. In California, the Accord EX with available automatic transmissions will generate less than 0.003 grams per NMOG mile, qualifying as the first gasoline-powered vehicle to achieve ULEV (Ultra-Low Emission Vehicle) status. The five-core bearing block is a high-pressure die-cast of aluminum alloy. The block wall extends below the centerline of the crankshaft, which helps strengthen the bottom. FEM (Finite Element Method) computer analysis is used to achieve optimal thickness for block and wall ribs to minimize engine vibration. The additional bottom-end rigidity comes from larger and stronger bearing-cap beams that bind directly to the cylinder-block skirt. An aluminum alloy stiffener has been added between the transmission box and the block, just behind the bearing carrier. The stiffener works to bind the block and transmission together into one, reinforced unit. FEM is also used to design these sterns so that not only strengthens the area, but also helps minimize high-frequency engine vibration. The finite element analysis of the Accord piston design by Honda engineers resulted in a very short, ultra-lightweight skirt design, which is extremely stiff and resistant to vibration and piston slap. Like its V-6 piston engine is a cast-aluminum gravity alloy and utilizes a full floating wrist pin to minimize noise. The steel crankshaft cylinder and engine-forged machine-axle shaft have been designed to be stronger and operate with less friction, much like the V-6 component. I-section, drop-forged steel connecting rods have a completely new design and are much lighter than its predecessor (475 g vs. 578 g), which helps minimize vibration. Large end-bearing journal diameters have been reduced from 48 mm to 45 mm. The thickness of the stem goes down from 24 mm to 20 mm and the bolt size is smaller. Like the V-6 bolt bolt, which is from a 4-cylinder engine that is terrorized into a plastic area of ​​bolt material to ensure a solid unity between the bearing cap and the connecting rod. The engine block incorporates a second-order balance system designed by Honda that cancels the common inertia force for large 4-cylinder displacement engines. The system consists of two parallel shafts on both sides of the crankshaft, 81 mm (3.19 inches) above its diameter. Driven by a toothed belt, the balance shaft rotates in the opposite direction at twice the engine speed. The eccentric weights built into the shaft produce an inertial force against the second-order force made by the piston movement and the connecting rod. This Honda system minimizes vibration across the entire rpm range.

Cylinder Head

16-valve cylinder head, one-overhead-camshaft has four valves per cylinder and pentroof combustion chamber. Each valve is smaller and lighter on a 4-valve head, which allows the engine to rotate to higher rpm, helping to extend the engine's power range. Valve actuation through rocker arms and a single belt driven overhead camshaft. The single-over-head-camshaft design requires less space under the hood than the more conventional double overhead camshafts typically used with 16-valve, 4-cylinder engines. The adoption of a sophisticated knock control system optimizes ignition timing and allows for higher compression ratios (9.3: 1 of 8.8: 1). Regular unleaded fuel is determined.

System Integration Modified

The intake system is simplified in shape to reduce induction and noise resistance. A larger double air box designed to muffle resonant resonant channel noise replaces smaller Accord, single-room dampers. The new box has a capacity of 10.7 liters, compared with the 8.2 liter old unit. Larger boxes also eliminate the need for second resonance frequency dampers and additional side branches. The 2.3-liter Accord 4-cylinder engine intake manifold has been redesigned to increase power and lower emissions. Individual cast-aluminum runners have a revised dimension to better utilize the different airflow characteristics of a 2.3 liter engine. Larger plenum sessions reduce induction noise and incorporation of exhaust gas recirculation port (EGR) into the plenary, upstream of the throttle plate, eliminating the need for mounting and separate ports in each runner intake.

Low Speed ​​Operation

During low rpm operation, only one inlet valve is open, allowing air and fuel to enter the combustion chamber. Other intake valves have little appointment and the time is staggered. As a result, the air-fuel charge is pulled through the open intake valve undergoing a swirl effect. The vortex creates a layered charge with a rich mixture near the spark plug for good light, and a slimmer mixture toward the edges. These layered costs, combined with better EGR control, result in lower emissions especially during critical warming periods, and better fuel economy. Low rifle, roller-bearing swing arm is used to help reduce friction and improve engine efficiency.

Emissions

• EX and the LX engine qualifies as California LEV (Low Emission Vehicle)
• EX with fully qualified automatic transmission as ULEV (Ultra-Low Emission Vehicle) in California
• Stratified-charge VTEC
• EGR which is electronically controlled (Exhaust Gas Recirculation)
• The ULEV machine uses a 32-bit ECU with individual air-fuel-to-cylinder fuel ratio, slim air-fuel ratio during fast idle, high efficiency catalyst and low low heat dissipation system

NVH

• Less noise and vibration radiated
• Quieter, less restrictive induction system with large twin-chamber resonator
• New lightweight piston and link design minimizes vibration
• Rigid crankshaft design
• Second order balance system
• The redesigned cylinder block is more rigid with less vibration
• Aluminum engine confinement between engine and transmission

Transmission

• Automatic direct-control transmission is controlled by PCM (Powertrain Control Module) for smooth shifting
• Roaming controls are controlled by PCM and AT Cruise ECU for smoother operations
• Dental noise is reduced
• Manual transmission has reduced the layer diameter for smoother gearshift, with the same level of fade resistance and endurance

Valve Operation

Specifications

• 2.3L MFI 4CYL
• Bore ÃÆ'â € "Stroke: 86.0 ÃÆ'â €" 97.0 mm
• Moving: 2254Ã, cc
• Configuration Valves: SOHC, 16 valves, VTEC
• Compression rate: 9.3: 1
• Maximum power: 112 kW (152 PS; 150 hp) at 5700 rpm
• Maximum torque: 152 pounds (205 m) at 4900 rpm

F23A4

This machine is used on Honda Accord ULEV model 1998-2002. This is substantially similar to the F23A1, but has ULEV certification with a slight reduction of power: 148 hp (108 kW) with maximum torque of 150 lbÃ, Â · ft (203 Nm). This machine has a different manifold exhaust, a more limited intake manifold, and a 32-bit ECU that uses an AFR (Air Fuel Ratio) oxygen sensor when compared to F23A1.

F23A5

This engine is used on the Honda Accord DX 1998-2002, Honda Accord LXi 1998-2002 in New Zealand and Honda Accord LX VP (value package) 2002 in North America.

Specifications

• Bore ÃÆ'â € "Stroke: 86.0 ÃÆ'â €" 97.0 mm
• Moving: 2254Ã, cc
• Configuration Valves: SOHC, 16 valves
• Compression rate: 8.8: 1
• Maximum power: 135 hp (100 kW) @ 5500 rpm
• Maximum torque: 153Ã, Â £ ÃÆ' ftÃ, ft (206 Nm) @ 4500 rpm

F23A7

This machine is substantially similar to F23A1. It was used in 1998 Honda Odyssey, 1998-1999 Isuzu Oasis, and EUDM Honda Shuttle.

Bore 86mm x stroke 97mm. Compression ratio: 9.3: 1

Maps Honda F engine

DOHC machine

F20A

This machine was used in 1990-1993 CB3 and CB4 Honda Accord 2.0Si and Honda Prelude Si - SR JDM-EDM.

Specifications

• Bore ÃÆ'â € "Stroke: 85.0 ÃÆ'â €" 88.0 mm
• Displacement: 1997Ã, cc
• Valve Configuration: DOHC, 16 valves
• Compression rate: 9.5: 1
• Maximum power: 152.32 hp (112Ã, kW) @ 6100Ã, rpm
• Maximum torque: 137.7 lbÃ, Â · ft (186 Nm) @ 5000 rpm

F20B

This engine series was used in 1997-2001 CF4, CF5, CF9, CL3 Honda Accord and Honda Torneo from Japan. It uses a DOHC VTEC cylinder head similar to H22A found in Prelude but is designed to comply with many countries under 2.0 liters of tax. The automatic transmission version receives a lower hp version (180 hp), as it is tuned for mid-range torque than its manual transmission counterpart. The manual version of F20B also uses larger cams, intakes and throttle bodies of type H22 S.

Specifications

• Accord SiR, SiR-T F20B 1997-2001 2.0L
• Rail valve: four-cylinder, DOHC VTEC, 16-valve
• Bore ÃÆ'â € "Stroke: 85.0 ÃÆ'â €" 88.0 mm
• Displacement: 1997Ã, cc
• Torque: 145.3 lb? ft (197.0Ã, N? m) @ 6400Ã, rpm
• Horsepower: 200 hp (150 kW) @ 6800 rpm
• VTEC engagement: 5600 rpm
• The red line: 7200 rpm
• Reading limit: 7800 rpm
• Compression: 11.0: 1
• Fuel control: OBD-2b

F20C

This machine is a radical departure from the previous F engine, and only shares the basic dimensions such as spacing. It was specially designed for the Honda S2000 and shared several techniques with the Honda K engine. The long-stroke variant F22C1 was also produced.

Specifications

• Year: 2000
• Bore x Stroke: 87.0mm x 84mm
• Moving: 1.998Ã, cc (121.9 cu in)
• Compression: 11.5: 1; 11.7: 1 (Japanese Specification)
• Power: 240 bhp @ 8300 rpm
• Torque: 150 Ã, Â £ ÃÆ' ftÃ, ft (206 NÃ, Â · m) @ 7000Ã, rpm
• Redline: 9200Ã, rpm
• VTEC engagement: 6000 rpm

F22C1

This machine is a reworked F20C version, the ratio of the new redline rod shocks dropped to 8000 RPM to produce better lower end torque. Camshafts are also revised along with valve springs and retainers. All these changes increase the peak torque by 6% but the power output remains the same.

Specifications

• Year: 2004
• Bore x Stroke: 87mm x 90.7mm
• Moving: 2.157Ã, cc (131.6 cu in)
• Compression: 11.1: 1
• Power: 240 bhp @ 7800 rpm
• Torque: 162Ã, lbÃ, Â · ft (219.64 NÃ, Â · m) @ 7000Ã, rpm
• Redline: 8200 rpm
• VTEC engagement: 6000 rpm

F22B

This machine is used on mk4 1992-1996 Honda Prelude Si in Japan. This is similar to H23A. The 1997 Honda Prelude mk5 also used this engine in the first years of manufacturing which was sold as Si only in Japan.

Specifications

• Bore ÃÆ'â € "Stroke: 85.0 ÃÆ'â €" 95.0 mm
• Moving: 2156Ã, cc
• Configuration Valves: SOHC, 16 valves
• Compression rate: 9.3: 1
• Maximum power: 160hp (119rb) @ 6500rpm
• Maximum torque: 160 pounds (215 m) @ 6000 rpm
• Redline: 6800Ã, rpm

src: www.hondaprokevin.com

References

Source of the article : Wikipedia