Honda B18C engine (B18B)

1. Specifications
2. Overview, problems
3. Performance tuning

Honda B18C/B18B engine specs

Honda B18C (B18B) engine reliability, problems and repair

In 1990, a new B18A engine was added to B-series of Honda engines; this engine first appeared in 1990 on Acura Integra. B18 cylinder block is made of aluminum, its deck height is 211.84 mm, and bore diameter is 81 mm. Inside this unit, an 89 mm stroke crankshaft and 137 mm long rods were installed. Compression height of the pistons was 30.1 mm and all this ensured 1.83 liters of displacement
On top of the cylinder block, a 16-valve non-VTEC DOHC head was installed. The intake valve diameter was 31 mm, exhaust valves diameter was 28 mm, valve stem diameter was 6.6 mm.
In 1994, B18C engine appeared with the cylinder block deck height of 212.4 mm and oil jets, a new crankshaft with the stroke of 87.2 mm, lightweight 137.9 mm rods, modified pistons, compression ratio increased to 10.6.
These solutions have reduced the displacement from 1.83 liters to 1.8 liters, but increased the R/S ratio from 1.55 to 1.58.
This block was covered with a VTEC DOHC head with improved intake and exhaust ports, modified angle of fuel injectors, inlet valves were enlarged to 33 mm and exhaust valves were enlarged to 28 mm, and 5.5 mm thick valve stems. They installed more powerful cams and a 4-2-1 header.
Here are B18C cam specs: duration (at .050″ or 1 mm lift) 230/227 deg, lift 10.6/9.4 mm.
A timing belt is used here to be replaced after every 105,000 miles of mileage. If the timing belt breaks, valves will most likely be bent.
Honda recommends adjusting valves in B18B and B18C after every 30,000 miles of mileage.
Valve clearances (cold) are the following: intake 0.08-0.12 mm, exhaust 0.16-0.20 mm.
B18C valve clearances (cold) are the following: intake 0.15-0.19 mm, exhaust 0.17-0.21 mm.
Among other things, a 2-stage intake manifold was used for B18C. The firing order was 1-3-4-2.
The size of the throttle body:
– B18C Type R – 62 mm
– B18C – 60 mm
– B18B – 60 mm
– B18A – 58 mm
The size of Honda B18 fuel injectors was 240 cc.
In addition to B18, B-series included other engines: B16, B17, and B20.
Production of B18B and B18C continued until 2001, and then they were replaced by K20A.

Honda B18C (B18B) engine modifications and differences

1. B18A1 was the first version for USDM Acura Integra. Specifications of camshafts: duration 270/276 deg, lift 9.95/9.65 mm. The compression ratio was 9.2, the power was 132 HP @ 6,000 rpm, and the torque was 164 Nm @ 5,000 rpm.
After 1991, power increased to 142 HP @ 6,500 rpm, and the torque was 178 Nm @ 6,100 rpm.
2. B18B1 was an improved B18A1 with another air filter, another angle of fuel injectors, other camshafts and another program for ECU.
Specifications of B18B camshafts: duration 274/278 deg, lift 9.98/9.65 mm. The power was 142 HP @ 6,300 rpm and the torque was 172 Nm @ 5,200 rpm, with the rev limit of 7,200 rpm. This engine was intended for Acura Integra, Honda Integra, JDM Honda Domani and Orthia.
3. B18B2 was the B18B1 for Australia
4. B18B3 was the version for Honda Civic for South Africa and the Middle East. The power was 130 HP @ 6,000 rpm; the torque is 167 Nm @ 5,000 rpm.
5. B18B4 was an analogue of B18B3, the power was increased to 140 HP @ 6,200 rpm, and the torque was 171 Nm @ 4,900 rpm.
6. B18C was a sport motor, its main difference from the B18B are listed above. B18C power was 180 HP @ 7,200 rpm, the torque of 171 Nm @ 6,200 rpm, while the redline is set to 8,400 rpm. It was developed for JDM Honda Integra SiR.
7. B18C Type-R was an improved analogue of B18C and B18C5. The compression ratio was increased to 11.1, and a new intake manifold was installed. For the B18C 98 Spec R engine, the 4-1 header was used. The power was 200 HP @ 8,000 rpm; and the torque was 186 Nm @ 7,200 rpm. This engine can be found in Honda Integra Type R.
The B18C Type R engine can be identified by the red valve cover, the 4-1 header, and an intake collector.
8. B18C1 was an engine for USDM Acura Integra GSR. This was an analog to JDM B18C, but the compression ratio was reduced to 10. The VTEC system was triggered @ 4,400 rpm, intake manifold was triggered @ 5,800 rpm. The power was 170 HP @ 7,600 rpm; torque was 174 Nm @ 6,200 rpm.
9. B18C2 was an analogue of B18C1 for Australia and New Zealand. The engine was designed for Honda Integra VTi-R.
10. B18C3 was a B18C1 analogue for the Asian market.
11. B18C4 was a B18C1 analogue for Europe. The engine was installed in Honda Civic.
12. B18C5 was an analog of the JDM B18C Type R for USDM Acura Integra Type R. In this engine, they used new pistons with the compression ratio of 10.6 and deeper valve reliefs, and lighter connecting rods, the most aggressive camshafts; VTEC was triggered at 5,700 rpm. But that’s not all, head porting was made, lightweight inlet valves, double valve springs, a 62 mm throttle body, new spark plugs, a Type R intake manifold, and a straighter 2.25″ exhaust system were installed.
Specifications of B18C5 camshafts are the following: duration (at .050″ or 1 mm lift) 240/235 deg, lift 11.5/10.5 mm.
As a result, the power reached 195 HP @ 8,000 rpm, and the torque was 176 Nm @ 7,500 rpm, and the redline was set to 8,300 rpm.
13. B18C6 was a European analog to B18C Type R, which was installed in Honda Integra Type R.
14. B18C7 was an Australian analog to B18C Type R, which may be found in Honda Integra Type R.

Honda B18 engine problems and malfunctions

One cannot expect miracles from this very old motor, it was reliable and durable long ago, but not today. Today, all B18s are worn out, and anything can break at any time of day or night. There’s nothing you can do, just regularly service your engine and use good engine oil.

Honda B18C (B18B) engine tuning

NA tuning

Here are some recommendations about how to make your B18C faster. To start with, let’s add 10-15 HP, it is not too difficult, but you will just need some performance parts. Buy a cold air intake system, a B18C 98 Spec R 4-1 header (or an aftermarket header), and a 2.5″ exhaust system. You can leave your old ECU.
As to the rest, tuning is similar to what is written about Honda B16A.
Very soon this will not be enough, and you will want more power. Buy a Skunk2 intake manifold, a 65 mm throttle body, Type R cams, adjustable cam gears, a TODA lightweight flywheel, and a Hondata ECU. This will give you about 210 HP at the flywheel.
Add Integra Type R pistons, ACL bearings, make port and polish, buy ARP head studs, a larger throttle body, Skunk2 Stage 2 cams, Supertech valves, valve guides and retainers. You can increase the compression ratio even more, and install high compression pistons (CR 12+), 340 cc fuel injectors, and NGK 7 spark plugs. These performance upgrades will let you get 230-240 HP from your naturally aspirated Honda B18C.
You can get as much as 250 HP, if you replace your cylinder block with a sleeved B20 block, and install oil jets, performance pistons and rods, an oil cooler and a Type R oil pump. It’s a very difficult work, and it is easier to buy a Jackson Racing supercharger kit. This JRSC will let your Integra Type R cover the quarter mile in 13.0 to 13.5 seconds.

B18 Turbo

Now let’s learn how to turbo a Honda B18. If your engine is in good condition, B18C stock internals will withstand 250whp. You can even get 300whp, but reliability will be lost completely. B18B stock internals can withstand about the same.
HERE you will learn what performance parts can be used to make a B18 turbo kit for 300+ WHP.

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