Honda A series engines displaced 1955 cc and included:
A20A1: US version, carbureted.
A20A2: European version, carbureted.
A20A3: US version F.I.
A20A4: European version F.I.
Power outputs range from the 86-87 A20A1 with 98 hp (73 kW) to the 88-89 A20A3 with 120 hp (89 kW).
The Honda A-series engines had a cast iron block and closed deck, with an aluminum 12-valve head (2 intake, 1 exhaust).
One application of the A-series engine was in the 3rd Generation (86-89) U.S. domestic market Honda Accord.
The A20 engine was the last engine series made by Honda to use an iron block. From 1990 onwards, all Honda engines have an aluminum block and cylinder head.
The B-series Honda DOHC engines are the most popular and well known of the Honda engines. They are good performers from the factory, some models having a redline over 8,000 rpm, and 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. The B series also comes in 1.5 litre with SOHC in asian countries with and without VTEC. 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. Newer B series engines with SOHC come with lean burn and stratified charge engines are being developed.
Partially unrelated to the Honda B-series engines are the B20A and B21A. By some, these are not considered to be part of the B-series group of engines because they are not compatible with any of the other B-series parts or chassis.
There were 2 versions of the B20A
The first generation of B20A engines was available in the 86-87 Prelude 2.0SI in Japan, the 86-89 Honda Vigor and Accord . It leaned towards the front of the car just like the A20A engine found in the same cars. This B20A produces 160 Hp and 140 lb/ft Torque.
There was also a similar engine named B18A for the 86-89 Accords. It was a destroked B20A powered by 2 Sidedraft Keihin carbs.
The second generation of B20A was found in the 88-91 Prelude. The 88-91 Prelude B20A and B21A blocks are cast so they lay at an 18-degree angle leaning towards the firewall. This was done to please the exterior specifications for the 1988-1991 3rd Generation Prelude due to it's ultra-low hoodline which Honda dubs the "engineless design".
The B20A, B20A3, and B20A5 engines consisted of closed-deck aluminum blocks with thicker-than-average iron sleeves whereas the B21A1 had some special material.
The B21A1 was basically a re-worked B20A5 with an increase in bore to 83mm. The external block dimensions had to stay identical to the B20A5 block so Honda called upon Saffil to create a thin but strong cylinder liner called FRM (Fiber Reinforced Metal) which basically consisted of a carbon fiber matrix, aluminum alloy, and aluminum oxide to make a very strong cylinder sleeve. These sleeves are so strong that they often do not lose their factory cross-hatching marks after 200,000 miles! A lot of B21A1 engines burn oil and have low cylinder compression numbers because the FRM material is so strong that is tears up piston rings. Good news though, you can usually replace the piston rings without any honing to the sleeves and go another 100,000+ miles without any sleeve wear.
C20A
The SOHC C20A is a 2.0 L version, producing 145 hp (108 kW). This was the first Honda V6 engine.
Applications; non-North America:
1985 Honda Legend
The C20AT was a turbocharged version, producing 190 hp (140 kW).
Applications; non-North America:
1988-1990 Honda Legend
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C25A
The SOHC C25A is a 2.5 L version, producing 165 hp (123 kW).
Applications; North America Only:
1986-1987 Acura Legend Sedan, 151 hp (113 kW)
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C27A
The SOHC C27A is a 2.7 L version, producing 180 hp, (132 kW).
Applications; North America Only:
SOHC non-VTEC
1987 Acura Legend Coupe , 161 hp (120 kW)
1988-1990 Acura Legend, 161 hp (120 kW)
1995-1997 Honda Accord, 170 hp (127 kW)
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C30A
The DOHC VTEC C30A is a 3.0 L version, producing 216 kW (290 bhp) and 304 N·m (224 lbf·ft) of torque.
An advanced version of this engine exists, campaigning in the SuperGT racing series in Japan (see All Japan Grand Touring Car Championship) by the factory-supported Team Honda Racing group in highly modified GT-spec NSXs. This engine has various upgrades and modifications by M-TEC (formerly Mugen) and is the first turbo-charged Honda engine used in the series (prior to 2003, the GT-spec NSXs used a highly advanced, naturally-aspirated variant of the C32B engine). Though the exact performance figures are kept secret, it's rumored to output more than 500 bhp.
Applications:
1991-1996 Honda NSX
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C32A
The C32A is a 3.2 L version. The SOHC model produces 235 hp (175 kW).
Applications; North America Only:
C32A6 - SOHC USDM - 200 hp (150 kW)
1991-1995 Acura Legend sedan
1991-1992 Acura Legend coupe
1996-1998 Acura 3.2TL
C32A5 - SOHC USDM - 230 hp (170 kW)
1994-1995 Acura Legend GS sedan
1993-1995 Acura Legend LS coupe
C32A - DOHC VTEC - 290 hp (215 kW)
1997-2001 Honda NSX
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C32B
There is also the C32B, a highly-tuned DOHC version, used in the Honda NSX, which produces 280 hp (210 kW) and 217 lbf·ft (294 N·m).
Applications:
2002-present Honda NSX
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C35A
The C35A is a SOHC 3.5 L version producing 210 hp (184 kW) and is the largest displacement of the C series.
Applications:
C35A - SOHC - 210–225 hp (155–170 kW)
1996-2004 Acura 3.5RL (US/Canada)
1996-2004 Honda Legend (non-US/Canada)
The Honda D engine is used in a variety of compact Honda models, most commonly the Honda Civic, but also used in the Integra, Logo, CRX, Stream and others. Displacement ranges between 1.2 L and 1.7 L and it's available in SOHC and DOHC versions, with and without VTEC. Power range started from 62 hp (currently the smallest engine uses a 1.4 L 90 hp engine) to 135 hp. It was introduced in 1986 and ended production in 2005 with the introduction of the 8th generation Honda Civic.
Hot-rodding the D series
Although the availability of used D-series engines at low prices makes it somewhat popular among those who modify it for high performance (as well as a popular item for swapping into earlier or less powerful Civics for an instant and trouble free power upgrade), the unmodified engine will not survive as much power enhancement by use of such external modifications as turbochargers, superchargers, or nitrous oxide as the more powerful, much more robust, and much much more expensive B-series; the Achilles heel of the D-series seems to be the connecting rods, which will withstand a substantial and noticeable increase in power up to a certain point, but will break if that limit is exceeded. Of course, the connecting rods and other internal parts can be replaced with more durable aftermarket parts which will survive almost any amount of power desired, but once that level of cost and labor is reached, a simple swap to a B-series usually seems more cost-effective, in the absence of any compelling reason to remain with the D-series.
A 102 hp D15B7 in a Honda Civic del Sol S
The 125 hp D16Z6 SOHC VTEC powered the del Sol SI
