Honda F engine

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The Honda F-Series engine was considered Honda's "big block" SOHC inline four, though lower production DOHC versions of the F-series were built. It features a solid iron or aluminum open deck cast iron sleeved block and aluminum/magnesium cylinder head.

SOHC engines[edit]

F18A[edit]

  • Bore × Stroke: 85.0 × 81.5 mm
  • Displacement: 1848 cc
  • Valve Configuration: SOHC, 16 valves
  • 118 bhp up to 1997
  • 105PS @ 6,000 rpm, 14.6 kg m @ 4,000 rpm (PGM-carburetor, Throttle body injection)
  • Fuel consumption : 13.0 km/l

This engine was also used in the Rover 618i, assembled in Swindon at the Honda facility.

F18B[edit]

This engine was used for the Honda Accord 1.8 VTS/VTE in Japan. Also found in the European Honda Accord VTEC S.

Specifications[edit]

  • Bore × Stroke: 85.0 × 81.5 mm
  • Displacement: 1,849 cc
  • Valve Configuration: SOHC, 16 valves, VTEC
  • Compression ratio: 9.3:1
  • Max power: 138HP (103 kW) @ 6100 rpms
  • Max torque: 124 lb·ft (168 N m) @ 5000 rpms
  • OBD 2 Ecu

F20A[edit]

This engine series was used in the Honda Accords and Honda Preludes in Japan and Europe. The DOHC F20A was also derived from this engine (see below).

Specifications[edit]

  • Bore × Stroke: 85.0 × 88.0 mm
  • Displacement: 1997 cc
  • Compression ratio : 9.5:1
  • Valve Configuration: SOHC, 16 valves
  • Max output : F20A2 110 PS @ 6000 rpm (carbureted)
  • Max output : F20A3 110 PS @ 6000 rpm (carbureted)
  • Max output : F20A4 135 PS @ 6400 rpm (PGM-FI)
  • Max output : F20A5 135 PS @ 5400 rpm (PGM-FI)
  • Max output : F20A6 90 PS @ 6000 rpm (carbureted)
  • Max output : F20A7 135 PS @ 5600 rpm (PGM-FI)
  • Max output : F20A8 145 PS @ 5600 rpm (PGM-FI)
  • Max torque : F20A2 16.1 kg m @ 3800 rpm (carbureted)
  • Max torque : F20A4 24.5 kg m @ 4300 rpm (PGM-FI)
  • Max torque : F20A7 19.3 kg m @ 4400 rpm (PGM-FI)
  • Max torque : F20A8 138 lb·ft @ 4800 rpm (PGM-FI)
  • Fuel consumption F20A8 Urban - 25 mpg Highway - 34 mpg
  • Fuel consumption (Japan Combined Cycle) : 9.6 km/l (PGM-FI), 9.8 km/l (carbureted)

This engine also spawned many variants, according to market, but the specs remain largely similar.

The F20A5 is used in the CB3 and CB4 Chassis.

The F20A7 is only used in the edm 1992-1993 Accord Coupé (CC1).

F20B[edit]

Used in the sixth generation Honda Accord (CF4).

Specifications[edit]

  • Displacement: 1997 cc
  • Configuration Valve: SOHC, 16 valves, VTEC
  • 110 kW (150 hp) @ 6000 rpm
  • 186 N·m (137 lb·ft) @ 5000 rpm
  • 9.0:1 CR
  • 85mm bore
  • 88mm stroke

F20B3[edit]

Used in the Netherlands Belgium and Luxembourg Accord Coupe's CD9 (CD5) and in Honda Accord Aerodeck (Wagon) in Germany

Specifications

  • Displacement: 1997 cc
  • Configuration Valve: SOHC, 16 valves
  • 4 cylinder
  • Multipoint injection
  • 136 HP @ 5600 rpm
  • 184 Nm @ 4500 rpm
  • 9:1 CR
  • 85mm bore
  • 88mm stroke

F20Z1[edit]

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

Specifications[edit]

  • Displacement: 1997 cc
  • Valve Configuration: SOHC, 16 valves
  • 131 HP @ 5400 rpm
  • 9.5:1 CR
  • 85mm bore
  • 88mm stroke

F20Z2[edit]

This engine is older version of F20Z1. This engine was used in the same models like F20Z1 but in years 1993-1996.

Specifications[edit]

  • Displacement: 1997 cc
  • Valve Configuration: SOHC, 16 valves
  • 115 HP @ 5300 rpm
  • 9:1 CR
  • 85mm bore
  • 88mm stroke

F22A[edit]

This engine series was used in the Honda Accord and Honda Prelude S. Aside from differences in tuning, these engines are substantially similar.

Specifications[edit]

  • Bore × Stroke: 85.0 × 95.0 mm
  • Displacement: 2156 cc
  • Valve configuration: SOHC, 16 valves, non-VTEC
  • Compression ratio: 8.8:1
  • Max power:
    • F22A1: 125 hp (93.21 4 kW) @ 5200 rpm. (Accord DX, LX). The 1992–1996 Prelude S had a F22A1 but because of a different more aggressively tuned ECU (P12), the power output was 135  hp (100 kW).
    • F22A3: 150 hp (110 4 kW) European domestic market engine, with more power due to less strict emission standards.
    • F22A4: 130 hp (96.94 kW) @ 5200 rpm. (Accord EX) The F22A4 is the same motor as the F22A1 but it has slightly more power due to a tubular designed header and slightly bigger exhaust piping.
    • F22A6: 140 hp (104.40 kW) @ 5600 rpm. The F22A6 is the same as the F22A1 except for a slightly more aggressive camshaft, a better flowing cast exhaust manifold, a different more aggressively tuned ECU (PT6), and a different intake manifold that utilizes IAB's and also has a bigger plenum. The F22A6 also has a windage tray in the oil pan, and stiffer valve springs to accommodate the more aggressive camshaft. In cars with an automatic transmission there is an oil cooler present on the back of the block as well.
    • F22A7: 150 hp (110 4 kW) European domestic market engine, with more power due to less strict emission standards. (uses PT4, obd1 ecu) .Compression ratio: 9.8:1.
    • F22A9 Australian delivered engine. Similar characteristics to to the F22A6 European engine. More aggressive camshaft and slightly larger valves. Standard compression
    • F22A1: 137 lb·ft (186 N m) @ 4000 rpm
    • F22A4: 142 lb·ft (193 N m) @ 4000 rpm
    • F22A6: 142 lb·ft (193 N m) @ 4500 rpm
    • F22A7: 145 lb·ft (198 N m) @ 5000 rpmhe

F22B1[edit]

This engine was used in the 1994-1997 Honda Accord EX and the 1997 Acura CL. It was the first F-series engine to feature VTEC. The VTEC on this engine was Honda's VTEC-E system tuned more for fuel efficiency than performance. Specifications

  • Bore × Stroke: 85.0 × 95.0 mm
  • Displacement: 2156 cc
  • Compression ratio: 8.8:1
  • Valve Configuration: SOHC, 16 valves (4 valves per cylinder), VTEC
  • Max power: 145 hp (108 kW) @ 5500 rpm
  • Max torque: 147 lb·ft (199 N m) @ 4500 rpm
  • VTEC Switchover: 2500 rpm
  • Redline: 6200 rpm
  • Rev limit: 6900 rpm
  • Firing order: 1-3-4-2
  • Fuel control: (1994–1995) OBD-I (1996–1998) OBD-II PGM-FI

F22B2[edit]

This engine 2.2l was used in the 1994-1997 Honda Accord DX, LX and SE. The F22B6 in the 1995-1997 Honda Odyssey and the F22B8 in the Honda Shuttle are substantially similar. Also the F22B3 engine used in the 1994-1997 Australian and New Zealand Honda Accord LXi are basically the same engine apart from slightly different intake and exhaust manifolds.

Specifications[edit]

  • Bore × Stroke: 85.0 × 95.0 mm
  • Displacement: 2156 cc
  • Valve Configuration: SOHC, 16 valves
  • Compression ratio: 8.8:1
  • Max power: 130 hp (97 kW) @ 5300 rpm
  • Max torque: 139 lb·ft (188 N m) @ 4200 rpm
  • Redline: 6200 rpm
  • Rev limit: 6900 rpm
  • Firing order: 1-3-4-2
  • Fuel control: OBD-I OBD-II PGM-FI
  • "Engines 1.6L - 1.8L the timing should be 5deg in ADVANCE.\ "2.0L - 2.5 timing should be 10deg in ADVANCE.

F22Z2[edit]

This engine was used in the EUDM Honda Accord 2.2 VTEC in 96-98.

Specifications[edit]

  • Bore × Stroke: 85.0 × 95.0 mm
  • Displacement: 2156 cc
  • Valve Configuration: SOHC, 16 valves, VTEC
  • Compression ratio: 9.3:1
  • Max power: 156 hp (110 kW) @ 5500 rpm
  • Max torque: 148 lb·ft (200 Nm) @ 4500 rpm

F23A1[edit]

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

Acceleration (0-60) for the 4-cylinder models is improved (around the mid-9-second mark), with comparable fuel efficiency to its predecessor: 23 mpg/city and 30 mpg/hwy for LX and EX models with automatic transmissions. Emissions of Non-Methane Organic Gases (NMOG), also known as unburned hydrocarbons, produced during engine warm-up are considerably lower. The LX and EX engines produce less than 0.0075 grams per mile, qualifying them for California LEV (Low-Emission Vehicle) status. In California, the Accord EX with the available automatic transmission will produce less than 0.003 grams per mile of NMOG, qualifying it as the first gasoline-powered vehicle to reach ULEV (Ultra-Low Emission Vehicle) status. The five-main bearing block is high-pressure die-cast from aluminum alloy. The walls of the block extend below the centerline of the crankshaft, which helps stiffen the bottom end. FEM (Finite Element Method) computer analysis was used to arrive at optimum thicknesses for the block ribs and walls in order to minimize engine vibration. Additional bottom-end rigidity comes from a larger, stronger bearing-cap beam that ties directly into the cylinder-block skirt. An aluminum-alloy stiffener has been added between the transmission case and the block, just behind the bearing carrier. The stiffener serves to tie the block and transmission together into a single, reinforced unit. FEM was also used to design this stiffener so that it would not only stiffen the area, but also help minimize high-frequency engine vibration. Finite-element analysis of the Accord's piston design by Honda engineers yielded a new ultra-short, lightweight skirt design, which is very rigid and resistant to vibration and piston slap. Like the V-6 engine the pistons are gravity-cast aluminum alloy and utilize full-floating wrist pins in order to minimize noise. The engine's drop-forged single-plane steel crankshaft and connecting rods have been designed to be stronger and operate with less friction, much like the V-6 components. The I-section, drop-forged steel connecting rods have a completely new design and are considerably lighter than their predecessors (475 g vs. 578 g), which helps to minimize vibration. Pin-journal (big end-bearing journal) diameter has been reduced from 48 mm to 45 mm. Rod thickness is down from 24 mm to 20 mm and the bolt size is smaller. Like the V-6 rod bolts, those of the 4-cylinder engine are torqued to the plastic region of the bolt material in order to ensure a solid union between the bearing cap and the connecting rod. The engine block incorporates the Honda-designed second-order balance system that cancels the inertial forces common to large-displacement 4-cylinder engines. The system consists of two parallel shafts on either side of the crank-shaft, 81 mm (3.19 in.) above its centerline. Driven by a toothed belt, the balance shafts rotate in opposite directions at twice engine speed. Eccentric weights built into the shafts generate inertial forces that counteract the second-order forces created by the motion of the pistons and connecting rods. This Honda system minimizes vibration in the mid-to-high-rpm range.[citation needed]

Cylinder Head

The 16-valve, single-overhead-camshaft cylinder head features four valves per cylinder and pentroof combustion chambers. Individual valves are smaller and lighter in 4-valve heads, which allows the engine to be revved to a higher rpm, helping to extend the engine's power range. Valve actuation is via rocker arms and a hollow, belt-driven single overhead camshaft. The single-over-head-camshaft design requires less under-hood space than the more conventional dual overhead camshafts normally used with 16-valve, 4-cylinder engines. The adoption of a sophisticated knock control system optimizes ignition timing and allows for a higher compression ratio (9.3:1 from 8.8:1). Unleaded regular fuel is specified.

Revised Intake System

The intake system was simplified in shape to reduce induction resistance and noise. A larger twin-chambered air box designed to dampen resonant intake tract noise replaces the previous Accord's smaller, single-chamber damper. The new box is 10.7 liters in capacity, compared to the older unit's 8.2 liters. The larger box also elimi-nates the need for a second resonant-frequency damper and an additional side branchThe 2.3-liter Accord 4-cylinder engine intake manifold has been redesigned to add more power and lower emissions. The individual cast-aluminum runners have revised dimensions to better take advantage of the different air-flow characteristics of the 2.3-liter engine. A larger plenum chamber reduces induction noise and the incorporation of EGR (Exhaust Gas Recirculation) ports into the plenum, upstream of the throttle plates, eliminates the need for a separate fitting and port in each intake runner.

Low Speed Operation

During low-rpm operation, only one intake valve opens, allowing air and fuel into the combustion chamber. The other intake valve has only a slight amount of lift and its timing is staggered. As a result, the air-fuel charge drawn through the open intake valve undergoes a swirl effect. The swirl creates a stratified charge with a rich mixture near the spark plug (for good light-off), and a progressively leaner mixture toward its periphery. This stratified charge, combined with improved EGR control, results in lower emissions (especially during the critical warm-up period) and better fuel economy. Low-friction, roller-bearing rocker arms are used to help reduce friction and improve engine efficiency.

Emissions

  • EX and LX engines qualify as California LEV (Low-Emission Vehicles)
  • EX with automatic transmission qualifies as ULEV (Ultra-Low Emission Vehicle) in California
  • Stratified-charge VTEC
  • Electronically controlled EGR (Exhaust Gas Recirculation)
  • ULEV engine uses 32-bit ECU with individual cylinder air-fuel ratio control, lean air-fuel ratio during fast idle, high-efficiency catalyst and low heat-mass exhaust system

NVH

  • Less radiated noise and vibration
  • Quieter, less restrictive induction system with large, twin-chamber resonator
  • New lightweight piston and connecting-rod design minimizes vibration
  • More rigid crankshaft design
  • Second-order balance system
  • Redesigned cylinder block is more rigid with less vibration
  • Aluminum engine stiffener between engine and transmission

Transmission

  • Direct-control automatic transmission is controlled by PCM (Powertrain Control Module) for smooth shifting
  • Cruise control is controlled by PCM and AT Cruise ECU for smoother operation
  • Reduced gear noise
  • Manual transmission has reduced lining diameter for smoother shifting, with same level of fade resistance and durability

Valve Operation[edit]

Low-Speed Operation                                High-Speed Operation   All Conditions
              Primary Intake Valve     Secondary Intake Valve   Both Intake Exhaust    Exhaust Valve 

Valve Opens 24* ATDC 26* ATDC 0*TDC 30* BBBC

Valve Closes 23* ABDC 76* BBDC 36* ABDC 15* BTDC

Lift 7.0mm 1.8mm 10.0mm 9.0mm

Specifications[edit]

  • 2.3L MFI 4CYL
  • Bore × Stroke: 86.0 × 97.0 mm
  • Displacement: 2254 cc
  • Valve Configuration: SOHC, 16 valves, VTEC
  • Compression ratio: 9.3:1
  • Max power: 150 hp (112 kW) @ 5700 rpm
  • Max torque: 152 lb·ft (205 N m) @ 4900 rpm

F23A4[edit]

This engine was used in the 1998-2002 Honda Accord ULEV models. It is substantially similar to the F23A1, but features ULEV certification with a slight reduction of power: 148 hp (108 kW) with a maximum torque of 150 lb·ft (203 Nm). This engine has a different exhaust manifold, a more restrictive intake manifold and cylinder head, and a 32-bit ECU which uses an AFR (Air Fuel Ratio) oxygen sensor when compared to the F23A1.

F23A5[edit]

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

Specifications[edit]

  • Bore × Stroke: 86.0 × 97.0 mm
  • Displacement: 2254 cc
  • Valve Configuration: SOHC, 16 valves
  • Compression ratio: 8.8:1
  • Max power: 135 hp (100 kW) @ 5500 rpm
  • Max torque: 153 lb·ft (206 Nm) @ 4500 rpm

F23A7[edit]

This engine was substantially similar to the F23A1. It was used in the 1998 Honda Odyssey, the 1998-1999 Isuzu Oasis, and EUDM Honda Shuttle.[citation needed]

DOHC engines[edit]

F20A[edit]

This engine was used in the 1990–1993 CB3 and CB4 Honda Accord 2.0Si and Honda Prelude Si - SR Japan- europa

Specifications[edit]

  • Bore × Stroke: 85.0 × 88.0 mm
  • Displacement: 1997 cc
  • Valve Configuration: DOHC, 16 valves
  • Compression ratio: 9.5:1
  • Max power: 150 hp (112 kW) @ 6100 rpm
  • Max torque: 137 lb·ft (186 Nm) @ 5000 rpm

F20B[edit]

This engine series was used in the CF4, CF5, CF9, CL3 Honda Accord and Honda Torneo from Japan. It uses a DOHC VTEC cylinder head similar to the H22A found in the Prelude but was designed to comply with many countries' sub-2.0 liter tax. The automatic transmission versions received the lower hp version (180 hp), as it was tuned for more mid-range torque than its manual transmission counterpart. The F20B manual version also utilized stronger cams, intake and throttle body from the H22 type S.

Specifications[edit]

  • Accord SiR, SiR-T F20B 97-01 2.0 L
  • Valve train: four-cylinder, DOHC VTEC, 16-valve
  • Bore: 85.0 mm
  • Stroke: 88.0 mm
  • Displacement: 1997 cc
  • Torque: 145 lb·ft (197 N·m) @ 5500 rpm
  • Horsepower: 200 hp (150 kW) @ 7000 rpm
  • Red line: 7400 rpm
  • Compression: 11.0:1
  • Fuel control: OBD-2

F20C[edit]

Main article: Honda F20C engine

This engine was a radical departure from previous F engines, and only shared basic dimensions such as bore spacing. It was designed specifically for the Honda S2000 and shares some engineering with the Honda K engine. A long-stroke F22C1 variant was also produced.

Specifications:

  • Year: 2000+
  • Displacement: 1,998 cc (121.9 cu in)
  • Compression: 11.5:1
  • Power: 240 bhp @ 8300 rpm
  • Torque: 152 lb·ft (206 N·m) @ 7000 rpm
  • Redline: 9000 rpm
  • VTEC Engagement: 6000 rpm

F22B[edit]

This engine was used in the mk4 1992–1996 Honda Prelude Si in Japan. It is similar to the H23A. The mk5 1997 Honda Prelude also used this engine in first years of manufacture sold as Si only in Japan.

Specifications[edit]

  • Bore × Stroke: 85.0 × 95.0 mm
  • Displacement: 2156 cc
  • Valve Configuration: DOHC, 16 valves
  • Compression ratio: 9.3:1
  • Max power: 166 hp (119 kW) @ 6500 rpm
  • Max torque: 158 lb·ft (215 N m) @ 6000 rpm
  • Redlines @ 6800 rpm