ENGINE | INDUCTION | SPECIFICATIONS
Engine - TOP
The
Prelude is powered by the B20A# series engine, the most powerful
of which is the B20A available for the Japanese Domestic Market
(JDM).
My Prelude is powered by the B20A6 (pictured). This 4 cylinder water
cooled engine block is casted out of aluminum alloy, has cast iron cylinder
sleeves and a wet oil sump. The crank, pistons and connecting rods are
forged steel. The cylinder head is also cast from aluminum alloy and
features dual over head cams (DOHC) and 4 valves per cylinder. The cam
activates the valves directly without the need of rockers; the result
is a very strong engine but often critisised for noise. In fact, you
would be accurate in describing it as an oversized motorcycle engine. Listen to my B20A6 being put through its paces with 7000rpm shifts in 1st and 2nd gears. Or better still watch a video of me performing a 0-100kph run on a race track.
This is a very flexible engine with a good power spread biased towards
the top end. Producing 106kW or 144hp, it is capable of propelling the
Prelude from 0-100kph in under 9 seconds and is capable of pushing the
Prelude to a maximum speed of 231kph. Despite its high performance,
the B20A6 is anything but frail; Honda builds its engines (and cars)
to last, even if the owner chooses to use the entire spectrum of its
performance. However, as always, maintenance is the key.
An article on Honda engine building (http://www.parttrackers.com/library/1/93/96/):
"Part of this high
opinion is based on engine sealing, the botching of which
can spoil years of otherwise good reviews. Nobody wants a
sloppy, drippy contraption under the hood, or high oil consumption
and breakdowns. So, Honda's engineers have made leak avoidance
a strict discipline.
The effort has apparently been successful. As Scott Lightsey, owner
of two Florida shops that specialize in Japanese cars, told us, "Typically,
Hondas have been really good where sealing is concerned." The
Chief Engineer of a major aftermarket gasket company said, "Honda
is big on machining castings and using O-rings and metal-to-metal contact.
It's the same technology that's used in hydraulics, aircraft, and aerospace.
If it's done accurately so the rubber is compressed properly, and the
O-rings are made of materials with the right heat and chemical resistance
characteristics, the seal will just last and last. Honda was in the
forefront of using molded rubber gaskets, too. So, you'll see a car
with 50,000 miles on it, open the hood, and the engine will be dry.
While this doesn't say anything about the internal durability of the
engine, it does give the impression that this is a well-designed, well-made
product." "
Induction - TOP
The induction system features Honda's in-house PGM-Fi electronic, multipoint
and sequential fuel injection and a dual stage intake manifold. Routine maintenance will help to keep the fuel injectors in good shape. A well
respected automotive web site has this to say about PGM-Fi:
"Honda
was late in the switch to EFI, having refined carburetion
to the point that it met emissions regs and provided very
good performance, driveability, and fuel efficiency (in fact,
there are so many carb-equipped late models on the road we're
including some driveability tips for them). But very good
isn't good enough in today's market, so the company's PGM-FI
(short for Programmed Fuel Injection) was phased in gradually
beginning in 1985. Now, of course, you can't buy a new Honda,
or any other car for that matter, that doesn't have injection.
We've always been impressed
by how well Honda EFI, whether multi-point or dual-point,
performed in the cars we've tested over the years. It's exhibited
the instantaneous response and dead-smooth idle (we've reached
for the key more than once thinking the engine had stalled)
that are the hallmarks of a well-engineered system. And specific
output is outstanding -- for instance, even though equipped
with TBI the '88 Civic pumps 92 hp out of 1,488 cc's, just
a little better than the magic one horse per cubic inch.
Whether they're built
in Japan or Ohio, these cars actually do exemplify the motto, "We
make it simple." The EFI system is of the speed-density
variety (in other words, it uses input on rpm and vacuum
to adjust the mix), so no airflow meter of any description
is required. A typical multi-port specimen will be sequential
with an eight-bit ECU (located under one of the front seats
or below the glove compartment on most models, but on Preludes
you'll find it behind the rear driver's side kick panel). "
PGM-Fi together with the advanced
block and cylinder head design gives the Prelude some pretty
good fuel consumption figures (AVG 8.9l/100km) especially when
you consider that this engine's power output (106kW) rivals most
4 cylinder 2 litre engines today (eg. BMW 318i 2.0l = 105kw;
Mazda 323 Astina SP20 = 98kW;
Ford Laser SR2 = 98kW)
Specification - TOP
Specifications
on the B20A6:
Cylinders |
Four |
Valves |
Double Over Head Cam 16 Valves |
Induction |
PGM-Fi - Electronic Multipoint Sequential
Fuel Injection |
Compression Ratio |
9.0:1 |
Bore/Stroke (mm) |
81/95 |
Capacity (cubic cm) |
1958 |
Max Power (kw/rpm) |
106 (142HP)/6000 |
Max Torque (Nm/rpm) |
174.4/4500 |
Maximum RPM |
7000rpm |
Gear Box Specifications:
|
Ratios |
Km/h per 1000rpm |
Max Speed in gears |
First |
3.166 |
8.3 |
58.1 km/h @ 7000rpm |
Second |
1.852 |
14.3 |
100.1 km/h @ 7000rpm |
Third |
1.259 |
21.0 |
147 km/h @ 7000rpm |
Fourth |
0.935 |
28.0 |
196 km/h @ 7000rpm |
Fifth |
0.794 |
33.0 |
231 km/h @ 7000rpm |
Final Drive |
4.062 |
|
|
Click HERE to
download the WAV file of my Engine sound. It has a stock exhaust.
|