B20 in a 99 Civic DX

I want to know all that i would have to buy in order to put a B20 from a prelude into my DX.

Do you have emissions checks where you're from? Cause it's illegal to put in a motor older than your car.

I live in columbus, Oh and we do not have any of those rules.

Columbus Ohio is what i meant.

Go Buckeyes!!! (I'm originally from Youngstown)

Correct me if I'm wrong, but isn't the B20 from a CR-V?

And I would suspect that a B20 would need quite a bit of work into a civic...yes? different mount points I think is the problem, I could be off, check the 92-95 forum FAQ on engine swaps, all the info you could want.

There you can also find out how to make the B20 v-tec, B20 with a b16a head? ...or is it b18 head? CR-V-tec. bitchin frankenmotor....torque and horsepower.

Ah-HA! The head doesn't clear the hood of the civic....here's the link to the 92-95 forum...I think all the same applies....

http://www.automotiveforums.com/vbulletin/showthread.php?t=19176

peace and engine grease!

Early model preludes had a B20, I have no idea if they are similar in anyway with the B20s from the CRVs.

Also, the B20 is essentially a bored out B18B. Has the same mount points and everything.

The early prelude B20's are junk.
The CRV- B20's are not bored out B18's.

The CRV- B20's are not bored out B18's.
Explanation please. From pretty much everything I've read they say that B20s are basically bored and stroked B18Bs with a few adjustments here and there.

Explanation please. From pretty much everything I've read they say that B20s are basically bored and stroked B18Bs with a few adjustments here and there.



Honda's Siamese-quadruplet cylinder liner casting

"In automobile development, the weight reduction is and always has been a significant and challenging issue. When the weight of the engine itself is to be reduced, the proportion of the weight reduction accounted for by the cylinder block is very large and thus very necessary," asserts Honda. The company has been vigorously developing and producing engines, many of whose major components are aluminum, particularly cylinder blocks. It adds, "Cast iron sleeves are being used as cylinder liners in more aluminum engines; this is an obstacle to further weight reduction." Some of the solutions Honda suggests are use of 1) a hyper-eutectic aluminum-silicon alloy (A390), 2) an aluminum liner on which Ni-SiC powdered dispersed plating is applied, and 3) a metal matrix composite, any of which enables the production of a linerless light-alloy cylinder block. At present, its cost is prohibitively high and its manufacturing process too complex for volume-production vehicle models.

So the more-commonly used technology is separate iron liners cast in the aluminum block, which in Honda engines requires at least a 9 mm minimum distance (web) between cylinders. These factors determine an engine's outer size in proportion to its cubic displacement, and there lies, literally, a rub.

In more practical considerations, Honda was readying its first compact sports utility vehicle, the CR-V, which would be produced, including its aluminum engine, at the company's Suzuka factory, the home of Civic cars. In fact, the CR-V, though a considerably larger vehicle, belongs to the broad Civic strategy that the company was pursuing, and that would produce more variants and derivatives.

The CR-V, with good off-road capability, would need an engine with about a 2.0-L displacement. Honda's type F20A engine of the Accord family, with its width of 694 mm, would not fit in the shell, and comes from another factory source. The engine must be of the compact type-B family, for the sporty Civic and Integra cars. The type B16A 1.6-L unit, and the B18B 1.8-L version, shared the same block with with the engine's overall width of 601 mm. The B18B's 1834-cc capacity was obtained by stroking the B16A to 89 mm. Further enlargement to a planned 2.0-L capacity could only be achieved by increasing the bore of the B18B, however, the engine's high-pressure die cast aluminum block with separate iron liners left no room for such enlargement. Thus the development of a new one-piece cast liner unit with four integrally cast cylinder liners came about, which Honda describes as "consecutive liner construction," or "quad-sequential sleeve block." It is more like Siamese-quadruplets. With this liner construction, the web distance, or distance between the inner walls of the adjoining cylinders, could be reduced to 6 mm from the separate lines' 9 mm, while retaining the same bore pitch. This was the essential requirement so that the new block could be cast and machined on the existing Suzuka lines. This enabled the addition of 3 mm to the bore, to 84 mm which, combined with the B18B's 89 mm stroke, increases the engine's cubic capacity to 1972 cc. Further, the increase in block mass is only 0.8 kg, from the B18B's 25.3 kg to 26.1 kg. Efforts were made to shave mass from other internal and external components of the B20B, achieving the end result of a total dry mass of 144.5 kg for the new engine, to the smaller displacement B18B's 148.1 kg, making it one of the lightest in its displacement category.

There were a number of technical problems that accompanied the new block construction that had to be solved. The main problems and solutions were as follows:

Deterioration in cylinder cooling because of the mono-liner construction--The liner connecting point between two cylinders is the most critical area that may be affected by different temperatures between the two materials, the aluminum block and the cast iron liner (there is no coolant passage in this area). A number of connecting point configurations were investigated at WOT at 6000 rpm. An optimized connecting point configuration with the least temperature rise in the area and in the aluminum portion was selected to ensure adequate cooling capability.
Casting gap that may develop between the iron liner and the aluminum block body during aluminum's solidification process--With the mono-liner, the direction of molten aluminum's solidification is different from that of casting-in separate liners. Residual stress exerts inwardly and fairly evenly in the case of separate liners, whereas with the mono-liner unit, its direction is outward along the aluminum casting's outer periphery, thus causing a separation or gap. Honda's solution was the casting of "spines," tiny cylindrical protrusions on the outer surfaces of the critical areas of the liners that ensure secure bonding of the two materials. Honda reports that gap occurrence has been reduced to one percent of what it would be without the spines.
Damaging of the casting and spine by residual stress--The spines receive solidification and contracting forces, thus the area around the liner wall connecting point is subjected to extremely high residual stress, which may damage the spines or crack the aluminum casing. A clamp placed atop each cylinder liner, that provides a path to molten aluminum, disperses concentration of stress, making it similar to that of a separate liner.

Liner distortion due to casting stress--In the mono-liner block casting, contracting force is greater in the X axis (the block's lengthwise direction), that may deform the cylinder bore shape. The mono-liner unit has calculated, slightly oblong circular shapes that re-form to true circular shapes during cooling. Further, the liner unit's bottom portion is subjected to higher solidification stress, bcause of larger aluminum mass in the area. The liner is, therefore, initially shaped as a frustum, which re-forms into a right circular cylinder in casting.
A senior Honda engineer says that mono-liner casting techniques had been presented in papers, the oldest by Ford to his knowledge, and some six years ago by Daihatsu; however, one has reached actual product application. Honda has applied for 13 patents comprising 44 items, according to the engineer.

Honda's type B20B engine has a total capacity of 1972 cc. This is made possible by the novel casting technique allowing thinner walls between cylinder.

reprinted from Automotive Engineering, January 1996

I thought the B20 having 1 piece sleeves and them getting hot spots was common knowledge at this point. :dunno:

There is a great article about it that was written by a Honda engineer I believe. I've posted the link before...should find that thing again.

The B20 i have is from a 91 prelude, it has no miles at all. I got it off of a friend for a $100. It has not even had oil in it. One of my friends is selling me the motor mounts for $50. I am gettin a head off of a integra LS engine and the transmission from the LS. I am told that the stock ecu should work with the B20.

You will not get that motor to work in your car. You have the incorrect B20 for what you think.

I have been thinking about ptuuing a si engine in my car or something else that comes from a stock civic. Any suggestions?

Not to be an ass, Es99DX, buuuuttt....rather than reply, I will refer you to the FAQ section in the 92-95 forum (engine swap guide) all the info about all the engines you could want.

check that bad boy out, then use the search in this forum to check out all the pros and cons about various swaps into 6th gen civics.

need some naviagtional help, hit me with a PM or e-mail.
-wheel