MENUGuide to performance tuning the B16 engine from Honda
"Honda B16 Tuning"
We examine the options for your B16 tuning and summarise the optimum modifications.
Honda B16s make awesome project cars and with the best modified mods you can dramatically enhance your driving fun.
We rely on our visitors to pass on tips and tell us about their projects and what worked on their car, and this article is the culmination of the feedback we have received. First let us look at the history and specs of this engine and then consider which tuning modifications work best on it.
History of the B16 Engine
B16A (First Generation) VTEC
- 1989-1993 Honda Integra XSi
- 1989-1991 Honda CRX SiR (EF8)
- 1989-1991 Honda Civic SiR (EF9
Power: 160 hp (119 kW; 162 PS) at 7,600 rpm & 150 N⋅m (111 lb⋅ft) at 7000 rpm
B16A (Second Generation)
- 1992–1993 Honda Integra "XSi" (DA6,DA8)
- 1992–1994 Honda Civic SiR/SiRII (EG6)
- 1992–1993 Honda Civic Ferio SiR (EG9)
- 1992–1995 Honda CR-X del Sol SiR (EG2)
- 1996–1998 Honda Civic SiR/SiRII (EK4)
- 1996–2000 Honda Civic Ferio SiR (EK4)
Power: MT: 172 PS (127 kW; 170 hp) at 7400 rpm & 157 N⋅m (116 lb⋅ft) at 7000
B16B (Type R) DOHC VTEC
- 1997–2001 Civic Type R
Power: 185 PS (182 bhp; 136 kW) at 8,200 rpm
B16A1 DOHC VTEC
CRX'1.6 DOHC VTEC (EE8) - European market (EDM)
Civic'1.6 DOHC VTEC(EE9) - European market (EDM)
Power: 150 hp (112 kW; 152 PS) at 7600 rpm
B16A2DOHC VTEC
1992-2000 Honda Civic EDM VTi (EG6/EG9 & EK4)
1992-1997 Honda Civic del Sol EDM VTi (EG)
1996-1997 Honda Civic del Sol VTEC USDM (EG2)
1996-1998 Honda Civic AUDM & NZDM Vti-R (EK4)
1999-2000 Honda Civic AUDM Vti-R (EM1)
1999-2000 Honda Civic USDM Si (EM1)
1999-2000 Honda Civic SiR Philippines (EK4 sedan)
1999-2000 Honda Civic CDM SiR (EM1)
Power: 160 hp (119 kW; 162 PS) at 7,600 rpm & 111 lb⋅ft (150 N⋅m) at 6,500 rpm
B16A3 DOHC VTEC
1994-1995 Del Sol VTEC USDM VERSION
Power: 160 hp (119 kW; 162 PS) at 7,600 rpm & 111 lb⋅ft (150 N⋅m) at 6700 rpm
B16A5 VTEC
1996-2000 Civic Si-RII (JDM version) (EK4)
Power: 174 hp (130 kW; 176 PS) at 7800 rpm & 150 N⋅m (111 lb⋅ft) at 6300 rpm
B16A6 VTEC
1996-2000 Civic Si-RII (JDM version) (EK4)
Power: 174 hp (130 kW; 176 PS) at 7800 rpm & 150 N⋅m (111 lb⋅ft) at 6300 rpm
What are the most effective B16 mods
Just because a upgrade is popular with B16 owners it doesn't mean it is good, instead we will focus upgrades that will give your B16 the biggest power gain return for your cash.
B16 head swaps are popular with VTEC being added to the non VTEC as a relatively simple and significant power hike, although a decent cam profile will virtually match this for top end.
The cam profile plays a big part in the engines power output so cam upgrades make quite a large difference. The intake and exhaust durations will alter depending on the chosen cam profile, so large engines power gains are on offer for cam upgrades.
Fast road cams normally boost the torque over the rev band, you might lose a little low end bhp but high end rpm power will be better.
Motorsport and race cams, boost the high end rpm power band but as a result the car will not idle smoothly and low end power nearly always suffers.
For a road car must carefully try to optimize your engines power to your driving style.
I would be surprised if you find a Race camshaft is a pleasure to live with when driving in heavy traffic.
Each engine responds better to more or less aggressive camshaft durations so set your engine up on a rolling road.
The map and injectors and fuel pump also have an effect on the torque gains you'll make.
Longer valve durations can alter the torque band and on most engines the exhaust and intake durations do not need to match, although most cams and tuners use matched pairs there are some advantages to extending the intake or exhaust durations.
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How to tune your car
- Improve the handling
Focus on Suspension improvements, such as coilovers and make sure the bushings are in good order and that the alignment is correct. Then focus on improving the brakes, with a big disk brake conversion kit and fast road brake pads.
- Remove restrictions
Focus on the intake and exhaust with filters being the common point of restriction in a tuned car. Intercoolers may also become restrictive on turbo engines so this may also need to be uprated.
- Burn more fuel & air
Increase the fuelling so it matches the air coming into the engine. The ratio is important so you need to improve the fuel pump and injectors, so the head mods, big valve conversions, fast road camshafts and forced induction upgrades extra supply of air is adequately met.
- Test and replace any weak parts
Weak areas are commonly the clutch, the turbocharger and pistons and crankshaft in a highly tuned engine. Makes sure these components will cope with your power aspirations.
- The Tune or Remap
A cars ECU controls the fuel, timing, spark and even the turbo in some cases, so to fully extract your gains you should remap the car last and this will fully release the power. Some cars are easy to map, and others require piggyback ECU's or aftermarket ECU's but this is the most vital step of your tuning project.
Modifying to Stage 1:
Intake headers, Sports exhaust manifold, Fast road camshaft, Remaps, Panel air filters .
Modifying to Stage 2:
Ported and polished head, fuel pump upgrades, high flow fuel injectors, Fast road cam, Sports catalyst & performance exhaust, .
Modifying to Stage 3:
Adding or Upgrading forced induction (turbo/supercharger), Twin charging conversions, Internal engine upgrades (pistons/head/valves), Competition cam, Engine balancing & blueprinting, increasing the compression ratio.
Remaps will help release the full potential of all the tuning mods you've done to your B16.
It will usually give around 30% more power on turbocharged vehicles and 15% on NASP engines, but you mileage will vary depending on the tuning mods you've done and the condition of your engine.
Pushing air and fuel into the B16 engine is the whole point to any performance tuning task.
Air Intake manifolds take the air during the suck phase from the air cleaner and allow it to be pulled into the engine and mixed with fuel.
Design and rate of flow of the Air Intake manifolds can make a noticeable difference to to fuel atomization and engine efficiency on the B16.
On popular production engines intake headers are in dire need of aftermarket tuning parts, although some manufacturers provide reasonably well designed intake headers.
Big valve conversions on the B16, getting port work and head flowing will also improve power, and importantly will afford you a better power increase on other parts.
B16 turbo upgrades - which are best?
The more air to get into an engine, the more fuel it can burn and uprating the induction with a turbocharger upgrade makes massive power gains.
NASP engines need quite a lot of work when you add a turbo, so we have a separate guide to help you take into account the pros and cons of going this route on your B16
There are reliable limits for every engine, with some being incredibly solid and some only just able to handle stock power
We recommend you find these limitations and upgrade to higher quality crank and pistons to utilize the power. It's not unheard of people spending a lots of money on turbo upgrades on the B16 only to have the B16 go up in smoke soon after it's been finished.
You'll commonly see there is a limit in the air flow sensor AFM/MAP on these engines when a lot more air is being drawn into the engine. Going up you'll find 4 bar air sensors coping with quite large power gains, whereas the OEM air sensor limited bhp at a much lower level.
Adding a supercharger or additional turbo will make large power gains, although more challenging to get working. We have a twincharger power adding guide if you want to read more.
Fuelling
Don't forget to improve the fuelling when you are increasing the bhp and torque - it makes the car more thirsty.
Don't forget to be generous with your injectors flow rate.
As a rule of thumb add 20% capacity when buying an injector, this accounts for injector deterioration and gives a bit of spare capacity should the engine need more fuel.
B16 Exhaust
You should look to boost your exhaust if your current exhaust is actually creating a flow problem.
On most factory exhausts you'll find the flow rate quite well even on modest power gains, but when you start pushing up the power levels you will need to get a better flowing exhaust.
Do not go with the largest exhaust you can get this will reduce the exhaust flow rate - the best for power gains are usually between 1.5 to 2.5 inches. It is the shape and material more than the bore size.
Common exhaust restrictions can be traced to the emissions filters installed, so adding a higher flowing race alternative will help avoid this restriction.
Weakspots and problem areas on the B16
The B16 engines are generally extremely reliable and solid as long as they are regularly serviced and maintained. Problems and weakspots are thankfully unheard of if the car is well maintained and looked after.
Regular oil changes are vital on the B16, especially when tuned and will help extend the life and reliability of the engine.
Camshaft seals can leak, they have been known to burn oil, especially if not properly serviced and looked after.
Keep an eye out for idle issues, these are usually down to the TPS or IAC valves.
For more information on Tuning your Honda engine please join us in our friendly forum where you can discuss B16 tuning options in more detail with our B16 owners. It would also be worth reading our unbiased Honda tuning articles to get a full grasp of the benefits and drawbacks of each modification.
Please help us improve these tips by sending us your feedback in the comments box below.
We love to hear what our visitors have got up to and which parts work best for them on each model of car. Comments are used to improve the accuracy of these articles which are continually updated.
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