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.
Contents
F18A
This engine was also used in the Rover 618i, assembled in Swindon at the Honda facility.
F18B
This engine was used for the Honda Accord 1.8 VTS/VTE in Japan. Also found in the European Honda Accord VTEC S.
The F18B won the 1.4-1.8 L category of the International Engine of the Year competition for 2000.
Specifications
F20A
This engine series was used in the Accord, Ascot Innova and Prelude in Japan and Europe. The DOHC F20A was also derived from this engine (see below).
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 USDM 1992-1993 Accord Coupé (CC1).
F20B3
Used in the Honda Accord Coupe (CD9) (1994-1997) and the Honda Accord Aerodeck (CE2) (Wagon) (1994-1997) Produced for the Netherlands, Belgium, France, Germany, Switzerland and Luxembourg
All the models that came with the F20B3 had a 5 speed manual gearbox.
Specifications
F20Z1
This engine series is similar to the F20A above, used in the Honda Accord CC7 (1993-1996) and CE8 (1996-1998) in Europe. Also the Rover 620i (1993-1999)
Specifications
F20Z2
This engine is an older, low compression version of F20Z1. This engine was used in the same models like F20Z1 but in years 1993-1996.
Specifications
F22A
This engine series was used in the Honda Accord and Honda Prelude S. Aside from differences in tuning, these engines are substantially similar.
Specifications
F22B1
This engine was used in the 1994-1997 Honda Accord EX (1993 in JDM Accord models 2.2VTE, VTL & VTS) 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
F22B
The F22B2, F22B3, F22B6 and F22B8 are similar, though their exhaust headers vary between each.
F23A1
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 entire rpm range.
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 revolved 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
NVH
Transmission
Specifications
F23A4
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 that uses an AFR (Air Fuel Ratio) oxygen sensor when compared to the F23A1.
F23A5
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
F23A7
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.
Bore 86mm x stroke 97mm. Compression ratio: 9.3:1
F20A
This engine was used in the 1990–1993 CB3 and CB4 Honda Accord 2.0Si and Honda Prelude Si - SR Japan- europa
Specifications
F20B
This engine series was used in the 1997-2001 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 bigger cams, intake and throttle body from the H22 type S.
Specifications
F20C
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
F22C1
This engine was a reworked version of the F20C, a new rod stroke ratio the redline was dropped to 8000RPM to produce better low end torque. The camshafts were also revised along with valve spring and retainers. All these changes increased the peak torque by 6% however the power output stayed the same.
Specifications
F22B
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.