Honda / Acura B Series Engine

Honda / Acura B Series Engine

The B-Series engine was offered in Integras, Civics, Preludes, Accords, CRXs, Del Sols and CRVs. This engine had 28 different engine codes. The letter B is normally followed by two numbers to designate the displacement of the engine, another letter, and in US-spec engines, another number. Most Japanese engines do not have the final number. I.e. The B18C5 is a US Type R and the B18C is a JDM Type R. 







General Information

Haltech Elite Series Setting
Value
Number of Cylinders
4
Capacity
1.6L, 1.7L, 1.8L, 2.0L 
Firing Order
1-3-4-2
Engine Type
Piston 4 - Stroke
Injection Mode
Sequential
Number of Inj
4
Inj Flow/Size
235cc - 240cc
Inj Current Setting
Low
Ignition Mode
Distributor | Direct when Upgraded to K-Coils 
Ignition Edge
Distributor Rising | K-Coils Falling 
Ignition Dwell Mode
Constant Charge
Trigger Tooth Pattern
24 common or 16 
Home Tooth Pattern
1
ESP Trigger Pattern 
Honda - B Engine
TDC Angle

~445 (movable distributor) 

Trigger Sensor Type
Reluctor
Trigger Sensor Edge
Falling
Trigger Filter Level
0
Trigger Pullup
-
Trigger Ground Ref
Disabled
Home Sensor Type
Reluctor
Home Sensor Type
Falling
Home Filter Level
0
Home Pull-up
-
Home Ground Ref
Disabled
Home Min RPM
-
Quick Start
Disabled
Notes

The trigger is commonly upgraded to T1. This trigger places 12 Crank and 1 Home Magnet on the Exhaust Cam Gear and uses a Dual Channel Hall Effect sensor (~TDC 490) | Generic - Multi-tooth - Single Tooth Home | On Cam | 



Elite 1000 or 1500 with B-Series Plug N Play adapter (HT-140840) for the following vehicles:


ECU Code (Middle 3 Characters) 
Vehicle (Some vehicles are not B-series, may use Engine Harness) 
P05
92-95 Civic CX
P06
92-95 Civic DX
P07 
92-95 Civic VX
P08
92-95 Civic D15 JDM
P0A
94-95 Accord EX
P13
93-95 Prelude Vtec
P14
93-95 Prelude Si (Non-Vtec) 
P27
92-95 Civic EG JDM SOHC 1.6l
P28
92-95 Civic Si/EX
P30
92-95 DelSol DOHC Vtec Si/EG Sir
P61
92-93 Integra GSR
P72 
94-95 Integra GSR
P74/75 
92-95 Integra LS/GS








Sensor Information

Trigger System

The B-series engines use a Distributor that has the trigger system.  Early models have a 16x tooth pattern however most models have 24x teeth and Honda refer to this as the CKP sensor.  There is a second trigger system with just 4x teeth that is used by Honda purely for engine starting that is not used by Haltech ECUs, and they refer to this as the TDC Sensor.  For engine sync there is a 1x tooth pickup that is referred to as the CYP sensor.



Some models have a crank trigger (CKF - Crank Fluctuation) with 12x teeth but still use a distributor.  This can be used in place of the 24x pickup for more accurate ignition timing and is highly recommended. Trigger Configuration settings remain the same.
  




Trigger Configuration

The same trigger configuration is used for B16A and B18C.  You can simply change the Trigger Type between the two.






Cylinder Identification                                                                                                                   Sensor Location













Distributor 

All sensors inside the distributor are Reluctor Sensors.



  





























Distributor Pin
Sensor
Haltech Color
Haltech Output 
Elite 550 / 750 
Elite 1000-2500 
1
Ignition Input Signal
Yellow / Black 
Ignition Output #1 
3
A3
2
CKP P
Yellow
Trigger (+VE)
31
B1
3
TDC + (4 Events | Not Used)


-

4
CYP P
Yellow
Home (+VE)
32
B2
5
CKP M
Green
Trigger (-VE)
33
B5
6
CYP M
Green
Home (-VE)
34
B6
7
TDC - (Not Used)


-

8
Engine Speed (tacho)




9
Ignition Input 12v Switched 
Red/ Yellow
6 Circuit Fust Block
(Ignition Relay) 
 









Ignition System

The ignition coil is incorporated in the distributor along with the igniter module.  The ECU controls the dwell time so the configuration should be set to Constant Charge.  What is unique is that these igniters use a RISING output edge from the ECU.  For wiring see the Trigger system above.

Dwell












Throttle Position Sensor (TPS)






TPS Pin 
Function
Haltech Color
Elite 550 / 750 
Elite 1000-2500
1
Signal Ground
Black / White
11
B14 / B15 / B16
2
TPS
White
14
A14
3
5v Supply 
Orange
9
A9








MAP Sensor
















MAP Pin
Function
Haltech Color
Elite 550 / 750
Elite 1000-2000
1
5v  Supply 
Orange
9
A9
2
MAP
Yellow
15
A15
3
Signal Ground
Black / White 
11
B14/ B15 / B16










Vehicle Speed Sensor

















VSS Pin
Function
Elite ECU 
1
Ground
-
2
Switched 12v
-
3
VSS
Any Available SPI or DPI









Coolant Temperature Sensor (TW) 

The Coolant Temperature Sensor for the ECU is called the TW sensor- located on end of head- This sensor is not polarity dependent. 
Note: The coolant Temp Sensor from the "Sensor Location" image above is labeled TW.  The Single wire sensor labeled Coolant Temp connects to the factory dash gauge. 






TW Pin
Function
Haltech Color
Elite 550 / 750
Elite 1000-2000
1 (Red/White)
Coolant Temp (Pull Up)
Violet
30
B4
2 (Green/Blue)
Signal Ground
Black/ White 
11
B14/ B15/ B16


Coolant Temp Gauge Sender

Single wire connector by the distributor. This wire runs directly to the factory gauge. 

Fan Switch

A two-wire sensor located at the Thermostat. This switch grounds the thermofan relay above 196-203F and opens the circuit (off) bellow 181 -189F. The Thermofan function can be used in place of this switch.








Air Temp

The sensor is commonly upgraded to an open body sensor similar to HT-010204 due to the slow response time of the factory AIT. 
A two-wire sensor located on the Intake Manifold. This sensor is not polarity dependent.  Caution: this connector is the same as the Idle Air Control Valve.  If the IAC is connected the sensor will fail.






 



AIT Pin
Function
Haltech Color
Elite 550 / 750
Elite 1000-2000

Air Temp (Pull Up)
Gray 
29
B3

Signal Ground
Black/ White 
11
B14/ B15/ B16









Alternator

 



















                        
B (Large Lug) 
Connect to Battery Positive
C (Control)
The voltage regulator sends a voltage to the ECM through the C circuit. Holding this circuit high (8v) to signal the high output mode or it pulls the voltage low to signal the low output mode. 
FR (Field Reference)
Used to inform the ECU of charging mode (In High Output Idel RPM can be increased). The ECM sends 5V to the voltage regulator through the FR circuit. When the field rotor is on, the voltage regulator will pull the voltage down and when the field rotor is off it will hold the voltage high
IG ( Ignition) 
Battery Power when Key is on 
L ( Lamp)
Early Models: directly provided ground for the warning lamp if a problem was present. If everything was in spec, the voltage regulator removed the ground by providing positive source voltage on the L circuit.

Late models: the ECM sends source voltage to the L circuit. If a problem occurs, the voltage regulator will pull the voltage on the L circuit to ground.
Notes: 
During heavy electrical or mechanical loads (i.e., if the AC clutch is engaged), the ECU will set the charging voltage to 14.4-14.9V (high output mode); during startup and light electrical load conditions, the ECM will set the charging voltage to 12.4-12.9V (low output mode). The factory ECM does this by monitoring an Electrical Load detector. ESP can replicate this by setting up conditions. 

The ECM uses the low output mode when the engine is starting or if all of the following parameters are met (otherwise it uses High Output mode):
  1. electrical Load below 15 Amps (varies with vehicle)
  2. vehicle speed between 10-45 mph or at idle while in drive
  3. engine speed below 3,000 rpm
  4. coolant temperature above 167°F (75°C)
  5. A/C Switch Off
  6. Intake air temperature above 68°F (20°C)









Electrical Load Detector 


This sensor informs the ECU of the amount of electrical energy being used by the vehicle. The ECM sends a 5V reference to the ELD and the ELD pulls the reference voltage to ground as electrical load increases. There should be 2-4 volts found at the ELD terminal when the vehicle is under low electrical load and 1-2 volts under high electrical load. 














Evap Solenoid


 











 When the engine coolant temperature is below 163F (73c) the ECU supplies a ground to the EVAP solenoid which cuts vacuum to the EVAP Purge control diaphragm valve. 

 Pin
Function
Elite ECU

Switched Power when Key on 
-

Evap
Available Output 
(Active Low)









Dual Runner / Intake AIr Bypass (GSR + H22)




When the engine rpm is below 5,750, the IAB control solenoid valve is activated by the ECU (Active High). Intake air flows through the long intake path, to deliver more torque. At speeds above 5,750 the solenoid valve is deactivated allowing for less airflow resistance through the short intake path.  





 Pin
Function
Elite ECU

Dual Intake Runner 
Available Output 
(Active High)

Switched Battery Power
-









VTEC (Variable Valve Timing and Lift Electronic Control)



The VTEC system uses two (or occasionally three) camshaft profiles and hydraulically selects between profiles.  It is distinctly different from standard VVT (variable valve timing) systems which change only the valve timings and do not change the camshaft profile or valve lift in any way.

The "Cam Control Switched" function can be used to control the VTEC solenoid. At the switch point, a solenoid is activated that allows oil pressure from a  spool valve to operate a locking pin which binds the High Lift Rocker. The oil pressure flows past this rocker, essentially creating a small oil passage leak. On average, oil pressure drops 15psi.  Vtec should never be active at low RPM due to the loss of oil pressure. Typically Vtec should activate above 4500+ rpm. 







Pin
Function
Elite ECU 
1
Cam Control Switched
Stepper or DBW
(High Side Output) 


Vtec Pressure Switch 

On some applications, a Vtec pressure switch is used to monitor Oil pressure. If the pressure is not adequate, Vtec will not engage. Haltech ECUs do no require this switch or condition to activate Vtec. This switch completes a circuit to ground when active. 

Pin
Elite ECU
 1
AVI or Spi |  Pulled to ground | Pull Up
2
Thermostat Ground










Idle Control (IACV)

BAC Two-wire signal available from any Elite ECU. 


IAC Pin
Function
Elite ECU
1 (Blue / Black)
Idle Control
Available Output (Low Side)
2 (Yellow / Black) 
12v Ignition Power
-









Steering Pressure Switch (Vehicles with Power Steering) 

Switch to the ground when pressure is on the steering rack. This can be used to increase the target idle (Duty Cycle) 
-Any available Inputs  (Pull Up recommended) 



 Pin
Function
Elite ECU

Power Steering Switch
Available Input
(Pulled to Ground Active)








OEM ECU






    • Related Articles

    • Honda K series engine

      The Honda K-series engine is a line of four-cylinder four-stroke car engine introduced in 2001. The K-series engines are equipped with DOHC  valvetrains and use roller rockers to reduce friction. The engines use a coil-on-plug, distributorless ...
    • What’s So Special About Honda’s K-series

      Honda’s contribution to motorsport and the JDM performance scene is unquestionable and today we’re going to take a closer look at what is arguably the most popular “modified” Honda engine – the K-series. Once upon a time in Japan…. Let’s start with a ...
    • VTEC Magic – MCM Mini Revisited

      This little green Mini is one of Mighty Car Mods’ most enduring and popular builds. In its original guise, it was powered by a 1275cc, Siamese port engine supplemented with a belt-driven supercharger. Fast forward a couple of years and the guys ...
    • Rotary Engine

      Mazda Rotary Engine installation and tuning information Engine Information Identification Only turbo models (other than RX8) have been covered. 12A Turbo Available in the JDM RX7 Sereis 3 and some HB Cosmo models.  This was a popular easy engine swap ...
    • EJ20 Engine

      Information on the Subaru EJ20 Turbo engine.  The focus here will be on engines found in the WRX only. General Information Cylinders 4 Displacement 1994 cc / 121.7 ci Firing Order 1,3,2,4 Cylinder Orientation Boxer horizontally opposed Cyl 1 located ...