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Honda C engine

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Honda C engine
Overview
ManufacturerHonda
Production1985–2005
Layout
Configuration90°V6
Displacement2.0 L (1,996 cc)
2.5 L (2,494 cc)
2.7 L (2,675 cc)
3.0 L (2,977 cc)
3.2 L (3,179 cc)
3.5 L (3,473 cc)
Cylinder bore82 mm (3.23 in)
84 mm (3.31 in)
87 mm (3.43 in)
90 mm (3.54 in)
93 mm (3.66 in)
Piston stroke63 mm (2.48 in)
75 mm (2.95 in)
78 mm (3.07 in)
91 mm (3.58 in)
Cylinder blockmaterialAluminum
Cylinder headmaterialAluminum
ValvetrainSOHC&DOHC4 valvesx cyl. (VTEConly in DOHC engines)
Compression ratio9.0:1, 9.6:1, 10.2:1
Combustion
TurbochargerVariable geometry(some versions)
FuelsystemFuel injection
ManagementElectronic Control Unit
Fuel typeGasoline
Cooling systemWater-cooled
Output
Power outputFrom 145–294 PS (107–216 kW; 143–290 bhp)
Torque outputFrom 167–314 N⋅m; 123–231 lbf⋅ft (17–32 kg⋅m)
Chronology
SuccessorHonda J engine

Honda's first production V6 was the C series; it was produced in displacements from 2.0 to 3.5 liters. The C engine was produced in various forms for over 20 years (1985–2005), having first been used in theKA series Legendmodel, and its British sister car theRover 800-series(andSterling).

All C engines share in common a 90-degree V-angle from bank to bank, common cylinder block bore centers, and four valves per cylinder. It is an all-aluminum design, and uses timing belt-driven single or dual overhead camshafts; the water pump is also driven by the timing belt.

All C engines use an interference design; if the timing belt fails, any open valves will clash into the pistons, and severe engine damage will occur.

The engine family can be broken down into three sub families:

  • C20A, C20AT, C25A and C27A (transversely mounted)
  • C30A and C32B (transversely mounted rear)
  • C32A, C35A, and C35B (one-off) (longitudinally mounted)

As a general rule, interchange of parts will not work between these sub groups.

C20A

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SOHC1,996 cc (2.0 L)

  • 145 PS (107 kW; 143 hp) at 6,500 rpm
  • 167 N⋅m; 123 lbf⋅ft (17 kg⋅m) at 5,500 rpm

Japan only;

Thevariable length intake manifoldused six individual small-bore intake runners below 3,500 rpm for each cylinder and added an additional six individual larger bore intake runners at higher RPMs.

TheC20ATwas aturbochargedversion, called the "Wing Turbo", producing 190 bhp (142 kW; 193 PS).

Japan only:

Honda replaced the variable lengthintake manifoldwith avariable geometry turbochargerto the C20A engine used in theJapanese Domestic MarketLegend. The turbo withintercooler-equipped engine was the C20AT engine and are extremely rare. Honda pioneered variable-geometry turbo chargers. The "Wing Turbo", as Honda called them, were controlled by an 8-bit processorECUand they were constantly adjusting. Basically, at low speeds the wings surrounding the turbine wheel inside the compressor housing on the intake side would be nearly closed to speed and direct exhaust pressure precisely on the turbine wheel. At 2000 rpm, the wings would fluctuate and it would act like a much larger turbo to increasefuel economyas needed. This car was quick and powerful, but the price premium over the slightly longer and wider Legend with the 2.7 L (2,675 cc)naturally aspiratedV6 was too much for most, so the car disappeared. This was one of the only production Hondas ever turbocharged from the factory (excluding turbo engines ofkei carfor the Japan domestic market), along with theK23A1straight-4 engine used in theAcura RDXand theERstraight-4 engineused in the first generationHonda Cityuntil model year 2017, when most of their model lines had the option of the 1.5Lturbochargedengine.

C25A

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SOHC(2.5 L) V6 24 valves, 9.0:1 compression

Japan

  • 165 PS (121 kW; 163 hp) at 6,000 rpm
  • 211 N⋅m; 156 lbf⋅ft (21.5 kg⋅m) at 4,500 rpm

North America:

  • 1986-1987Honda LegendSedan, 1986-1988Rover 825Sedan,
    • 151 bhp (113 kW; 153 PS) at 5,800 rpm
    • 213 N⋅m; 157 lbf⋅ft (21.7 kg⋅m) at 4,500 rpm
    • UK and Europe (sold in US asSterling 825i)

The engine utilized a 90 degree V-angle to the crankshaft in preference to the taller but more common 60 degree design, with a compression ratio of 9.0:1. Thecrankshafthad crankpins offset 30 degrees to provide a low profile engine that fires smoothly and evenly. The block and cross flowpent roofcylinder headswith 24 valves aredie-castfromaluminum alloyand thecylinder boresare lined withcast iron.Theexhaust systemuses equal lengthexhaust pipesconnected to theExhaust manifoldto minimize scavenging resistance and maximum total exhaust efficiency. An external high capacity water cooled oil cooler and filter maintain an efficient oil temperature.

C27A

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TheSOHCC27Ais a 2.7 L version, with the major upgrade being the addition of avariable length intake manifold,producing up to 132 kW (179 PS; 177 bhp)

Applications; non-North America:

Applications; North America:

  • C27A1 - 1987-1990Acura LegendCoupe, 161 bhp (120 kW; 163 PS) (catalyst)
  • C27A1 - 1988-1990Acura Legend,161 bhp (120 kW; 163 PS) (catalyst)
  • C27A4 - 1995-1997Honda Accord,170 bhp (127 kW; 172 PS) (catalyst) For this particular vehicle the engine was updated with a more efficient intake manifold.
  • C27A1 - 1988-1991Sterling 827,168 bhp (125 kW; 170 PS) (catalyst)

C30A

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TheDOHCVTECC30Ais a 2,977 cc (3.0 L) version, producing 270 bhp (274 PS; 201 kW) at 7,300 rpm and 284 N⋅m; 210 lbf⋅ft (29 kg⋅m) oftorqueat 6,500 rpm, with a 10.2:1 compression ratio. The engine has a bore and stroke of 90mm x 78mm, making the engine highly over square, which facilitates a shift in power to the higher end of the rpm range. It utilizes a crankshaft with offsetcrankpinsto achieve an evenly spaced firing interval of 120°, something typically unattainable with a 90° cylinder bank angle. Honda selected the 90°V6as the NSX's optimal engine choice, striking a balance between packaging, complexity, and lowering the car'scenter of gravity.The engine was the second Honda engine ever to utilize Honda's proprietary VTECvariable valve timingsystem in an automotive application after the B16A, which adjusts cam lift depending on engineRPMandthrottleposition. VTEC allows the C30A to produce a high maximum power level while maintaining a relatively flat torque curve. C30A was also equipped withVariable Volume Induction System (VVIS),which used a primary and a secondary intake plenum. Secondary intake plenum engages at 4800 RPM to improve engines breathing ability and broadens torque curve.[1]

The C30A also made use of titaniumconnecting rods,which was another first in a mass-production vehicle. The lightweight rods allowed a higher RPM to be achieved while maintaining the strength of traditional steel rods. The C30A block is an open-deck design made from an aluminum alloy with cylinderssleevedin ductile iron. The heads are4 valvespercylinder(24 valves per engine total), twin-cam design and contain the VTEC mechanism, which is actuated by oil pressure. For maximum performance, the C30A uses adirect ignitionsystem, with individualignition coilspositioned directly over each cylinderspark plug.

With itsDOHClayout and its lightweight rotating assembly, the C30A is capable of reliable high RPM operation, but due to its complexity, cost, and use of exotic materials, the C30A was used exclusively on Honda'sNSXcar. For NSXs equipped with a 4-speed automatic transmission, Honda used a slightly less powerful version of the C30A, with less aggressivecamtiming and producing 252 bhp (188 kW; 255 PS).

Though never mass produced, a heavily upgraded version of the engine was briefly used in GT-spec NSXs for the 2004JGTC racing seriesby theTeam Honda Racingsatellite team.This engine was extensively modified byMugenand was the first turbocharged Honda engine used in the series: prior GT-spec NSXs used a variant of thenaturally aspiratedC32Bengine. Though the exact performance figures were kept secret, it is rumored to output more than 500 bhp (373 kW).

Applications:

C32A

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TheC32Ais a 3,206 cc (3.2 L) version. TheSOHCdepending on model year, produces 200 hp (203 PS; 149 kW) or 230 hp (172 kW).

Applications;

  • C32A - SOHC USDM - 200 hp (203 PS; 149 kW) and 284 N⋅m; 210 lbf⋅ft (29 kg⋅m)
  • C32A6 - SOHC USDM - 200 hp (203 PS; 149 kW) and 284 N⋅m; 210 lbf⋅ft (29 kg⋅m)
  • C32A1 - Also known as the "Type-II"; uses a higher flowing intake manifold and slightly more aggressive camshaft - SOHC USDM - 230 hp (233 PS; 172 kW) at 6200 rpm and 279 N⋅m; 206 lbf⋅ft (28.5 kg⋅m) at 5000 rpm.
  • C32A5 - SOHC JDM - 200 hp (203 PS; 149 kW) and 284 N⋅m; 210 lbf⋅ft (29 kg⋅m)

C32B

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TheC32Bis a highly tunedDOHCV6 used in theHonda NSX,which produces 290 bhp (294 PS; 216 kW) at 7,100 rpm and 304 N⋅m; 224 lbf⋅ft (31 kg⋅m) at 5,500 rpm oftorque,retaining the 10.2:1 compression ratio from the C30A. The engine is essentially an update to the C30A and does not share commonality with the C32A. Honda increaseddisplacementto 3,179 cc (3.2 L; 194.0 cu in) through the use of larger 93 mm (3.66 in)pistonsover the 90 mm (3.54 in) used in the C30A, while leaving the 78 mm (3.07 in) stroke the same. To accommodate the larger pistons, Honda used an advanced metallurgical technique on the cylinders called Fiber Reinforced Metal (FRM), in which an ultra lightweight alumina-carbon fiber is cast into the traditional aluminum alloy for enhanced rigidity. This process allowed thinner cylinder walls to be used while providing acceptable cooling characteristics. The C32B also used 36 mm (1.4 in) intake valves, which are 1 mm (0.04 in) larger than those in the C30A.

Applications:

C35A

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TheC35Ais aSOHCand carries the largest displacement of the C series at 3,473 cc (3.5 L; 211.9 cu in). The C35A was the first mass-produced engine to use block forged connecting rods contributing to precise balancing and an exceptionally strong bottom end.[2]The C35 also contains a balance shaft to dampen engine vibrations associated with 90 degree design V6 engines.[2]Besides the addition of these forged components, the overall design is similar to its smaller counterpart the C32A, with some parts being interchangeable. The 9.6:1 compression ratio of the C32A is also retained, despite the increase in displacement.[2]

Applications:

  • C35A - SOHC JDM - 212 bhp (215 PS; 158 kW)
  • C35A1 - SOHC USDM - 210–225 bhp (213–228 PS; 157–168 kW)
    • 1996-2001Acura 3.5RL;210 bhp (213 PS; 157 kW) at 5200 rpm and 304 N⋅m; 224 lbf⋅ft (31 kg⋅m) of torque at 2800 rpm[3]
    • 2002-2004Acura 3.5RL;225 bhp (228 PS; 168 kW) at 5200 rpm and 314 N⋅m; 231 lbf⋅ft (32 kg⋅m) of torque at 2800 rpm
  • C35A2 - SOHC EDM - 202 bhp (205 PS; 151 kW)
  • C35A5 - SOHC EDM - 205 bhp (208 PS; 153 kW)

C35B

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TheC35B(name unconfirmed) is aDOHCV6 withVTECwhich shares basic design properties with itsSOHCnon-VTECcounterpart but with more aggressive camshafts and slightly lighter cylinder walls. This was the onlyDOHCVTECV6 ever built byHondafor longitudinal applications and was only used in one non-production car, the Honda FS-X concept.

Applications:

  • 1991 Honda FS-X concept - 280 hp (284 PS; 209 kW)

See also

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References

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  1. ^"JDM Spec Engines - Honda C30A Engine".Archived from the original on 2011-06-11.Retrieved2012-12-07.{{cite web}}:CS1 maint: unfit URL (link)
  2. ^abc"G2: DIY: Engine Swaps: C35 Swap".Acuralegendwiki.org. 2010-01-02. Archived fromthe originalon 2012-04-25.Retrieved2012-01-27.
  3. ^"1996 Acura 3.5 RL- Specifications".Hondanews.com. Archived fromthe originalon 2012-03-31.Retrieved2012-01-27.
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