While the Honda K series engine is the talk of the town nowadays, it was the B series that revolutionized the inline-four cylinder tuning scene. Despite being the replacement, the K series was heavily influenced by the B series. So much so that some see K engines as nothing more but an upgrade of the B series. Despite being more than three decades old by now, the B series engines are still relevant because of the way they respond to modifications. 

There’s a massive support network for this engine, including both the aftermarket parts and a community of people who know how to build these motors. That being said, not all B series engines are suitable for high power builds. Certain variations are the most desirable and one of them is the B18C5. Join us as we go deep into why this engine has earned a legendary status and what you need to look out for when looking for one. 

The History of the Honda B Series Engine

To better understand the iconic B18C5, it’s important to know where it came from. While the tuning scene for the B series engine exploded in the early 2000s, it started life in 1989. It was in that year that Honda introduced the first B series – the B16A. This engine powered the second-gen CRX and Integra. This engine made a truly impressive 160hp, which doesn’t sound like much today. But that much power from a 1.6-liter in 1989 was a rare sight. . 

Despite how impressive these power figures were, they are not the most memorable thing about  the B series engine. Instead, it’s well known for being the first engine to use Honda’s famous VTEC system. While the Japanese carmaker began the development of their variable valve control tech much earlier, 1983 to be precise, it took them a bit to perfect the design and make sure that everything runs smoothly. When they finally released VTEC to the world, it completely changed the VVT game and paved the way for the likes of K20 series to take things to a whole new level. 

Technical Details

The B series engine was made in several displacements- 1.6-liter, 1.7-liter, 1.8-liter, and 2.0-liter. Some of these engines featured VTEC while some did not. There were multiple versions of this engine and the ones introduced towards the end of the series feature improvements to the intake valves, pistons, and more. Interestingly, the B series engine is made between 126 hp and 195 hp, depending on the version. The B18C5 was among the most powerful of the lot.

Honda sold these engines alongside the D series.The B series was used in sporty applications whereas the D was used in applications where fuel economy was more important than power. The DOHC setup of most B series made this quite evident as the D series used a SOHC layout.

While the B series was available in several sizes and versions, they are not that different in terms of architecture. Interestingly, in the entire 12-year production run there were only two short blocks used. What separated these two short blocks was the cylinder block deck height. The smaller B16 and B17 engines made use of a deck height of 8.03 inches. The B16B, B18, and B20, on the other hand, featured a deck height of 8.30 inches.

Specifications of the B18C5

Speaking of technical details, the B18C5 was the best equipped motor of the lot. It was used from 1997-2001 in the Acura Integra Type R. This was the only car that got this version of the engine. 

As the B18C5 name suggests, it was a 1.8-liter unit. It featured a bore x stroke of 81 mm x 87.2 mm. When it comes to the power and torque figures, this engine produced 195 hp at 7,800 RPM and 130 lb-ft at 7,500 RPM. The engine also had a crazy high redline of 8400 RPM. Honda set the fuel cut-off at 9,000 RPM to stop it from revving any higher. VTEC on this engine kicked in at 5,700RPM.

What Makes the B18C5 Special?

When Honda unveiled the B18C5 in the Integra Type R, it offered a higher hp per liter than any naturally-aspirated production engine. The engine made 195 hp from a 1.8-liter block which is impressive even by today’s standards. That’s not all, this engine also had the quickest piston speed of any other engine at the time. What surprised enthusiasts the most is that the pistons in the B18C5 were faster than those in the company’s Formula 1 car.

Achieving this required several minor improvements over the other B series engines. The engineers were making use of all that this platform had to offer. Changes included lighter valves and thinner steps that helped it reach the 8,400 RPM mark. Honda said that the valves completed 67 operations per second. Other changes included the addition of dual valve springs and revised coil profiles. While many other bits made this engine as potent as it is, one of the most interesting ones has to do with the crank bearings.

The crank-bearing surfaces were coated in the same material as Honda’s Formula 1 engine. This helped retain oil and keep things smooth while also quite cost-effective which meant Honda wasn’t spending much even though you would think so with the Formula 1 tech involved. This coating also made it to the other versions of the B series to help increase strength.

Speaking of other B series engines, they are well known for their performance and reliability just like the B18C5. Honda became a world-renowned manufacturer of reliable engines during the time this engine was around which should be a clear indicator of what it helped the company achieve. 

Tuning the B18C5

What took things to the next level with the B18C5 and the B series engine, in general, is the tuning potential. The first steps in the tuning process of the B18C5 involve simple bolt-on upgrades, just like any other engine. The most popular entry-level modifications consist of getting a 4-1 header. Next on the list of basic upgrades is a higher-flowing exhaust system. Increasing the diameter of the exhaust will certainly help the engine breathe better, but it will make the exhaust louder.

These modifications are almost always paired with a cold air intake. All these mods are often accompanied by an ECU remap that helps the engine extract the most efficiency from the newly added parts. These modifications will certainly allow for a minor power and torque increase, but if you are looking for more, there are other changes.

Taking tuning to the next level with the B18C5 means upgrading the cams, porting/polishing the head, a larger fuel pump, and larger injectors. At this stage, you also open up the possibilities of forced induction. With a fairly small turbo, you can double the power of the engine without running the risk of blowing things up. 

If you build the B18C5 engine with forged internals, a sleeved block and a bit of forced induction added to the mix, you’ll unlock 4-figure power output territory. As you can probably imagine, an upgrade like this would be quite expensive compared to the others.

Common Problems of Honda B Series Engine

The is known to be one of the most reliable engines of all time, but it has certain common problems that you need to look out for. Most of these common problems are wear-related which is to be expected with engines that are over 2 decades old.

Water Pump

Reports suggest that the B18C5 and other Be series engines are known to experience premature failure when it comes to the water pump and thermostat. There’s no specific mileage as to when it can be expected. It said that even low-mile examples can have the same problem as it’s been sitting around for a while. It is also a good idea to replace the timing belt when carrying out this fix.

Valves

Many owners recommend that it’s a good idea to adjust the valves every 25,000-mile, or sooner. While this might seem early, it’s a good idea to adjust the valves to ensure that you aren’t losing out on fuel economy and performance as many owners have experienced this.

Head Gasket 

Similarly, B18C5 engines with higher miles can witness head gasket failure. This problem can be fixed by replacing the head gasket. This is quite a straightforward fix and should be done at 150,000 miles or earlier if required.

Timing Belt 

Next on the list of common problems with the B18C5 has to do with the timing belt. Like the other problems on this list, it’s a consumable. These belts aren’t made to last forever. It is recommended to replace the timing belt on the B series engine every 50,000 miles. 

Oil Consumption

A high mile B18C5 or any B series engine is expected to consume oil. While the amount of oil burned can increase slightly as the miles increase, too high of a consumption is a bad sign. Reports suggest that it is quite normal for an engine that has crossed the 180,000-mile mark to burn a small quantity of oil. 

Keeping Your Engine in Good Shape

We at Newparts.com offer OEM quality spares for the D series, K series, and B series engines from Honda. Head over to our shop and find a plethora of Genuine Honda/Acura, OEM and aftermarket parts that will make sure your Honda engine continues to be silky smooth even after the next 100,000 miles. We offer parts for each one of the common problems mentioned above which means you don’t need to look elsewhere to keep that precious B18C5 healthy.