The B18C1 is expensive and...
The B18C1 is expensive and hard
to come by, but worth every dime.
The Integra GS-R got a bigger motor in 1994, the B18C. This DOHC VTEC screamer had a two-stage intake and 8000-rpm red line that went all the way to 180 hp. When the limited-production, 195-hp Integra Type R hit our shores in 1997, Honda had exceeded the 100-hp/liter goal originally set in 1986. The venerable B16A motor survived virtually unchanged for 11 years, serving in the Civic Del Sol from 1994 to 1997 and the Civic Si from 1999 to 2000.
The '90s marked the golden era for Honda's first VTEC motors. Import drag racing exploded in part because of this technology. Few import labels could compete with Honda's little four-banger, despite VTEC's front-wheel-drive configuration. All the top dogs in the scene--Stephan Papadakis, Ed Bergenholtz, Lisa Kubo, Christian Rado, Viet Lam, Charles Madrid, Myles Bautista, Kenny Tran, Jeremy Lookofsky and Dave Shih, to name a few--used Honda's VTEC motor to reach the podium and, for some, the record book. Some have even taken their love of the sport to a professional level, while others have moved on to the business side. Whatever the case, these trailblazers helped lay the industry's foundation with Honda's VTEC motor in tow.
Spurred by the burgeoning scene, there was a progressive increase in the number of VTEC-equipped engines. In 1991, about 5 percent of all Honda engines had VTEC technology. That number increased to 25 percent in 1995, 65 percent in 1999, and 80 percent in 2001. Remember, the valvetrain engineers were focused on economy and made VTEC variants for nearly every model. From high-performance machines, like the NSX, to the economy- and ecology-conscious hybrid Accord and Civic, VTEC is proudly badged on the valve cover. Even the Odyssey minivan and the Pilot SUV can brag about having the spirit of VTEC.
Today, the K series is the...
Today, the K series is the swap
of choice.
In 2001 Honda released its next iteration of VTEC, i-VTEC, in its new K-equipped Civic Si. The "i" stands for intelligent, and incorporates VTC (Variable Timing Control), which is variable cam phasing on the intake cam. It takes VTEC to another level by optimizing the cam timing in addition to the valve timing and lift. The cam timing is computer controlled and optimizes the engine's performance at different rpm under different load conditions. This not only improves economy but also increases power. Imagine having timing gears that self-adjust and optimize throughout the rpm band.
Honda's i-VTEC continues to maintain an industry presence. On the drag racing front, Skunk2 has K-powered all-motor cars ripping the quarter mile in 9.85 seconds, while Papadakis is still taking his AEM RWD Pro Civic into record-setting territory. In the relatively new sport of drifting, Alex Pfeiffer and Papadakis are both campaigning Honda S2000s. VTEC continues to contribute to motorsports around the world, from drag racing and drifting to time attack and autocross.
On July 5, 2005 Honda announced the latest i-VTEC motor will debut in the new 2006 Civic. This 1.8-liter i-VTEC powerplant is the face of things to come. With economy and performance as its priorities, it appears to be the jack-of-all-trades. This motor promises to have the acceleration of a 2.0-liter but get the mileage of a 1.5-liter. Honda states that the i-VTEC system will switch to a highly efficient valve timing mode for acceleration and torque, then switch to an economy mode when cruising, delaying intake valve closure to promote enhanced fuel economy. When cruising, the throttle plate will be only partially opened. Therefore, only a limited amount of air is allowed to pass and creates "intake resistance" which translates into pumping loss. The delayed intake valve closure helps to reduce pumping loss by up to 16 percent, according to Honda. In addition, friction-reducing measures were taken throughout the engine to further increase overall efficiency.
So what's in the future for this pedigree of power and efficiency? Honda is working toward incorporating i-VTEC technology into most of its lineup. In addition, an advanced VTEC engine is slated to be released, sporting continuously variable-valve lift control and phasing of valve switchover timing. In conjunction with a variable-length intake manifold, the advanced VTEC engine anticipates having a 13-percent increase in combustion efficiency over current i-VTEC powerplants. We can hardly wait.