Tudo sobre a honda..engine codes, ECU errors etc....[

horse power [b]vs torque

- Maximum
acceleration at any speed occurs at the HP peak.

- Maximum acceleration in any gear occurs at the torque peak

- HP = torque * RPM / 5252

- torque = HP * 5252 / RPM

- torque = HP at 5252 RPM


HP is not measured directly, it is simply calculated from torque. However the HP to torque formula is useful to figure out how much torque the engine is making at peak HP. I wish when the car magazines do a road test they would include the torque and HP graph, gear ratios vs speed, 0 to top speed table in every 10 miles with G (acceleration) values... etc.]


There's been a certain amount of discussion, in this and other files, about the concepts of horsepower and torque, how they relate to each other, and how they apply in terms of automobile performance. I have observed that, although nearly everyone participating has a passion for automobiles, there is a huge variance in knowledge. It's clear that a bunch of folks have strong opinions (about this topic, and other things), but that has generally led to more heat than light, if you get my drift . I've posted a subset of this note in another string, but felt it deserved to be dealt with as a separate topic. This is meant to be a primer on the subject, which may lead to serious discussion that fleshes out this and other sub-topics that will inevitably need to be addressed.

OK. Here's the deal, in moderately plain English.

Force, Work and Time

If you have a one pound weight bolted to the floor, and try to lift it with one pound of force (or 10, or 50 pounds), you will have applied force and exerted energy, but no work will have been done. If you unbolt the weight, and apply a force sufficient to lift the weight one foot, then one foot pound of work will have been done. If that event takes a minute to accomplish, then you will be doing work at the rate of one foot pound per minute. If it takes one second to accomplish the task, then work will be done at the rate of 60 foot pounds per minute, and so on.

In order to apply these measurements to automobiles and their performance (whether you're speaking of torque, horsepower, newton meters, watts, or any other terms), you need to address the three variables of force, work and time.

A while back, a gentleman by the name of Watt (the same gent who did all that neat stuff with steam engines) made some observations, and concluded that the average horse of the time could lift a 550 pound weight one foot in one second, thereby performing work at the rate of 550 foot pounds per second, or 33,000 foot pounds per minute, for an eight hour shift, more or less. He then published those observations, and stated that 33,000 foot pounds per minute of work was equivalent to the power of one horse, or, one horsepower.

Everybody else said OK.

For purposes of this discussion, we need to measure units of force from rotating objects such as crankshafts, so we'll use terms which define a *twisting* force, such as foot pounds of torque. A foot pound of torque is the twisting force necessary to support a one pound weight on a weightless horizontal bar, one foot from the fulcrum.

Now, it's important to understand that nobody on the planet ever actually measures horsepower from a running engine. What we actually measure (on a dynamometer) is torque, expressed in foot pounds (in the U.S.), and then we *calculate* actual horsepower by converting the twisting force of torque into the work units of horsepower.

Visualize that one pound weight we mentioned, one foot from the fulcrum on its weightless bar. If we rotate that weight for one full revolution against a one pound resistance, we have moved it a total of 6.2832 feet (Pi * a two foot circle), and, incidentally, we have done 6.2832 foot pounds of work.

OK. Remember Watt? He said that 33,000 foot pounds of work per minute was equivalent to one horsepower. If we divide the 6.2832 foot pounds of work we've done per revolution of that weight into 33,000 foot pounds, we come up with the fact that one foot pound of torque at 5252 rpm is equal to 33,000 foot pounds per minute of
work, and is the equivalent of one horsepower. If we only move that weight at the rate of 2626 rpm, it's the equivalent of 1/2 horsepower (16,500 foot pounds per minute), and so on. Therefore, the following formula applies for calculating horsepower from a torque measurement:

Torque * RPM
Horsepower = ------------
5252

This is not a debatable item. It's the way it's done. Period.


The Case For Torque


Now, what does all this mean in carland?

First of all, from a driver's perspective, torque, to use the vernacular, RULES . Any given car, in any given gear, will accelerate at a rate that *exactly* matches its torque curve (allowing for increased air and rolling resistance as speeds climb). Another way of saying this is that a car will accelerate hardest at its torque peak in any given gear, and will not accelerate as hard below that peak, or above it. Torque is the only thing that a driver feels, and horsepower is just sort of an esoteric measurement in that context. 300 foot pounds of torque will accelerate you just as hard at 2000 rpm as it would if you were making that torque at 4000 rpm in the same gear, yet, per the formula, the horsepower would be *double* at 4000 rpm. Therefore, horsepower isn't particularly meaningful from a driver's perspective, and the two numbers only get friendly at 5252 rpm, where horsepower and torque always come out the same.

In contrast to a torque curve (and the matching pushback into your seat), horsepower rises rapidly with rpm, especially when torque values are also climbing. Horsepower will continue to climb, however, until well past the torque peak, and will continue to rise as engine speed climbs, until the torque curve really begins to plummet, faster than engine rpm is rising. However, as I said, horsepower has nothing to do with what a driver *feels*.

You don't believe all this?

Fine. Take your non turbo car (turbo lag muddles the results) to its torque peak in first gear, and punch it. Notice the belt in the back? Now take it to the power peak, and punch it. Notice that the belt in the back is a bit weaker? Fine. Can we go on, now?

The Case For Horsepower

OK. If torque is so all-fired important, why do we care about horsepower?

Because (to quote a friend), It is better to make torque at high rpm than at low rpm, because you can take advantage of *gearing*.

For an extreme example of this, I'll leave carland for a moment, and describe a waterwheel I got to watch awhile ago. This was a pretty massive wheel (built a couple of hundred years ago), rotating lazily on a shaft which was connected to the works inside a flour mill. Working some things out from what the people in the mill said, I was able to determine that the wheel typically generated about 2600(!) foot pounds of torque. I had clocked its speed, and determined that it was rotating at about 12 rpm. If we hooked that wheel to, say, the drive wheels of a car, that car would go from zero to twelve rpm in a flash, and the waterwheel would hardly notice .

On the other hand, twelve rpm of the drive wheels is around one mph for the average car, and, in order to go faster, we'd need to gear it up. To get to 60 mph would require gearing the wheel up enough so that it would be effectively making a little over 43 foot pounds of torque at the output, which is not only a relatively small amount, it's less than what the average car would need in order to actually get to 60. Applying the conversion formula gives us the facts on this. Twelve times twenty six hundred, over five thousand two hundred fifty two gives us:

6 HP.

Oops. Now we see the rest of the story. While it's clearly true that the water wheel can exert a *bunch* of force, its *power* (ability to do work over time) is severely limited.

At The Dragstrip

OK. Back to carland, and some examples of how horsepower makes a major difference in how fast a car can accelerate, in spite of what torque on your backside tells you .

A very good example would be to compare the current LT1 Corvette with the last of the L98 Vettes, built in 1991. Figures as follows:

Engine Peak HP @ RPM Peak Torque @ RPM
L98 250 @ 4000 340 @ 3200
LT1 300 @ 5000 340 @ 3600

[Numbers for 94 Integra LS/RS and GS-R]

Engine Peak HP @ RPM Peak Torque @ RPM
B18B 142 @ 6300 127 @ 5200
B18C 170 @ 7600 128 @ 6200


If you overlap the torque curve for B18B and B18C, you'll see that B18C's maximum torque (127 vs. 128 ft-lbs) is about the same as B18B, except B18C's torque curve just keeps on climbing, thus the much higher HP. B18B and B18C are quite similar, but not identical. Mostly notably the B18B has slightly longer stroke, which gives it the displacement of 1835 cc vs. B18C's 1797 cc. The stroke explains why the B18B has better low end, and it is also a factor why it revs slower and has lower redline than B18C. Monitor YAHP for an article that will talk about the basic relationship between bore and stroke. - Frank]

The cars are geared identically, and car weights are within a few pounds, so it's a good comparison.

First, each car will push you back in the seat (the fun factor) with the same authority - at least at or near peak torque in each gear. One will tend to *feel* about as fast as the other to the driver, but the LT1 will actually be significantly faster than the L98, even though it won't pull any harder. If we mess about with the formula, we can begin to discover exactly *why* the LT1 is faster. Here's another slice at that formula:

Horsepower * 5252
Torque = -----------------
RPM

If we plug some numbers in, we can see that the L98 is making 328 foot pounds of torque at its power peak (250 hp @ 4000), and we can infer that it cannot be making any more than 263 pound feet of torque at 5000 rpm, or it would be making more than 250 hp at that engine speed, and would be so rated. In actuality, the L98 is probably making no more than around 210 pound feet or so at 5000 rpm, and anybody who owns one would shift it at around 46-4700 rpm, because more torque is available at the drive wheels in the next gear at that point.

On the other hand, the LT1 is fairly happy making 315 pound feet at 5000 rpm, and is happy right up to its mid 5s redline.

So, in a drag race, the cars would launch more or less together. The L98 might have a slight advantage due to its peak torque occurring a little earlier in the rev range, but that is debatable, since the LT1 has a wider, flatter curve (again pretty much by definition, looking at the figures). From somewhere in the mid range and up, however, theLT1 would begin to pull away. Where the L98 has to shift to second (and throw away torque multiplication for speed), the LT1 still has around another 1000 rpm to go in first, and thus begins to widen its lead, more and more as the speeds climb. As long as the revs are high, the LT1, by definition, has an advantage.

Another example would be the LT1 against the ZR-1. Same deal, only in reverse. The ZR-1 actually pulls a little harder than the LT1, although its torque advantage is softened somewhat by its extra weight. The real advantage, however, is that the ZR-1 has another 1500 rpm in hand at the point where the LT1 has to shift.

There are numerous examples of this phenomenon. The Integra GS-R, for instance, is faster than the garden variety Integra, not because it pulls particularly harder (it doesn't), but because it pulls *longer*. It doesn't feel particularly faster, but it is.

A final example of this requires your imagination. Figure that we can tweak an LT1 engine so that it still makes peak torque of 340 foot pounds at 3600 rpm, but, instead of the curve dropping off to 315 pound feet at 5000, we extend the torque curve so much that it doesn't fall off to 315 pound feet until 15000 rpm. OK, so we'd need to have virtually all the moving parts made out of unobtanium , and some sort of turbocharging on demand that would make enough high-rpm boost to keep the curve from falling, but hey, bear with me.

If you raced a stock LT1 with this car, they would launch together, but, somewhere around the 60 foot point, the stocker would begin to fade, and would have to grab second gear shortly thereafter. Not long after that, you'd see in your mirror that the stocker has grabbed third, and not too long after that, it would get fourth, but you'd wouldn't be able to see that due to the distance between you as you crossed the line, *still in first gear*, and pulling like crazy.

I've got a computer simulation that models an LT1 Vette in a quarter mile pass, and it predicts a 13.38 second ET, at 104.5 mph. That's pretty close (actually a tiny bit conservative) to what a stock LT1 can do at 100% air density at a high traction drag strip, being power shifted. However, our modified car, while belting the driver in the back no harder than the stocker (at peak torque) does an 11.96, at 135.1 mph, all in first gear, of course. It doesn't pull any harder, but it sure as hell pulls longer . It's also making *900* hp, at 15,000 rpm.

Of course, folks who are knowledgeable about drag racing are now openly snickering, because they've read the preceding paragraph, and it occurs to them that any self respecting car that can get to 135 mph in a quarter mile will just naturally be doing this in less than ten seconds. Of course that's true, but I remind these same folks that any self-respecting engine that propels a Vette into the nines is also making a whole bunch more than 340 foot pounds of torque.

That does bring up another point, though. Essentially, a more real Corvette running 135 mph in a quarter mile (maybe a mega big block) might be making 700-800 foot pounds of torque, and thus it would pull a whole bunch harder than my paper tiger would. It would need slicks and other modifications in order to turn that torque into forward motion, but it would also get from here to way over there a bunch quicker.

On the other hand, as long as we're making quarter mile passes with fantasy engines, if we put a 10.35:1 final-drive gear (3.45 is stock) in our fantasy LT1, with slicks and other chassis mods, we'd be in the nines just as easily as the big block would, and thus save face . The mechanical advantage of such a nonsensical rear gear would allow our combination to pull just as hard as the big block, plus we'd get to do all that gear banging and such that real racers do, and finish in fourth gear, as God intends.

The only modification to the preceding paragraph would be the polar moments of inertia (flywheel effect) argument brought about by such a stiff rear gear, and that argument is outside of the scope of this already massive document. Another time, maybe, if you can stand it .

At The Bonneville Salt Flats

Looking at top speed, horsepower wins again, in the sense that making more torque at high rpm means you can use a stiffer gear for any given car speed, and thus have more effective torque *at the drive wheels*.

Finally, operating at the power peak means you are doing the absolute best you can at any given car speed, measuring torque at the drive wheels. I know I said that acceleration follows the torque curve in any given gear, but if you factor in gearing vs car speed, the power peak is *it*. An example, yet again, of the LT1 Vette will illustrate this. If you take it up to its torque peak (3600 rpm) in a gear, it will generate some level of torque (340 foot pounds times whatever overall gearing) at the drive wheels, which is the best it will do in that gear (meaning, that's where it is pulling hardest in that gear).

However, if you re-gear the car so it is operating at the power peak (5000 rpm) *at the same car speed*, it will deliver more torque to the drive wheels, because you'll need to gear it up by nearly 39% (5000/3600), while engine torque has only dropped by a little over 7% (315/340). You'll net a 29% gain in drive wheel torque at the power peak vs the torque peak, at a given car speed.


Any other rpm (other than the power peak) at a given car speed will net you a lower torque value at the drive wheels. This would be true of any car on the planet, so, theoretical "best" top speed will always occur when a given vehicle is operating at its power peak.

"Modernizing" The 18th Century

OK. For the final-final point (Really. I Promise.), what if we ditched that water wheel, and bolted an LT1 in its place? Now, no LT1 is going to be making over 2600 foot pounds of torque (except possibly for a single, glorious instant, running on nitromethane), but, assuming we needed 12 rpm for an input to the mill, we could run the LT1 at 5000 rpm (where it's making 315 foot pounds of torque), and gear it down to a 12 rpm output. Result? We'd have over *131,000* foot pounds of torque to play with. We could probably twist the whole flour mill around the input shaft, if we needed to .

The Only Thing You Really Need to Know

Repeat after me. It is better to make torque at high rpm than at low rpm, because you can take advantage of *gearing*. [/b]

[size=18]ECU errors codeT [/size]

he table below lists the ECU error codes that can be thrown by a Honda B16A ECU. These codes have been copied directly from a Honda Service Manual.

Honda ECU Diagnostic Trouble Codes

Diagnostic Trouble Code (DTC) System Indicated
0 Engine Control Module (ECM)
1 Heated Oxygen Sensor (HO2S)
3 Manifold Absolute Pressure (MAP Sensor)
4 Crankshaft Position (CKP Sensor)
6 Engine Coolant Temperature (ECT Sensor)
7 Throttle Position (TP Sensor)
8 Top Dead Center Position (TDC Sensor)
9 No. 1 Cylinder Position (CYP Sensor)
10 Intake Air Temperature (IAT Sensor)
13 Barometric Pressure (BARO Sensor)
14 Idle Air Control (IAC Valve)
15 Ignition Output Signal
16 Fuel Injector
17 Vehicle Speed Sensor (VSS)
20 Electrical Load Detector (ELD)
21 Variable Valve Timing & Valve Lift Electronic Control Solenoid Valve (VTEC Solenoid Valve)
22 Variable Valve Timing & Valve Lift Electronic Control Pressure Switch (VTEC Pressure Switch)
23 Knock Sensor (KS)
30 A/T FI Signal A
31 A/T FI Signal B
41 Heated Oxygen Sensor (HO2S) Heater
43 Fuel Supply System

como obter ECU error code

Honda B16A

To determine if your ECU has an error code:

1. Locate the ECU under the carpet in the passenger foot well.
2. Find the red LED in the center of the ECU.
3. Turn the ignition to ON. The red LED should flash once when this happens to indicate that the ECU has power.
4. If there are no further flashes then there are no error codes.
5. If there are further flashes then there are one or more error codes.

To get the number of the stored error code you need to count the number of long flashes and the number of short flashes. The long flashes will occur before the short ones. A long flash represents 10, and a short flash indicates 1. So if the flashes look like _ _ - - (where _ is a long flash and - is a short one) then the error code is 22.

If there are multiple error codes, then there will be a noticeable pause before the next code starts. If for some reason you end up with an error code that is not on the list above, make sure you are not joining together flashes from two separate error codes. If you are sure about the error code and it is not above, then perhaps do a search for other Honda ECU error codes. The entire list is longer than above for engines other than first generation B16A engines.

como fazer reset ECU error code

To reset the error codes stored in the ECU you pretty much need to disconnect the battery. This is the only way I have managed to do it thus far. Apparently you can remove the ECU fuse in the engine bay and the clock fuse in the cabin to reset it, but I haven't had a chance to test it yet even though I got the Fuse Panel Translation months ago. Removing the ECU fuse in the engine bay alone does not reset the error codes no matter how long you leave it out.
Note that error codes remain in the ECU until they are reset, even if the problem gets fixed or mysteriously goes away.
_________________

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AK250E 356 DOHC T360 63/67
EA 356 SOHC DualCarb Life, Z 350 71/74
LN360E 354 SOHC Carb LN360 67/74
N360E 354 SOHC Carb N360, Z360 67/74
TN360E 354 SOHC Carb TN360, Vamos 67/75
N400E 401 SOHC Carb N400 67/74
AK280E 531 DOHC S500 64/66
AS280E 531 DOHC S500 64/67
E05A 547 SOHC Carb Acty, Acty Van, Street, Tooday 88/90
EH 545 SOHC Carb Acty, Acty Van, Tooday 81/88
AS285E 606 DOHC 4Carb S600 63/64
N600E 598 SOHC Carb N600, Z600 67/74
E07A 656 SOHC Acty, Acty Van, Street 90/99
E07Z 656 SOHC Acty, Acty Van, Beat, Life, Vamos, That's, Z 90+
E07Z-T 656 SOHC Vamos, That's, Z 98+
AS800E 791 DOHC 4Carb S800 65/70
ECA 995 SOHC, VTEC-E Insight 99 +
D12B1 1193 SOHC Carb Civic 88/91
EB1 1169 SOHC Civic 72/74
EB2 1238 SOHC Civic 73/77
EB3 1238 SOHC Civic 78/79
EE 1238 SOHC Carb Civic 73/79
ER1 1231 SOHC Carb City, Jazz 81/86
ER2 1231 SOHC Carb City, Jazz 84/86
ER3 1193 SOHC Carb City, Jazz 84/86
ER4 1231 SOHC Carb City, Jazz 85/86
ER-T 1231 SOHC City 82/86
L12A 1246 Jazz 02 +
D13A2 1343 60 SOHC Carb Civic, CRX 88/91
D13B 1343 SOHC Carb Civic, Logo, Parthner 87 +
D13B1 1343 74 SOHC Carb Civic 88/91
D13B2 1343 75 SOHC Carb Civic 92/95
D13B4 City
D13B7 SOHC Logo 99/00
D13C SOHC City 89/90
D13C SOHC Carb City 89/90
D13D SOHC
EJ 1335 SOHC Carb Civic, Ballade 80/83
EV 1342 SOHC DualCarb Ballade, Civic, Civic Shuttle, CRX 83/87
L13A 1339 SOHC City, Fit, Jazz, Mobilio 02 +
D14A1 1396 90 SOHC DualCarb Civic, Concerto 88/97
D14A2 1396 90 SOHC, w/o CAT Civic, Concerto 88/95
D14A3 1396 75 SOHC Civic 96/98
D14A4 1396 90 SOHC Civic 96/98
D14A5 1396 75 SOHC Civic 97/98
D14A7 1396 75 SOHC Civic 97/98
D14A8 1396 90 SOHC Civic 97/98
D14Z1 1396 75 SOHC Civic 99/00
D14Z2 1396 90 SOHC Civic 99/00
D14Z3 1396 75 SOHC Civic 99/00
D14Z4 1396 90 SOHC Civic 99/00
D14Z5 1396 90 SOHC Civic 01 +
D14Z6 1396 90 SOHC Civic 01 +
EB5 1433 SOHC 145 72/74
D15A 1493 86 SOHC DualCarb Integra 86/89
D15A1 1493 CRX 86/89
D15A2 1493 75 SOHC 8V Civic, CRX 84/87
D15A3 1493 90 SOHC 8V Civic, CRX 84/87
D15A4 1493 85 SOHC Integra 86/90
D15B 1493 105 SOHC DualCarb Civic, Civic Shutte, Capa, Parthner 88/95
D15B 1493 130 SOHC, VTEC Civic, Domani, CRX 88/95
D15B1 1493 75 SOHC 8V Civic 88/89
D15B2 1493 90 SOHC Civic, Concerto, Civic Shuttle, CRX 88/95
D15B3 1493 90 SOHC Carb Civic 88/95
D15B4 1493 91 SOHC DualCarb Civic 88/91
D15B6 1493 70 SOHC 8V Civic 88/91
D15B7 1493 105 SOHC Civic, Civic Del Sol 92/95
D15B8 1493 70 SOHC 8V Civic 92/95
D15Y1 1493 SOHC Civic 99 +
D15Y2 1493 SOHC Civic 01 +
D15Y3 1493 110 SOHC Civic 01 +
D15Y4 1493 SOHC, VTEC-E Civic 01 +
D15Y5 1493
D15Y6 1493 90 SOHC Civic 01 +
D15Z1 1493 90 SOHC, VTEC-E Civic 92/95
D15Z2 1493 SOHC Civic 93/95
D15Z3 1493 90 SOHC, VTEC-E Civic 95-96
D15Z4 1493 90 SOHC Civic, Ballade 96/00
D15Z5 1493 115 SOHC Civic 0
D15Z6 1493 114 SOHC, VTEC Civic 96/00
D15Z7 1493 125 SOHC, VTEC Civic 96/00
D15Z8 1493 115 SOHC, VTEC Civic 97/00
D15Z9 1493 115 SOHC Civic 0
EC 1488 SOHC Carb Civic 73/79
ED 1488 SOHC Carb Civic 74/79
EM 1488 SOHC Carb Civic, Ballade 79/83
EW 1488 SOHC Civic, Civic Shuttle,Ballade, Integra, Quintet 83/87
L15A 1496 SOHC City, Fit, Jazz, Mobilio 02 +
A16A 1598 SOHC Carb Accord 85/89
A16A1 1595 88 SOHC DualCarb Accord 86/90
B16A 1595 158 DOHC, VTEC CRX SiR, Integra RSi/XSi 89/92
B16A 1595 160 DOHC, VTEC Civic SiR 89/92
B16A 1595 170 DOHC, VTEC Civic SiR II 89/92
B16A1 1595 150 DOHC, VTEC Civic VT 89/92
B16A1 1595 160 DOHC, VTEC Civic SiR 89/91
B16A2 1595 160 DOHC, VTEC Civic 91/00
B16A3 1595 160 DOHC, VTEC Civic Del Sol 94/97
B16A4 1595 170 DOHC, VTEC Civic 96/00
B16B 1595 185 DOHC, VTEC Civic 97/01
D16A 1590 SOHC Civic, Domani, HR-V, Concerto, CR-X, Acura EL 90 +
D16A1 1590 113 SOHC Integra 86/87
D16A2 1590 130 SOHC Integra 91/95
D16A3 1590 118 SOHC Integra 88/89
D16A6 1590 110 SOHC Civic, CRX, Civic Shuttle, Rover 200/400 88/91
D16A7 1590 110 SOHC Civic, CRX, Civic Shuttle, Rover 200/400 88/91
D16A8 1590 122 DOHC Integra, Concerto, CRX, Rover 200/400 91/95
D16A9 1590 130 DOHC, w/o CAT Civic, Concerto, CRX 88/92
D16B1 1590 SOHC, VTEC-E Civic 99
D16B2 1590 116 SOHC Civic 97/98
D16B5 1590 114 SOHC Civic 98/00
D16B6 1590 115 SOHC Accord 99/02
D16B7 1590 SOHC Accord 99/02
D16V1 1590 110 SOHC, VTEC Civic 01 +
D16V2 Civic 01 +
D16V3 1590 SOHC, VTEC Civic 01 +
D16W1 1590 105 SOHC HRV 99/02
D16W1 1590 SOHC HRV 99/02
D16W3 1590 115 SOHC Civic 99/00
D16W4 1590 125 SOHC, VTEC Civic 99/02
D16W5 1590 125 SOHC, VTEC HRV 99/02
D16W7 1590 110 SOHC, VTEC Civic 01 +
D16W8 1590 SOHC, VTEC Civic 01 +
D16Y1 1590 SOHC, VTEC-E Civic 93/95
D16Y2 1590 126 SOHC, VTEC Civic 95/96
D16Y3 1590 113 SOHC Civic 95/96
D16Y4 1590 115 SOHC Civic 96/00
D16Y5 1590 115 SOHC, VTEC-E Civic 96/00
D16Y6 1590 120 SOHC, VTEC-E Civic 96/00
D16Y7 1590 105 SOHC Civic, Civic Del Sol 96/00
D16Y8 1590 125 SOHC, VTEC Civic, Civic Del Sol 96/00
D16Y9 1590 SOHC Ballade 96/00
D16Z1 1590 106 SOHC DualCarb Concerto 90/92
D16Z2 1590 112 SOHC Civic Shuttle,Concerto, Rover 200/400 91/95
D16Z4 1590 1130 DOHC, w/o CAT Civic, Concerto 90/95
D16Z5 1590 124 DOHC CRX 89/91
D16Z6 1590 125 SOHC, VTEC Civic, Civic Del Sol 92/96
D16Z7 1590 125 SOHC Civic, Civic Del Sol 92/00
D16Z9 1590 125 SOHC, VTEC Civic 94/95
EF 1599 SOHC Carb Accord 76/78
EG 1599 SOHC Carb Accord 76/79
EL 1600 SOHC Carb Accord, Prelude 79/83
EP 1602 SOHC Carb Accord, Quintet 80/83
EY 1598 SOHC Carb Accord 83/85
EZ 1598 SOHC Carb Accord 83/85
ZC 1590 120 SOHC Ballade, Civic, Integra, Domani 84/01
ZC 1590 130 SOHC DualCarb Civic, Concerto, Integra 88/92
ZC 1590 130 SOHC, VTEC Civic, Domani 92/94
B17A1 1678 160 SOHC Integra 92/93
D17A1 1668 115 SOHC Civic 01 +
D17A2 1668 125 SOHC, VTEC Civic, Streem 01 +
D17A3 1668 01 +
D17A4 1668 01 +
D17A5 1668 130 SOHC, VTEC Civic 01 +
D17A6 1668 115 SOHC, VTEC Civic 01 +
D17A7 1668 100 SOHC, VTEC (NATURAL GAS) Civic 01 +
D17A8 1668 120 SOHC Civic 01 +
D17A9 1668 125 SOHC, VTEC Civic 01 +
D17Z1 1668 SOHC Civic 01 +
D17Z4 1668 01 +
EK 1750 SOHC Carb Accord, Prelude, Vigor 78/83
A18A 1829 SOHC Carb Accord, Vigor 85/89
A18A1 1829 100 SOHC Prelude 84/87
B18A1 1834 130 DOHC Integra 90/91
B18A1 1834 140 DOHC Integra 92/93
B18B 1797 140 DOHC Domani, Orthia, Integra 92/97
B18B1 1834 142 DOHC Integra 94/00
B18C 1797 178 DOHC, VTEC Civic, Integra 93/98
B18C 1797 197 DOHC, VTEC Integra Type R 94/99
B18C1 1797 170 DOHC, VTEC Civic, Integra 94/00
B18C3 1797 DOHC, VTEC Integra Type R 95/98
B18C4 1797 170 DOHC, VTEC Civic VTi 97 +
B18C5 1797 195 DOHC, VTEC Integra Type R 97/00
B18C6 1829 200 DOHC, VTEC Integra Type R 96 +
B18C7 1829 195 DOHC, VTEC Integra Type R 96 +
ES 1830 SOHC Carb Accord 83/85
ES 1830 SOHC DualCarb Prelude, Vigor 82/87
ET 1830 SOHC lCarb Accord 83/85
ET 1830 SOHC DualCarb Prelude 82/87
F18A 1850 SOHC Carb Accord, Ascot 89/93
F18A 1850 SOHC Accord 95
F18A2 1797 99 SOHC DualCarb Accord 90/91
F18B 1850 SOHC Accord, Torneo 93 +
F18B2 1850 SOHC Accord 99/02
20T2N DIESEL Accord 99/02
20T2N12Т DIESEL Civic 97 +
A20A 1955 SOHC Carb Accord 86/89
A20A 1955 SOHC Accord, Prelude 86/89
A20A1 1997 102 SOHC DualCarb Accord 86/90
A20A2 1997 106 SOHC DualCarb Accord 86/90
A20A3 1955 122 SOHC Accord 88/89
A20A4 1955 122 SOHC Accord 86/90
B20 1958 137 DOHC Accord 87/89
B20A1 1958 137 SOHC Prelude 85/87
B20A1 1958 DOHC Prelude 86 +
B20A2 1958 Accord 87 +
B20A3 1958 104 DOHC Prelude 90/91
B20A4 1958 Prelude 88 +
B20A5 1958 135 DOHC Prelude 88/91
B20A7 1958 DOHC Prelude 87/92
B20A8 DOHC Accord 88 +
B20A9 1958 DOHC Prelude 87/92
B20A2 1997 137 SOHC Accord 87/90
B20A3 1997 110 SOHC DualCarb Accord, Prelude 87/92
B20A4 1997 114 SOHC DualCarb Accord, Prelude 87/92
B20A5 1997 150 SOHC Accord, Prelude 87/92
B20A7 1997 150 SOHC Accord, Prelude 87/92
B20A8 1997 133 SOHC Accord 87/92
B20A9 1997 140 SOHC Accord 90/92
B20B 1997 150 DOHC Orthia, СR-V, SM-X, Step WGN 96 +
B20B3 1972 DOHC СR-V 97 +
B20B4 1972 DOHC СR-V 97/98
B20Z 1972 146 DOHC SM-X 96 +
C20A 1996 SOHC V6 Legend 85/90
C20A-T 1996 SOHC V6 TURBO Legend 88/90
F20A 1997 SOHC Carb Accord 89/93
F20A 1997 SOHC Accord 90/94
F20A 1997 DOHC Ascot, Ascot Innova 89/95
F20A2 1997 112 SOHC DualCarb Accord 90/93
F20A3 1997 106 SOHC DualCarb Accord 90/93
F20A4 1997 135 SOHC Accord, Prelude 90/93
F20A5 1997 135 SOHC Accord 90/93
F20A6 1997 106 SOHC DualCarb Accord 90/93
F20A7 1997 133 SOHC Accord 91/93
F20A8 1997 133 SOHC Accord 92/93
F20B 1997 Torneo 97 +
F20B3 1997 136 SOHC Accord 94/97
F20B6 1997 SOHC Accord 99/02
F20C 180 DOHC, i-VTEC S2000 99 +
F20Z1 1997 131 SOHC Accord 93/96
F20Z2 1997 115 SOHC Accord 93/96
F20Z3 1997 131 SOHC Accord 93/97
K20A 1997 160 DOHC, i-VTEC Integra 99
K20A 1997 220 DOHC, i-VTEC S2000, Integra, Acura RS-x 99
K20A2 1997 200 DOHC, i-VTEC Acura RS-x 99
F22A1 2156 135 SOHC Accord, Prelude 90/96
F22A3 2156 150 SOHC Accord 90/93
F22A6 2156 130 SOHC Accord, Prelude 92/95
F22A7 2156 150 SOHC Accord 92/95
F22A8 2156 150 SOHC Accord 92/95
F22B1 2156 145 SOHC, VTEC Accord, Acura CL 94/97
F22B2 2156 130 SOHC Accord 94/97
F22B5 2156 150 SOHC Accord 94/97
F22B6 2156 140 SOHC Odyssey
F22B8 2156 150 SOHC Odyssey
H22 2157 200 DOHC, VTEC Prelude 93/96
H22A 2157 190 DOHC, VTEC Prelude 93/96
H22A 2157 209 DOHC, VTEC Prelude SiR 97/01
H22A 2157 190 DOHC, VTEC Prelude Type S 97/01
H22A1 2157 190/195 DOHC, VTEC Prelude 93/96
H22A2 2157 185 DOHC, VTEC Prelude 94/96
H22A4 2157 200 DOHC, VTEC Prelude 99/01
H22A5 2157 DOHC, VTEC Prelude 99/01
H22A7 2157 220 DOHC, VTEC Prelude 97/01
F23A1 2254 150 SOHC, VTEC Accord, Acura CL 98/99
F23A4 2254 150 SOHC, VTEC Accord 98/99
F23A5 2254 135 SOHC Accord 98/99
H23A1 2259 160 DOHC Prelude 92/96
H23A2 2259 158 DOHC Prelude 92/96
H23A3 2259 158 DOHC Accord 93/96
K24A 2354 220 DOHC, i-VTEC Accord, CRV 02 +
K24A2 Acura TSX 03 +
K24A3 Element 03 +
C25A 2493 V6 SOHC Legend 85/87
C25A1 2493 V6 SOHC Legend 87
G25 2451 176 Saber, Inspire 95
G25A1 2451 176 Vigor 94
G25A4 2451 176 Acura TL 96
J25 V6 SOHC Saber, Inspire,Legend 95
J25A 2451 200 SOHC, VTEC Saber, Inspire
C27A 2675 V6 SOHC Legend 87/90
C27A 2675 V6 SOHC Accord, Legend 95/97
C27A1 2675 177 V6 SOHC Legend 88/91
C27A2 2675 177 V6 SOHC Legend 87/91
C27A4 2675 177 V6 SOHC Accord 87/91
C27C 2675 160 V6 SOHC Legend 86/89
C30A 2977 270 V6 VTEC, 2 x DOHC 24v NCX 91/96
C30A3 2977 274 V6 VTEC, 2 x DOHC 24v NCX 91/97
C30A4 2977 274 V6 VTEC, 2 x DOHC 24v NCX 91 +
J30A1 2977 200 V6 VTEC, 2 x DOHC 24v Acura CL 91/97
C32A 3206 V6 SOHC, 24 v Acura TL, Legend, Inspire, Saber 90/98
C32A1 3206 200 V6 2 x SOHC, 24 v Legend 91/95
C32A2 3206 205 V6 2 x SOHC, 24 v Legend 91/95
C32A5 3206 V6 2 x SOHC, 24 v Legend 93/95
C32A6 3206 200 V6 2 x SOHC, 24 v Legend, Acura TL 91/98
C32B 3179 290 V6 2 x SOHC, 24 v NSX 95 +
C32B2 3179 290 V6 VTEC, 2 x DOHC 24v NCX 97 +
J32A2 3179 260 V6 SOHC, VTEC 24v Acura TL, CL 97 +
C35A 3474 V6 2 x SOHC, 24 v Acura RL, Legend 96 96 +
C35A2 3474 225 V6 2 x SOHC, 24 v Acura RL 96 +
J35A Legend
J35A1 3474 210 V6 SOHC, VTEC 24v Acura RL, Odyssey 98 +
J35A3 3474 240 MDX

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Epa, aki sim, ta kuase td o k eu precisava saber!