Ako to uzmes samo pamet u glavu jer je auto ubica.
Ali auto je dusu dao za peglanje tatinih sinova koji se neznaju prstom u guzicu ubost
Evo ti usporedba te dvije masine
B16B (Type R)
VTEC
Found in:
1997–2000 JDM Civic Type R[EK9]
Displacement: 1,595 cc (97.3 cu in)
Compression: 10.8:1
Bore: 81 mm (3.2 in)
Stroke: 77.4 mm (3.0 in)
Rod/Stroke ratio: 1.84:1
Rod Length: 142.42 mm (5.6 in)
Power: 185 hp (138 kW) @ 8200 rpm & 118 lb·ft (160 N·m) @ 8500 rpm
Redline: 8500 rpm
Rev-limit: 9000 rpm
Transmission:S4C With Helical LSD (4.4 final drive, dual-synchromesh on 2nd, 3rd and 4th gears)
VTEC engagement @ 6200 rpm
ECU code: PCT
OBD-2B
Note: This engine uses the same block as the Integra Type R (B18C5), which is taller than the B16a block (by approx 17 mm), but with a crank the same stroke as the b16a. It uses longer rods to accommodate for this, which is why the Rod/Stroke ratio is higher than a standard B16.
JDM B16A (First Generation)
The first VTEC engine. Note: All B16A engines are stamped 'B16A' (with no number after the "A" to identify version). Except in North America, Australia and Europe, where it is stamped 'B16A1'. The B16A 1st Gen (88-91) did not exist in North America. It was only introduced in 1994 as the B16A3.
B16A found in:
1989–1991 JDM Acura Integra XSi\RSi" (DA6/DA8)
1989–1991 JDM Honda CRX Si (EM1)
1989–1991 JDM Honda Civic Si (EM1)
Displacement: 1,595 cc (97.3 cu in) 1.6-litre
Compression: 10.2:1
Bore: 81.0 mm (3.2 in)
Stroke: 77.4 mm (3.0 in)
Rod Length: 134 mm (5.3 in)
Rod/stroke ratio: 1.745
Power: 160 PS (118 kW; 158 hp) @ 7,600 rpm & 15.5 kg·m (152 N·m; 112 lb·ft) @ 7,000 rpm
Redline: 8100 rpm
Transmission: S1/J1/YS1 (4.4 final drive), Y1 (4.266 final drive, cable clutch, optional LSD)
ECU code: PR3 (DA6/DA8/EF8), PW0 (EF8/EF9/DA6)
OBD0
