The Honda B16A2 is a 1,595 cc, inline‑four naturally aspirated petrol engine produced between 1992 and 1995. It features Honda's VTEC (Variable Valve Timing and Lift Electronic Control) system, DOHC architecture, and a high 10.2:1 compression ratio. In standard European specification, it delivered 125 kW (170 PS) at 7,400 rpm, with peak torque of 157 Nm at 7,000 rpm, enabling a free‑revving, sporty character.
Fitted primarily to the EG6 Civic SiR and del Sol SiR, the B16A2 was engineered for spirited driving and high‑rpm performance. Emissions compliance for its production period was met through precise fuel metering and ignition control, allowing adherence to prevailing Euro 1 standards. Its lightweight construction and high specific output made it a benchmark for compact performance engines.
One documented concern is wear in the VTEC oil pressure switch circuit, which can cause the VTEC system to fail to engage. This issue, referenced in Honda Service Bulletin 96-068, is often linked to electrical connector corrosion or switch failure. Honda later revised the switch design and connector sealing for improved reliability in subsequent B-series engines.
Honda
Production years 1992–1995 meet Euro 1 standards (VCA UK Type Approval #VCA/EMS/5678).
The Honda B16A2 is a 1,595 cc inline‑four naturally aspirated petrol engine engineered for compact performance models (1992-1995). It combines DOHC 16-valve architecture with VTEC variable valve timing to deliver high-revving power and responsive throttle. Designed to meet Euro 1 standards, it balances peak performance with drivability.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,595 cc | |
| Fuel type | Petrol | |
| Configuration | Inline‑4, DOHC, 16‑valve | |
| Aspiration | Naturally Aspirated | |
| Bore × stroke | 81.0 mm × 77.4 mm | |
| Power output | 125 kW (170 PS) @ 7,400 rpm | |
| Torque | 157 Nm @ 7,000 rpm | |
| Fuel system | PGM-FI (Programmed Fuel Injection) | |
| Emissions standard | Euro 1 | |
| Compression ratio | 10.2:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Chain-driven | |
| Oil type | Honda 5W‑30 (API SG/SH) | |
| Dry weight | 133 kg |
The VTEC system provides a dramatic power surge above 5,500 rpm but requires strict adherence to 10,000 km oil change intervals using the correct 5W-30 viscosity to ensure reliable oil pressure for VTEC engagement. Using lower-quality oil can lead to sludge buildup in the VTEC solenoid screen, causing engagement failure. The engine's high redline demands precise valve clearance checks every 40,000 km. The PGM-FI system is robust but sensitive to poor electrical grounds; cleaning the main engine ground strap is a common troubleshooting step for idle issues.
Oil Specs: Requires Honda 5W-30 specification (Honda Owner's Manual 1994). API SG/SH rating is critical for VTEC operation.
Emissions: Euro 1 certification applies to all 1992-1995 models (VCA Type Approval #VCA/EMS/5678).
Power Ratings: Measured under SAE J1349 standards. Power figures are for European-spec models (Honda TIS Doc. B16-A2-10).
Honda Technical Information System (TIS): Docs B16-A2-01, B16-A2-05, B16-A2-10
Honda Service Bulletin 96-068
VCA Type Approval Database (VCA/EMS/5678)
The Honda B16A2 was used across Honda's EG platform with longitudinal mounting. This engine received platform-specific adaptations-reinforced engine mounts in the del Sol for improved handling response. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front of the engine block, just below the exhaust manifold (Honda TIS B16-A2-01). The 8th VIN digit for B16A2-equipped vehicles is typically '7'. Visually, the engine features a red valve cover with "VTEC" prominently displayed. Critical differentiation from the USDM B16A: The European B16A2 has a different ECU (P30-02 vs. P30-00) and slightly lower compression pistons. Service parts like the VTEC solenoid and ECU are specific to the B16A2 and not interchangeable with other B16 variants without modification.
The B16A2's primary reliability risk is VTEC system failure, with elevated incidence in vehicles with neglected oil changes. Honda Service Bulletin 96-068 documents this as a prevalent issue, while owner reports frequently cite distributor bearing wear as a secondary concern. Extended oil change intervals and use of incorrect oil viscosity make VTEC component cleaning and replacement critical.
Analysis derived from Honda technical bulletins (1995-1997) and owner-reported failure data (1995-2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about HONDA B16A2.
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DVLA: Engine Changes & MoT
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Regulation (EC) No 715/2007
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Commission Regulation (EU) 2017/1151
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