B18C Engine Review: Specs, Problems and Reliability

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Honda B-series, first presented in 1988, are inline 4-cylinder automotive motors with dual overhead camshafts. They were for sale contemporaneously with economical D-line motors, featuring single overhead camshaft, but B-lineup had better performance thanks to double overhead camshafts and the brand’s VTEC system, which was applied for the first time. Along with letter B, the names of these motors denote engine’s displacement and have one more letter. The American versions also keep one more number in the title.

Actually, motors for the Japanese market consist of 4 characters alphanumeric denominations. B-lineup, and B20B model particularly, shouldn’t be confused with B20A motor, released in 1985 and employed for Prelude and Accord automobiles from 1985 to 1991. These two types of engines keep absolutely different architecture though they have some common features in styling and both are multivalve 4-cylinders.

Having a look at B18C1 motor’s name, we know that it features 1.8L displacement (as 18 signifies it). Letter C indicates the application of the VTEC system, the brand’s variable valve timing. Meanwhile, the line’s motors with the letter A or B after numbers don’t have this option.

Keeping an aluminum alloy cylinder head as well as the one of aluminum, B18C1 uses steel cylinder liners to increase the strength.

On the aftermarket, you may also find some other variants, featuring enhanced cylinder liners for better durability. Restyled liners may contribute to the bore increase and, consequently, assist in adding energy.

Featuring a double overhead camshaft, the motor keeps 2 intakes and 2 exhausts valves per each of 4 cylinders. This is one of the most distinguishing characteristics of the B-lineup, which is also the key element of its great performance.


B18C Specs

Manufacturer Honda Motor Company
Also called Honda B18
Production 1990-2001
Cylinder block alloy Aluminum
Configuration Inline-4
Valvetrain DOHC
4 valves per cylinder
Piston stroke, mm (inch) 89 (3.50)
87.2 (3.43) – B18C
Cylinder bore, mm (inch) 81 (3.19)
Compression ratio 9.2
Displacement 1834 cc (111.9 cu in)
1797 cc (109.7 ci in) – B18C
Power output 95 kW (130 HP) at 6,000 rpm
96 kW (132 HP) at 6,000 rpm
101 kW (138 HP) at 6,200 rpm
104 kW (142 HP) at 6,500 rpm
104 kW (142 HP) at 6,300 rpm
105 kW (143 HP) at 6,300 rpm
125 kW (170 HP) at 7,600 rpm
132 kW (180 HP) at 7,200 rpm
132 kW (180 HP) at 7,300 rpm
139 kW (190 HP) at 7,900 rpm
143 kW (195 HP) at 7,800 rpm
147 kW (200 HP) at 8,000 rpm
147 kW (200 HP) at 8,200 rpm
Torque output 167 Nm (123 lb·ft) at 5,000 rpm
164 Nm (120 lb·ft) at 5,000 rpm
171 Nm (126 lb·ft) at 4,900 rpm
178 Nm (131 lb·ft) at 6,100 rpm
172 Nm (126 lb·ft) at 5,200 rpm
172 Nm (126 lb·ft) at 5,200 rpm
174 Nm (128 lb·ft) at 6,200 rpm
171 Nm (126 lb·ft) at 6,200 rpm
174 Nm (128 lb·ft) at 6,200 rpm
178 Nm (131 lb·ft) at 7,300 rpm
176 Nm (129 lb·ft) at 7,500 rpm
186 Nm (137 lb·ft) at 7,200 rpm
176 Nm (129 lb·ft) at 7,500 rpm
Redline 6,500 (B18A)
6,800 (B18B)
8,000 (B18C2)
8,100 (B18C1)
8,300 (B18C5 Type R)
8,400 (B18C6/B18C7 Type R)
HP per liter 71
Fuel type Gasoline
Weight, kg (lbs) 179 (394)
183 (403)
Fuel consumption, L/100 km (mpg)
Acura Integra
9.4 (25)
7.6 (31)
8.5 (28)
Turbocharger  Naturally aspirated
Oil consumption, L/1000 km
(qt. per miles)
up to 1.0
(1 qt. per 600 miles)
Recommended engine oil 5W-30
Engine oil capacity, L (qt.) 4.0 (4.2)
Oil change interval, km (miles) 5,000-10,000
Normal engine operating temperature, °C (F)
Engine lifespan, km (miles)
-Official information

300,000+ (180,000)
Tuning, HP
-Max HP
-No life span loss


  • Honda Civic
  • Honda Integra/Acura Integra
  • Honda Domani
  • Honda Orthia

Though B18C1’s displacement is marketed as 1.8L, it actually equals 1.797 liters (or 109.7 cu in).

The motor reaches an output of 178 hp at 7,600 rpm and torque of 128 lb/ft at 6,200 rpm. These numbers really impress as they give outstanding power to weight ratio if to take into account that the engine doesn’t have a turbocharger. The revolutions limiter is launched at 8,000 rpm, but fuel may cut off at 8,000 rpm.

With the compression index of 10.1, B18C1 is supplied with VTC for the optimal opening for valves.

Additionally, the motor keeps secondary runners, opening at 5,700 rpm. The bore diameter is 3.2 inches while the stroke is 3.4 inches.

B18C Engine Problems and Reliability

Clearly, as the motor is pretty old, it fails to be perfect. At the moment of its release, it was a really durable and reliable motor, but in the course of time, the situation has changed.

Now, B18 motors have a great level of weariness and it signifies that any detail may start to malfunction. The only solution is to service your motor on time along with using high-quality motor oil and fuel.


B18C Tuning And Upgrade Potential

If you aspire to add energy to your B18C, we have some pieces of advice for you. The easiest way to add about 10-15 hp is to substitute some performance elements. By leaving your old engine control unit, you may acquire a cold air intake system, B18C 98 Spec R 4-1 header (or the aftermarket one) plus a 2.5-inch exhaust system.

Seeking higher performance, consider purchasing Skunk2 intake manifold, throttle body of 65 mm, Type R camshafts, regulable cam gears, TODA lightweight flywheel plus Hondata engine control unit. By adding all these elements, you will reach an output of 210 hp.

If 210 hp isn’t enough, apply Type R pistons, ACL bearings, create port and polish along with adding ARP head studs, bigger throttle body, Skunk2 Stage 2 camshafts, Supertech valves, valve guides plus retainers. The compression index may increase more thanks to high compression pistons (CR 12+), 340 cc fuel injectors plus NGK 7 spark plugs. Thus, the output will be enhanced to 230-240 hp with no turbochargers utilized.

The real performance enthusiasts won’t miss an opportunity to reach 250 hp by substituting the original cylinder block with a sleeved B20 block, installing oil jets, performance pistons and connecting rods, oil cooler plus Type R oil pump. Clearly, this job demands much time and effort. The alternative is to purchase a Jackson Racing supercharger kit, allowing your automobile to run 0.25 miles in 13-15.5 seconds.

Dan Hoffman

Dan is a co-founder of Engineswork. He knows everything about internal combustion engines. Ask your questions in comments down below this article - he will be glad to help you anytime.

One thought on “B18C Engine Review: Specs, Problems and Reliability

  1. Hey Dan – Awesome write up.
    Just wondering, would you say the engine would be reliable with the following work done.
    Chassis – EF9 Civic SIR 1989
    Chassis work done, stripped and rust all removed/repaired.
    B18c block with b16a head (rebuilt)
    (List of things done in the rebuild)
    -Drain fluid, strip down motor
    -Remove replace = manifold gasket, inlet & exhaust valve seals, piston rings
    -Remove replace = head gasket
    – Set piston ring gap
    – Checked big end bearings = still good
    – Fell head overhaul
    – Clean & hot wash head
    – Setup & vaccum test head
    – Setup & plane cylinder head
    – lap in valves x 16
    – reface valve sets
    – Fit new valve stem seals
    Clean, reassemble, vaccum test valves, rebuild the motor, refill fluids.
    All parts were genuine OEM honda
    Ys1 LSD gearbox
    Near new Hasport Chromoloy Axles / driveshafts
    Brand new front upper control arms
    Brand new Energy suspension bushings all round
    Brand new Hardrace shifter bushings
    Brand new Mishimoto low temp thermostat
    Brand new Mishimoto fan thermo switch
    Brand new 14” Electric fan
    Brand new Oil and filter – HPR 5 Penrite 5W-40
    Brand new Ultra Racing C-pillar brace
    Brand New batter with 40-month warranty (12/06/20)
    Brand new O2 sensor

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