Used Engines Nissan & Honda
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Used Engines Nissan & Honda
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Used Engines Nissan and Honda © 2005
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| Year | CAR Model & DESCRIPTIONS | Type | Disp | CYL | Price |
|---|---|---|---|---|---|
| 90-93 |
Accord, Prelude, SOHC, FI, 16 Valve, Balance shaft, Ignition coil in distributor, see F20A for replacement |
F22A | 2.2 |
4 |
$595 |
| 90-93 |
Accord, Replaces F22A |
F20A |
2.0 |
4 |
$450 |
| 94-95 |
Accord, SOHC, 16 Valve, VTEC |
F22B1 |
2.2 | 4 |
$750 |
| 84-87 | Civic, CRX, 4x4, 12 Valve, Carb | EW1 | 1.5 | 4 | $425 |
| 88-91 |
Civic, CRX, SOHC, 16 Valves |
D15B |
1.5 |
4 |
$375 |
| 88-91 | Civic, CRX, Si, SOHC | ZC/D16A6 | 1.6 | 4 | $395 |
| 92-95 | Civic VX, SOHC, 16 Valve, VTEC-E(economy) | D15Z1 | 1.5 | 4 | $350 |
| 92-95 | Civic, Del Sol, SOHC, 16 Valves, VTEC, EX, Si | D16Z6 | 1.6 | 4 | $650 |
| 92-95 | Civic, Del Sol, SOHC, 16 Valves, VTEC, EX, Si, Replaces D16Z6 | D15B | 1.5 | 4 | $425 |
| 92-95 | Civic, Del Sol, SOHC, 16 Valves, Non-VTEC |
ZC/D16A6 | 1.6 | 4 | $450 |
| 92-95 | Civic, Del Sol, D15B, SOHC, 16 Valve, 92HP, 24mm Crank snout | D15B | 1.5 | 4 | $395 |
| 96-99 | Civic DX, SOHC, 16 Valve, Non-VTEC | D16Y7 | 1.6 | 4 | $650 |
| 96-99 | Civic DX, SOHC, 16 Valve, Non-VTEC, Replaces D16Y7 | D15B | 1.5 | 4 | $450 |
| 97-99 | CR-V, DOHC, 16 Valve | B20B | 2 | 4 | $750 |
| 88-91 | Performance Engine, non-VTEC, 1st Gen, 130hp, engine only |
ZC(DOHC) | 1.6 | 4 | $595 |
| Performance Engine, non-VTEC, 1st Gen, 130hp, Engine + 5 Speed Trans |
ZC(DOHC) | 1.6 | 4 | $695 (combo) | |
| Performance Engine, non-VTEC, 1st Gen, 130hp, Engine + 5 Speed Trans + ECU |
ZC(DOHC) | 1.6 | 4 | $845 (combo) | |
| 92-up | Performance Engine, non-VTEC, 2nd Gen, 130hp, engine only | ZC(DOHC) | 1.6 | 4 | $650 |
| Performance Engine, non-VTEC, 2nd Gen, 130hp, Engine + 5 Speed Trans | ZC(DOHC) | 1.6 | 4 | $850 (combo) | |
| Performance Engine, non-VTEC, 2nd Gen, 130hp, Engine + 5 Speed Trans + ECU | ZC(DOHC) | 1.6 | 4 | $995 (combo) | |
| 88-91 | Performance Engine, VTEC, 1st Gen, 160hp, engine only |
B16A1 | 1.6 | 4 | $695 |
| 88-91
|
Performance Engine, VTEC, 1st Gen, 160hp, Engine + Cable Type Transmission |
B16A1 | 1.6 | 4 | $1450 |
| 88-91
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Performance Engine, VTEC, 1st Gen, 160hp, Engine + Cable Type Transmission + ECU |
B16A1 | 1.6 | 4 | $1650 (combo) |
| 92-95 | Performance Engine, VTEC, 2nd Gen, 170hp, engine only |
B16A | 1.6 | 4 | $1050 |
| Performance Engine, VTEC, 2nd Gen, Engine + 5 Speed Trans (Hydraulic) + ECU | B16A | 1.6 | 4 | $2,150 (combo) | |
| Performance Engine, VTEC, 2nd Gen, Engine + 5 Speed Trans (Hydraulic)+ ECU + LSD | B16A | 1.6 | 4 | $2,450 (combo) | |
| 96-up | Performance Engine, VTEC, 3rd Gen, Engine + 5 Speed Trans (Hydraulic)+ ECU | B16A | 1.6 | 4 | $3000 (combo) |
| Performance Engine, VTEC Engine + Trans + ECU |
B16B
(Type R) |
1.6 | 4 | $4350 (combo) | |
| Performance Engine, non-VTEC, DOHC, Engine only | B18B | 1.8 | 4 | $750 | |
| Performance Engine, VTEC Engine + Trans + ECU |
B18C1(GSR) | 1.8 | 4 | $3300 (combo) | |
| Performance Engine, VTEC Engine + Trans + ECU |
B18C5 (Type R) |
1.8 | 4 | $4950 (combo) | |
| Performance Engine, non-VTEC, DOHC | B20B | 2 | 4 | $750 | |
| Performance Engine, VTEC, engine only |
H22A | 2.2 | 4 | $1,250 | |
| Performance Engine, VTEC, Engine + Trans |
H22A | 2.2 | 4 | $1,950 (combo) | |
| Performance Engine, VTEC, Engine + Trans + ECU |
H22A | 2.2 | 4 | $2,250 (combo) | |
| 88 | Prelude, SOHC, Carb, 12 Valve | B20A3 | 2 | 4 | $550 |
| 88-91 | Prelude, FI, DOHC, 16 Valve | B20A5 | 2 | 4 | $550 |
Honda Used Transmissions
| Year | Car Model & DESCRIPTIONS | Type | Price |
| 84-85 |
Accord |
AT | $250 |
| 90-93 |
Accord |
AT | $375 |
| 84-87 | Civic | AT | $150 |
| 88-91 | Civic 20 or 21 splines | MT | $295 |
| 88-91 | Civic | AT | $220 |
| 92-95 | Civic (non-Si Model Only) | MT | $395 |
| 92-95 | Civic | AT | $395 |
Soichiro Honda was born in 1906 in central Japan, the eldest of nine children. His father repaired bicycles and Soichiro was fascinated by his workshop. This natural interest and ability with anything mechanical was boosted considerably when he saw his first Model T Ford at the age of eight. He was determined to work with cars and became an apprentice at a garage in Tokyo when he finished school.
He went on to build and drive racing cars himself, winning several races, but his career was cut short when he almost died during the All Japan Speed Rally of 1936. As a consolation his average speed that day (75mph) remained a Japanese race record for almost 20 years.
Expecting a period of instability and uncertainty after the war he sold the remainder of his company to Toyota and took a year off to make sake and kick up his heels. This unorthodox approach was indicative of his extrovert and fun-loving nature. A colourful man in character and clothing Soichiro insisted that nonconformity was essential to an artist or innovator.
In October 1945 he started the Honda Technical Research Institute which two years later became the Honda Motor Company. He was extremely proud of his plant's industrial relations which, he claimed, worked as a 'meritocracy'. The prosperity of his company was 'based on trust of youth and the promotion of creative people'. These high ideals aside, he was known to visit the shop floor with spanner in hand for a noisy tirade on poor performance or shoddy workmanship. The tirade would often end with a well aimed throw!
Personally testing models until he was 65, like his peer, Ferry Porsche, he barred his family from senior positions. Soichiro insisted that the presidency should be gained on the basis of merit, passed "to a person possessing the most distinguished qualities of leadership."
After retirement he devoted himself to the Honda Foundation which aimed to harmonize technology with ecology. He also served as vice-president of both the Tokyo Chamber of Commerce and Industry and the Japanese Automobile Manufacturer's Association.
He died in August 1991, aged 85, leaving a wife, Sachi, one son and two daughters.
Honda & F1
Soichiro's legacy
Ambitions of success in Formula One were deeply rooted in Honda's corporate culture - thanks to Soichiro's obsession with motor sport - and preparations for re-entry into the world of F1 began in earnest in 1982.
After a disappointing start to their come-back the engine underwent an extensive redesign. Their main concern was boosting power without losing reliability and control. By the end of the season, with work on the cooling of the individual cylinders and the cylinder heads, dual fuel injection, and different turbo compressors for different tracks, the engine found form. At last it could match any engine in the world and from then on Honda's grip on Formula One racing was secure.
Champion constructor
In 1986 Mansell and Piquet at Williams won nine races between them, Mansell missing the title by two points to Alain Prost. It was also the year in which Frank Williams was paralyzed in a mid-season accident. But despite these set-backs Williams-Honda still won the constructor's championship. In 1987 two teams used Honda engines, Lotus and Williams, giving Ayrton Senna (Lotus) two of the victories which confirmed his status among the greatest drivers of his time.
The best of the best
In 1988 Honda moved to McLaren to achieve, at last, the motor racing ideal of providing the best drivers with the best engine, in the best car in the field. The results were conclusive. Senna and Prost won 15 out of 16 races and gained an unprecedented 199 points. However, technical harmony was damaged by driver rivalry. The French press suggested that Prost was getting less powerful engines than Senna, the only possible explanation for Senna's speed. A formal letter was sent from the president of the FIA to the then president of Honda, Tadashi Kume, demanding that he ensure both drivers had identical cars.
Honda was incredulous and a spokesman at a press conference said, "We would be quite prepared to line up four engines and let the drivers make their choice if that's what they would like."
The end of an era
The turbo era ended in 1988 bringing in the 3.5-litre atmospheric engine. Once again Honda was well prepared and enjoyed success until 1992 when Mansell, now driving for Williams Renault, took them to the constructor's cup. The competition was catching up with Honda's V-10 and only Senna's driving made the difference. The same was in store for their V-12, the glory days were passing.
Mission successful
Honda told Ron Dennis to consider his options for the following season. They had confirmed their status in Europe as a car maker through 10 years of competition and, accordingly, Formula One's role - to establish them internationally as a major car maker - was finished.
For Honda it was back to cars and motorcycles, generators and lawn mowers and cultivators and tractors.
Praise indeed
Honda won 23 Grands Prix, one drivers' world championship and two constructors' world championships with Williams. Frank Williams said that 'Honda brought a new approach to Formula One which was the acceptance only of excellence and technical supremacy'.
Honda moved to McLaren from 1988 to 1992 and won 44 more Grands Prix and the constructor's and driver's titles four years in a row, a run of success unprecedented in modern grand prix motor racing. Ron Dennis, Managing Director of McLaren International spoke about, 'the dedication and technical brilliance of the Honda engineers and mechanics' which even adversaries admired.
Luca Montezemolo, president of Ferrari spoke of the similarities between Honda and Ferrari.
'Both founded by extraordinary individuals who loved motor racing and were committed to technical innovation'.
Honda
engine used