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Unknowingly, the Honda gasoline engine series has reached its 15th installment. In this chapter, letās introduce the F-series engines. The F-series inline-four engine was released on September 13, 1989, and remained in service until the discontinuation of the S2000 in 2009āa full span of 20 years. However, with the exception of the last two models F20C and F22C, most of the F-series engines were low-performance types, or at most, sidekicks to the H-series in terms of mechanical performance and output figures.
The F18A and F20A launched in September 1989 were installed in the fourth-generation Accord (CB1/3). The F18A used an SOHC valvetrain with a dual intake and exhaust valve layout and had a displacement of 1849cc. It used a conventional carburetor fuel system and produced a maximum of 105hp at 6000rpm. The F20A extended the piston stroke to 88mm, reaching a displacement of 1997cc, with the same valvetrain and fuel delivery system, producing 110hp, and was installed in the Accord 2.0 (CB3). A slightly higher-performance version of the F20A was also released at the same time and installed in the Accord Si (CB3 and the four-wheel-steering CB4). This version used a DOHC structure with a PGM-Fi electronic fuel injection system, achieving 150hp at 6100rpm.
The F-series engines adopted aluminum alloy cylinder blocks and heads. This engine family was among the most common when Honda first entered the Chinese market. Remember the fifth-generation Accord CD5 that once swept across China? Also called the "Accord 2.2," the CD5 was equipped with the F22A. At the time, Accord models in China came from various sources and had various engine configurations. If you open the hood and donāt see "VTEC-E" marked, the engine is likely an F22A4 or A6. If it has the VTEC-E label, then itās the F22B1. Later on, the first generation of domestically-produced Accord by Guangqi Honda also used the F23A1 engine, while the first domestic Odyssey (RA6) used the F23A7.
The Accord 2.2 (CB9) with the F22A engine only made 140hp, even less than the F20A. The reason lies in the SOHC structure of the F22A, whereas the F20A used DOHC, resulting in more efficient combustion.
The most powerful 2.0L engine in the standard F-series lineupāor perhaps the strongest in the entire F-seriesāwas the F20B. Due to taxation and vehicle classification reasons, Honda took the F20A and upgraded it using the cylinder head design from the H22A, launching the high-performance F20B in 1997 for European and Japanese Accord models (CF4). The F20B adopted a DOHC VTEC valvetrain, with the same bore and stroke as the F20A (85mm and 88mm, respectively), and had a compression ratio of 11:1. It achieved 200hp at 7200rpm and 196Nm at 6600rpmāalmost miraculous power for the relatively lightweight Accord chassis. The author once drove an automatic CF4 Accord SiR with this engine. Although it "only" had 180hp, the moderate body weight allowed for decent acceleration. However, itās not a "fast" engine per se; VTEC kicks weren't as wild as in Civic models with B16B engines, but the power was definitely thereājust not explosive. Perhaps the manual SiR-T version would tell a different story.
The F20B engine, used in the European CF4 Accord and Japanese Accord SiR-T (CD4), features a DOHC VTEC system, producing 50hp more than the 150hp DOHC F20A, reaching 200hpāmaking it the most powerful transversely mounted F-series engine.
The SiR designation isnāt exclusive to the Civic and Integra. The Accord also had its own sporty variants. SiR models came in both four-door and two-door coupe versions with the 200hp F20B engine, paired with a manual transmissionāmore than enough for fun.
The extreme F20C and F22C1 could be considered āF-series in name only,ā sharing only the cylinder spacing. Their internal architecture was entirely newāmore akin to the post-2000 K-series. Both the block and head were aluminum alloy. The only thing missing was the K-series i-VTEC system, thus "forced" into the F-family. F20C was released with the S2000 on April 15, 1999.
These two engines were specifically designed for the S2000, which is a front-engine, rear-wheel-drive (FR) layout. As such, both F20C and F22C1 were longitudinally mounted. They used a completely different valvetrain with timing chains driving DOHC VTEC camshafts, allowing for precise valve timing, fuel injection, and ignition. The cylinders were reinforced with fiber-enhanced metal and molybdenum-coated pistons to reduce friction.
Both engines had an 87mm bore. The F20C had an 84mm stroke, and the F22C1 had a 90.7mm stroke. Due to differences in fuel quality and road conditions between Japan and the U.S., the Japanese F20C had a compression ratio of 11.7:1, while the U.S. version was 11:1. Both versions of the F22C1 had 11.1:1. The F20Cās short-stroke design allowed a redline of 8800rpmā800rpm higher than the F22C1.
The F20C was in production from 2000 to 2009. It won "Best Engine of the Year" five years in a row (2000ā2004) and remains the highest naturally aspirated production engine in terms of power densityā125hp/L. (Second place: Ferrari 458 Italia F136F engine at 124.5hp/L; Third place: Nissan SR16VE N1 at 123.45hp/L.)
A common question: Why release the F22C1 when you already have the 250hp F20C? After all, F22C1 has 10hp less. The answer lies in the torque curve. F22C1 aimed to improve torque across the rev range, not peak power. It delivered 10Nm more peak torque and had 4ā10% more power than F20C between 1000ā8000rpm. From the authorās test drive of both engines, the F22C1 felt more relaxed and easier to driveāespecially on public roads. Not everyone wants to wring out the VTEC constantly. Thatās why even race S2000s often ditch VTEC. By 2006, the F20C was discontinued in Japan, fully replaced by the F22C1.
The F22C1's real strength isnāt just peak power but consistent torque and usability across the rev range. The difference between 1997cc and 2157cc is realāboth physically and chemically. Try it and feel for yourself.
With the S2000 (AP2) discontinued in 2009, the last F-series engineāF22C1āalso ended its run. Since Honda hasnāt released a successor to the S2000, itās premature to call the K20A its replacement. The true successor is still to come. This concludes most of the 1990s "Gen-Z" inline-four Honda engines. In the following chapters, weāll cover the post-2000 K-series, R-series, and L-series to complete the Honda gasoline engine family. Thank you for readingāif you like this content, please follow and like our page! ā¤ļø
Usually, the Honda SUVs we see on the streets include models like the CR-V, Vezel (HR-V), XR-V, and Breeze.
Unknowingly, the Honda gasoline engine series has reached its 15th installment. In this chapter, letās introduce the F-series engines. The F-series inline-four engine was released on September 13, 1989, and remained in service until the discontinuation of the S2000 in 2009āa full span of 20 years. However, with the exception of the last two models F20C and F22C, most of the F-series engines were low-performance types, or at most, sidekicks to the H-series in terms of mechanical performance and output figures.
The F18A and F20A launched in September 1989 were installed in the fourth-generation Accord (CB1/3). The F18A used an SOHC valvetrain with a dual intake and exhaust valve layout and had a displacement of 1849cc. It used a conventional carburetor fuel system and produced a maximum of 105hp at 6000rpm. The F20A extended the piston stroke to 88mm, reaching a displacement of 1997cc, with the same valvetrain and fuel delivery system, producing 110hp, and was installed in the Accord 2.0 (CB3). A slightly higher-performance version of the F20A was also released at the same time and installed in the Accord Si (CB3 and the four-wheel-steering CB4). This version used a DOHC structure with a PGM-Fi electronic fuel injection system, achieving 150hp at 6100rpm.
The F-series engines adopted aluminum alloy cylinder blocks and heads. This engine family was among the most common when Honda first entered the Chinese market. Remember the fifth-generation Accord CD5 that once swept across China? Also called the "Accord 2.2," the CD5 was equipped with the F22A. At the time, Accord models in China came from various sources and had various engine configurations. If you open the hood and donāt see "VTEC-E" marked, the engine is likely an F22A4 or A6. If it has the VTEC-E label, then itās the F22B1. Later on, the first generation of domestically-produced Accord by Guangqi Honda also used the F23A1 engine, while the first domestic Odyssey (RA6) used the F23A7.
The Accord 2.2 (CB9) with the F22A engine only made 140hp, even less than the F20A. The reason lies in the SOHC structure of the F22A, whereas the F20A used DOHC, resulting in more efficient combustion.
The most powerful 2.0L engine in the standard F-series lineupāor perhaps the strongest in the entire F-seriesāwas the F20B. Due to taxation and vehicle classification reasons, Honda took the F20A and upgraded it using the cylinder head design from the H22A, launching the high-performance F20B in 1997 for European and Japanese Accord models (CF4). The F20B adopted a DOHC VTEC valvetrain, with the same bore and stroke as the F20A (85mm and 88mm, respectively), and had a compression ratio of 11:1. It achieved 200hp at 7200rpm and 196Nm at 6600rpmāalmost miraculous power for the relatively lightweight Accord chassis. The author once drove an automatic CF4 Accord SiR with this engine. Although it "only" had 180hp, the moderate body weight allowed for decent acceleration. However, itās not a "fast" engine per se; VTEC kicks weren't as wild as in Civic models with B16B engines, but the power was definitely thereājust not explosive. Perhaps the manual SiR-T version would tell a different story.
The F20B engine, used in the European CF4 Accord and Japanese Accord SiR-T (CD4), features a DOHC VTEC system, producing 50hp more than the 150hp DOHC F20A, reaching 200hpāmaking it the most powerful transversely mounted F-series engine.
The SiR designation isnāt exclusive to the Civic and Integra. The Accord also had its own sporty variants. SiR models came in both four-door and two-door coupe versions with the 200hp F20B engine, paired with a manual transmissionāmore than enough for fun.
The extreme F20C and F22C1 could be considered āF-series in name only,ā sharing only the cylinder spacing. Their internal architecture was entirely newāmore akin to the post-2000 K-series. Both the block and head were aluminum alloy. The only thing missing was the K-series i-VTEC system, thus "forced" into the F-family. F20C was released with the S2000 on April 15, 1999.
These two engines were specifically designed for the S2000, which is a front-engine, rear-wheel-drive (FR) layout. As such, both F20C and F22C1 were longitudinally mounted. They used a completely different valvetrain with timing chains driving DOHC VTEC camshafts, allowing for precise valve timing, fuel injection, and ignition. The cylinders were reinforced with fiber-enhanced metal and molybdenum-coated pistons to reduce friction.
Both engines had an 87mm bore. The F20C had an 84mm stroke, and the F22C1 had a 90.7mm stroke. Due to differences in fuel quality and road conditions between Japan and the U.S., the Japanese F20C had a compression ratio of 11.7:1, while the U.S. version was 11:1. Both versions of the F22C1 had 11.1:1. The F20Cās short-stroke design allowed a redline of 8800rpmā800rpm higher than the F22C1.
The F20C was in production from 2000 to 2009. It won "Best Engine of the Year" five years in a row (2000ā2004) and remains the highest naturally aspirated production engine in terms of power densityā125hp/L. (Second place: Ferrari 458 Italia F136F engine at 124.5hp/L; Third place: Nissan SR16VE N1 at 123.45hp/L.)
A common question: Why release the F22C1 when you already have the 250hp F20C? After all, F22C1 has 10hp less. The answer lies in the torque curve. F22C1 aimed to improve torque across the rev range, not peak power. It delivered 10Nm more peak torque and had 4ā10% more power than F20C between 1000ā8000rpm. From the authorās test drive of both engines, the F22C1 felt more relaxed and easier to driveāespecially on public roads. Not everyone wants to wring out the VTEC constantly. Thatās why even race S2000s often ditch VTEC. By 2006, the F20C was discontinued in Japan, fully replaced by the F22C1.
The F22C1's real strength isnāt just peak power but consistent torque and usability across the rev range. The difference between 1997cc and 2157cc is realāboth physically and chemically. Try it and feel for yourself.
With the S2000 (AP2) discontinued in 2009, the last F-series engineāF22C1āalso ended its run. Since Honda hasnāt released a successor to the S2000, itās premature to call the K20A its replacement. The true successor is still to come. This concludes most of the 1990s "Gen-Z" inline-four Honda engines. In the following chapters, weāll cover the post-2000 K-series, R-series, and L-series to complete the Honda gasoline engine family. Thank you for readingāif you like this content, please follow and like our page! ā¤ļø
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