Honda B16 Engine for Sale | OEM 1.6L DOHC VTEC Inline-4, 160 HP at 7,600 RPM
Product Overview
- Displacement: 1.6L DOHC VTEC inline-4
- Horsepower: 160 hp at 7,600 rpm (B16A2), up to 185 hp (B16B Type R)
- Condition: OEM used, compression tested and inspected
- Availability: B16A, B16A2, and B16B variants in stock
- Shipping: Free crated freight to all 50 states, 5 to 10 business days
- All 4 cylinders compression tested with results shared before payment
- Variant confirmed before shipping (B16A2 vs B16B Type R)
- VTEC solenoid operation tested, cam phaser function verified
- Timing belt condition inspected (B16 uses timing belt, not chain)
- Donor application documented (Civic Si EM1, Del Sol VTEC, JDM Civic SiR)
- 100% fitment verified before every order ships
- Zero core charge required, your existing engine stays with you
- Backed by a 15 day replacement warranty against internal defects
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Description
Engine Background
The Honda B16 is the 1.6 liter member of Honda’s celebrated B-series engine family, produced from 1989 to 2000 and powering some of the most iconic VTEC-equipped Hondas of that era. With its compact size, lightweight aluminum construction, and willingness to rev past 8,000 rpm, the B16 became a cornerstone of Honda performance heritage and remains one of the most popular naturally aspirated engine swap candidates in the import community today. At 160 horsepower from 1.6 liters in factory tune, and exceeding 200 hp on basic naturally aspirated builds, the B16 still represents one of the highest specific outputs of any production engine of its era.
Honda B16 Horsepower and Performance Character
The B16A2, the most common B16 in the United States, produces 160 horsepower at 7,600 rpm and 111 lb-ft of torque at 7,000 rpm in factory tune. The peak torque rpm and high redline (8,200 rpm) define the B16 character: power comes alive past 5,500 rpm when VTEC engages, and the engine pulls hard to redline. The JDM B16B Type R adds higher compression (10.8:1), more aggressive cam profiles, and a longer-rod construction for an output of 185 horsepower at 8,200 rpm in factory form, the highest specific output of any naturally aspirated 1.6L production engine of the 1990s.
The B16 Family Variants You Need to Know
| Detail | Description |
|---|---|
| B16A (JDM) | First-generation B16, 1989 to 1995. Multiple revisions, produced 158 to 170 hp depending on revision. Found in JDM Civic SiR (EG6 chassis), Civic SiR-II (EG9), Del Sol JDM. |
| B16A2 (USDM) | The volume US B16. 160 hp at 7,600 rpm. Found in 1994 to 1997 Honda Del Sol VTEC and 1999 to 2000 Honda Civic Si (EM1 chassis). The most common B16 you can buy in the US. |
| B16A3 | USDM Del Sol VTEC variant, 1994 to 1997. Similar specs to B16A2. |
| B16B (JDM) | JDM Civic Type R EK9 engine, 1997 to 2000. 185 hp at 8,200 rpm, 11.0:1 compression, longer rods, aggressive cams. The highest-output B16 ever produced. |
Why Honda Builders Buy a Used B16
For US Civic, CRX, Integra, and Del Sol owners building K-swaps or B-swaps, a B16 is the foundation of an enthusiast naturally aspirated build. The Honda Civic SiR EG6 and EK4 chassis are some of the most popular B-swap targets globally. For 1999 to 2000 Civic Si EM1 owners, a B16A2 replacement is the like-for-like swap. For Del Sol VTEC owners, a B16A2 or B16A3 is the direct replacement.
When Replacement Becomes Necessary
- Knock or rattle under load, rod or main bearing wear on high-mileage units
- Loss of compression on one or more cylinders, head gasket or ring wear
- Excessive blue smoke, valve seal wear or piston ring wear
- VTEC engagement failure, oil pressure or VTEC solenoid issue
- Coolant in oil, head gasket failure (typically post-overheat event)
- Building a B-swap project (Civic EG, EK, EF, CRX, Del Sol)
- Upgrading from a non-VTEC engine to the B16 VTEC for higher output
Known Issues We Document Before Shipping
- Compression on all 4 cylinders, the leading indicator of overall condition
- VTEC solenoid screen condition (a critical wear point on B-series engines)
- Timing belt and water pump condition (replace at install if past 60,000 miles since last service)
- Head gasket integrity, especially on units with previous overheating history
- Variant photographed and confirmed (B16A2 vs B16B has significant pricing difference)
- Donor application and approximate mileage documented where available
What Ships and What Does Not
| Item | Details |
|---|---|
| INCLUDED | Long block: block, crankshaft, rods, pistons, camshafts, head, valve train, oil pan, valve cover, timing covers, harmonic balancer. VTEC solenoid included. |
| NOT INCLUDED | Intake manifold (sometimes included, varies by donor), throttle body, ECU, harness, alternator, starter, A/C compressor, power steering pump, flywheel, motor mounts. |
| Fluids | Drained before shipping. Refill with 5W-30 motor oil meeting Honda spec. |
| Core Note | No core charge. You are not required to return your old engine. |
Direct-Fit Vehicle Applications
The Honda B16 was a direct fit in the following vehicles:
| Vehicle | Compatibility |
|---|---|
| JDM Honda Civic SiR (EG6) | 1992 to 1995 hatchback (B16A) |
| JDM Honda Civic SiR (EK4) | 1996 to 2000 hatchback (B16A) |
| JDM Honda Civic Type R (EK9) | 1997 to 2000 (B16B, 185 hp) |
| Honda Civic Si (EM1) | 1999 to 2000 USDM coupe (B16A2) |
| Honda Del Sol VTEC | 1994 to 1997 USDM (B16A2 / B16A3) |
| JDM Honda Integra XSi / RSi | Limited applications (B16A) |
| JDM Honda CRX SiR (EF8) | 1989 to 1991 (B16A first-generation) |
Common B-swap applications: B16 into US Civic EG (1992 to 1995), Civic EK (1996 to 2000), Civic EF (1988 to 1991), CRX, and DA Integra. With proper engine mounts (Hasport, Innovative Mounts), B-series transmission, axles, and ECU, a B16 swap is one of the most documented Honda swaps.
Inspection Workflow
Every used B16 we ship goes through this process:
- Compression test across all 4 cylinders, pressure per cylinder recorded
- VTEC solenoid operation and screen condition verified
- Timing belt condition inspected, replacement recommendation noted
- Head gasket integrity check
- Visual inspection of block deck, head surfaces, and oil galleries
- Variant photographed: head casting and block deck visible (so buyers can verify B16A2 vs B16B)
- Donor application and approximate mileage documented where available
Where donor mileage is verified, it is shared. Where mileage cannot be confirmed, we disclose this openly before payment.
Why Buy From Part Nests
- All 4 cylinders compression-tested with results shared before payment
- Variant photographed and confirmed (B16A, B16A2, or B16B Type R)
- B16A2 head casting and intake style verified to match buyer expectations
- VTEC solenoid operation tested
- Timing belt condition inspected with service recommendation
- Head gasket integrity verified on every unit
- Free crated freight to all 50 states, no hidden fees
- No core charge required
- 15 day replacement warranty on internal defects
- Call (240) 306-7051 to speak with someone who knows B16A2 vs B16B Type R differences, B-series swap mount sourcing, and VTEC solenoid screen service planning
Additional information
| engine-model | Honda B16 |
|---|---|
| engine-family | Honda B-Series |
| configuration | 16 valves, Inline 4 DOHC |
| displacement | 1.6L (1, 595 cc, 97.3 cu in) |
| bore-x-stroke | 81 mm x 77.4 mm (3.19 in x 3.05 in) |
| compression-ratio | 10.2:1 (B16A2 US-spec) |
| rod-length | 134 mm (5.3 in) |
| rod-stroke-ratio | 1.745 |
| aspiration | Naturally Aspirated |
| vtec | DOHC VTEC, Yes |
| fuel-system | Sequential PGM-FI |
| fuel-type | Premium Unleaded Recommended |
| block-material | Cast aluminum |
| head-material | Aluminum |
| firing-order | 1-3-4-2 |
| power | 160 hp at 7, 600 rpm |
| torque | 000 rpm, 111 lb-ft at 7 |
| application | Del Sol VTEC, EK4), Honda Civic Si EM1, JDM Civic SiR (EG6, JDM Civic Type R (EK9) |
| modifications | Aftermarket modifications available, ECU tuning all extensively supported, exhaust, intake, turbo / supercharger |
Output, compression, and internal hardware. The B16A2 (1994 to 2000 USDM Del Sol VTEC and Civic Si EM1) produces 160 hp at 7,600 rpm with 10.4:1 compression. The B16B (JDM Civic Type R EK9, 1997 to 2000) produces 185 hp at 8,200 rpm with 11.0:1 compression, longer connecting rods, aggressive cam profiles, and hand-ported heads. The B16B is the highest-output B16 ever produced and commands significantly higher pricing than the B16A2.
Only two: the 1994 to 1997 Honda Del Sol VTEC (B16A2 or B16A3) and the 1999 to 2000 Honda Civic Si (EM1 chassis, B16A2). The JDM Civic SiR, Type R, and other B16-equipped vehicles were never officially sold in the US. Most B16 engines in the US market are imports for swap projects.
Honda's Variable Valve Timing and Lift Electronic Control. The system uses two cam profiles per intake valve. At low rpm a mild profile provides smooth idle and fuel economy. At higher rpm (typically 5,500+ rpm on the B16) the VTEC solenoid engages a more aggressive profile, dramatically increasing valve lift and duration. The transition is sudden and obvious, producing the famous 'VTEC kick' that defines B-series character.
Yes. Honda B-series engines use a rubber timing belt driving DOHC camshafts. A snapped belt causes immediate valve-to-piston contact and head damage. The belt must be replaced every 60,000 to 90,000 miles. Always replace the timing belt at engine installation regardless of donor service history.
Yes, this is one of the most documented swaps in Honda enthusiast history. B16 swap targets include Civic EF (1988 to 1991), Civic EG (1992 to 1995), Civic EK (1996 to 2000), CRX, and DA Integra. The swap requires engine mounts (Hasport, Innovative Mounts), B-series transmission, axles, ECU (Chipped or P28 for older OBD1), and supporting hardware. Conversion costs typically run $3,000 to $5,000 for a clean basic swap.
Displacement and stroke. The B16 is 1.6L (81 mm bore, 77.4 mm stroke); the B18 is 1.8L (81 mm bore, 89 mm stroke). The B18 has more torque from the longer stroke; the B16 revs more freely from the shorter stroke. Both use VTEC on certain variants. For maximum torque on a budget, B18B1 (non-VTEC) is popular. For higher rpm character, B16 is preferred. Both are common swap engines.
Engine and transmission can be sold together as a combo (highly recommended for swap projects) or as engine-only. Combo includes the matched factory transmission with shifter, axles where present, and clutch assembly where present. Engine-only excludes the transmission. Call to discuss combo pricing if you are doing a swap project.
No. There is no core return required.
15 Day Replacement Warranty
Every used Honda B16 engine purchased through Part Nests carries a 15 day replacement warranty starting on the delivery date.
What Is Covered
- Internal defects already present when the engine arrives
- Performance materially different from how the engine was described
- Incorrect variant shipped due to an error on our end
What Is Not Covered
- Damage from failed timing belt (timing belt must be replaced at installation if past service interval)
- Damage caused during installation
- Damage from running incorrect ECU or fuel mapping on swap applications
- External components unless specifically itemized
- Labor expenses of any kind
To start a warranty claim, reach us within 15 days of delivery at (240) 306-7051.
- Variant Confirmed: B16A, B16A2, or B16B Type R photographed before payment
- VTEC Solenoid Tested: Operation and screen condition verified
- Timing Belt Inspected: Critical service item flagged on every order
- Head Gasket Checked: Cross-contamination assessment performed
- All 4 Cylinders Tested: Compression results shared before payment
- 15 Day Replacement Cover: Internal defects protected from delivery onward
2 reviews for Honda B16 Engine for Sale | OEM 1.6L DOHC VTEC Inline-4, 160 HP at 7,600 RPM
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Mikey C. –
Got a B16A2 for a 1999 Civic Si EM1 replacement. Variant confirmed as B16A2 (matching the EM1), VTEC solenoid operation verified, timing belt condition disclosed (planning replacement at install per their recommendation). All four cylinders tested uniform on compression. Foundation for the EM1 is exactly right.
Reza J. –
Sourced a JDM B16B for a Civic EK swap project. B16B Type R variant confirmed (the high-compression version), head casting photographed. Honest about the pricing difference vs B16A2 up front. Donor application documented. Foundation for the build is the engine I wanted.