Honda Civic Sixth Generation 1996-2000

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Honda Civic Sixth generation (EJ/EK/EM)
Overview
Manufacturer	Honda
Also called	Honda Ballade (South Africa)
Production	1996–2000
Assembly	Swindon, England (HUM) Suzuka, Japan East Liberty, Ohio, U.S. (ELAP) Alliston, Canada (HCM) Ayutthaya, Thailand Lahore, Pakistan Aragua, Venezuela Sumaré, Brasil (Honda Brazil) South Africa Hsinchu, Taiwan Nelson, New Zealand (Honda New Zealand) Gebze, Turkey (Honda Gebze Plant) Santa Rosa City, Laguna, Philippines
Designer	Masakazu Udagawa; Yoshi Kigoyoshi (1993)[1]
Body and chassis
Body style	2-door coupe (EJ6/7/8/EM1) 3-door hatchback (EJ6/EK1/2/3/4/9) 4-door sedan (EJ6/8) 5-door hatchback (Domani based, MA/MB/MC) 5-door wagon (Orthia) 5-door wagon (Aerodeck - Domani based)
Layout	Front engine, front-wheel drive / four-wheel drive
Related	Honda CR-V Honda Domani Honda Integra Honda Orthia Honda Partner Acura EL Isuzu Gemini Rover 200 Rover 400
Powertrain
Engine	1.3 L D13B4 I4 1.4 L D14A3/A4/A7/A8 I4 1.5 L D15Z4 I4 1.6 L D16Y4 I4 (AUS version) 1.6 L D16Y5/Y7/Y8 I4 1.6 L B16A2 I4 1.6 L B16B VTEC I4
Transmission	5-speed manual 4-speed automatic CVT - HX only
Dimensions
Wheelbase	103.2 in (2,621 mm)
Length	164.5 in (4,178 mm) (1996-98 hatchback) 164.2 in (4,171 mm) (1999–2000 hatchback) 175.1 in (4,448 mm) (coupe & sedan)
Width	67.1 in (1,704 mm) (Int'l) 66.7 in (1,694 mm) (Japan)
Height	54.1 in (1,374 mm) (coupe) 54.7 in (1,389 mm) (sedan)
Curb weight	2,519 lb (1,143 kg)
Chronology
Predecessor	Honda Civic (fifth generation)
Successor	Honda Civic (seventh generation)

The sixth-generation Honda Civic was introduced in 1995. It retained its class-leading handling,^{[citation needed]} thanks in part to its front double wishbone suspension. However, the sixth iteration of Civic did not have the high power-to-weight ratio of its predecessors. Two wagons were also made on the platform; the JDM Orthia, based on the Civic sedan, and a Domani-based model, sold as Civic Aerodeck, in Europe. Neither were offered in North America. A Domani-based five-door liftback was also offered for sale in Europe alongside the regular Civic model from 1995 to 2001.
At its introduction in 1995, it won the Car of the Year Japan Award for the third time.


Trim packages and equipment (North America)


1996–1998 Honda Civic coupé (US)
Coupe: Trims available in the coupe body style were the EJ6 (US DX, Canadian DX and DX-V), EJ7 (US HX), EJ8 (US EX, Canadian Si) and EM1 (only 1999 and 2000; US Si, Canadian SiR).
Hatchback: Trims available in the hatchback body style were the EJ6 (US CX and DX, Canadian CX/CX-G/DX/SE), EJ9^[2] (1.4L SOHC model), EK1 (1.5L SOHC VTEC-E model), EK2 (1.3L model), EK3 (1.5L SOHC VTEC-E model), EK4 (Japanese SiR, European SiR and/or VTi), EK6 (Japanese 1.6L SOHC model), EK7 (Japanese 1.6L SOHC model) and the EK9 (Japanese Type R).
Sedan: Trims available in the sedan body style were the EJ6 (US DX/LX/VP, Canadian EX/LX), EJ8 (US EX), EJ9 (1.4L SOHC model), EK1 (1.5L SOHC VTEC-E model), EK2 (1.3L model), EK3 (1.5L SOHC model), EK4 (Japanese SiR, European SiR and/or VTi), EK5 (Japanese 1.6L SOHC 4WD model), EK8 (Japanese 1.6L SOHC model) and EN1 (US GX).
CX: The base trim package, available as a hatchback only. Appointed very sparingly (no standard radio or power steering), it came equipped with 13-inch wheels, 4-wheel double wishbone suspension, dual airbags, tinted windows, split/folding rear seat, and seating for five people. In 1997, the CX added 14-inch wheels as standard equipment. In 2000, the CX added tilt steering as standard equipment.^[3]
DX: Available as a hatchback, coupé, or sedan. It included all standard equipment from CX plus tilt steering and am/fm radio. Power steering was standard on all sedans, and on the coupes when ordered with automatic transmission. For 1997, the DX added 14-inch wheels as standard equipment.^[4]
LX: Available as a four-door only. It included all standard equipment from DX plus 14-inch wheels, power windows, power locks, power mirrors, power steering, front stabilizer bar, front center armrest with storage compartment, cargo area light, cruise control, and tachometer. For 1997, the LX added air conditioning as standard equipment.
EX: Available as a coupé or sedan. It included all standard equipment from LX plus a higher-horsepower SOHC VTEC engine, power sunroof, air conditioning, remote entry system, plus body-colored side mirrors and side molding. ABS was standard on sedan only and optional on the coupe if equipped with an automatic transmission. For 1999, the EX added a CD player as standard equipment.^[5]
HX: Available as coupé only, this trim package was specially tooled for higher fuel efficiency. It was the only trim available with a CVT (continuously variable transmission), though customers could also choose a 5-speed manual transmission. It included all standard equipment from DX, plus a slightly higher horsepower VTEC-E engine, alloy wheels, power windows, power locks, power steering, and tachometer.^[6][7]
GX: Introduced in 1997 and available as a sedan for fleet-purchase only, this trim package was specially designed to run on natural gas. See Honda Civic GX for detail and references.
VP: Introduced in 1998 and available as a sedan only, this trim was designed as a “Value Package” above the DX. It included all standard equipment from DX plus automatic transmission, power locks, CD player, air conditioning, keyless entry, and special paint.
Most trim packages had a standard AM/FM radio in the center dashboard with a backlit LCD display (except CX had no radio), while a slave cassette player or CD player was available through dealer-installed options and was installed in the forward portion of the console and was hidden from view when the cupholder was open. EX trims had the slave cassette player standard. Dealers also offered AM/FM cassette and AM/FM CD decks to replace the stock radio. All vehicles were equipped with four speakers (except for the EX which included two extra tweeters located on the front doors), radio wiring (prep), and an antenna regardless of whether or not they had a radio.


Si


1999 Honda Civic Si
After a brief hiatus, the Civic Si reappeared in 1998, available as a coupé only. With the adoption of the VTi badge in Europe and the SiR and Type R badges in Japan for the sports variants of Civics, the Si became primarily a US-specific badge, a branding trend that would continue in subsequent Civic generations. Accelerating from 0-60 in 7.1 seconds, the 1999 Civic Si trim package featured a 1.6-litre B16A2 engine that made 160 hp (119 kW) at 8,000 rpm and 111 ft-lbs of torque at 7,000 rpm. While similar to the powerplant in the Del Sol VTEC, the Civic Si saw some notable differences, which include a larger throttle body, improved intake manifold, strengthened connecting rods, low-friction/high-silicon pistons, a fully counterweighted crankshaft, and an exhaust system with larger-diameter piping. Due to its good fuel economy (27/31 city/hwy MPG), independent suspension at all four corners, and a more popular coupe form, the trim package garnered a dedicated following in spite of its short production cycle.^[8]
Changes from the standard Civic included stiffer, progressive-rate springs, stiffer front and rear anti-roll bars, and a tower brace, which contributed to a flatter-cornering ride. It was available with a five-speed manual transmission only, standard equipment also including disc brakes all around. Aesthetic exterior changes from the LX/EX trims were minimal, with the Si trim package featuring a lower-profile and wider 15-inch wheel/tire package, a subtle chin-spoiler, painted side sills, and Si badging. There are power locks, power windows, a cd-player, cruise control, air conditioning, power sunroof, and tilt steering.^[9] For the interior, the sixth generation Si also had tilt adjustment for the bottom cushion, a leather-wrapped steering wheel, remote keyless entry, and red-faced instrumentation with Si branding.


Paint colors

Colors available in the US were as follows:
1996: Cyclone Blue Metallic (sedan), Cypress Green Pearl (coupe and sedan), Midori Green Pearl (hatch), Granada Black Pearl (hatch), Frost White (coupe and sedan), New Vogue Silver Metallic (hatch), Milano Red (coupe), Island Coral Pearl (coupe and sedan) and Roma Red (hatch).
1997: Cyclone Blue Metallic (DX and LX sedan), Cypress Green Pearl (DX and EX coupe and sedan), Granada Black Pearl (LX and EX sedan, coupe and DX hatch) Frost White (DX and EX coupe and sedan), New Vogue Silver Metallic, Dark Amethyst Pearl (hatch), Milano Red (coupe), Inza Red Pearl (LX sedan) and Roma Red (hatch).
1998: Cyclone Blue Metallic (sedan), Cypress Green Pearl (coupe and sedan), Taffeta White (coupe and sedan), New Vogue Silver Metallic, Flamenco Black Pearl, Dark Amethyst Pearl (hatch), Milano Red (coupe) and Roma Red (hatch).
1999: Electron Blue Pearl (Si coupe), Iced Teal Pearl (sedan), Clover Green Pearl (coupe and sedan), Taffeta White (coupe and sedan), New Vogue Silver Metallic (hatch), Flamenco Black Pearl(hatch), Dark Amethyst Pearl (hatch), Milano Red (coupe) and Roma Red (hatch).
2000: Electron Blue Pearl (Si coupe), Iced Teal Pearl (sedan), Clover Green Pearl (coupe and sedan), Taffeta White (coupe, hatch and sedan), New Vogue Silver Metallic, Flamenco Black Pearl, Milano Red (coupe), Roma Red (hatch), Vintage Plum Pearl (sedan) and Titanium Metallic (sedan).


Facelift


Facelift Civic CXi hatchback (Australia)

Facelift Civic GLi sedan (Australia)
In 1998 for the 1999 model year, the Civic had some updates for both the interior and exterior. These redesigns could vary according to the country of origin for the car. For example, in some European countries there was no redesign to the climate control area or to the rear of the sedan models.
The updated cars received a facelift which included a new grille, new headlights, and a new front bumper, fenders and hood and redesigned taillights. The coupe and sedans models also received a slight redesign to the bottom of the rear bumper. On the pre-facelift sedans, the stop lights were on top of the reverse and turn lights; for the facelift version, the reverse and turn lights were on top of the stop lights. For the coupe and hatchback the layouts remained as before; however, the rear turn signal lenses became clear/white instead of amber to match the reverse lights (the turn light bulbs themselves now were amber).
Inside, the center console had a makeover. The sliding air system controls were replaced by rotary ones, which freed up space to accommodate an enlarged radio, which included the cassette player or Compact Disc player. Previously, the large size of the ventilation controls reduced the size of the radio, necessitating a slave cassette player or Compact Disc player at the bottom of the console.


Engines

United States Domestic Market (USDM)

The CX, DX, VP, and LX trim packages used the SOHC 16v D16Y7 engine. It produced 106 hp (79 kW) at 6,200 RPM, 103 lb·ft (140 N·m) of torque at 4,600 RPM, with a compression ratio of 9.6:1. Fuel injection was multi-point.^[10]
The HX trim had the SOHC 16v D16Y5 lean-burn engine with VTEC-E. It produced 115 hp (86 kW) at 6,300 RPM, 104 lb·ft (141 N·m) of torque at 5,400 RPM, with a compression ratio of 9.4:1. Fuel injection was multi-point.^[11][12]
The EX trim (Canadian Si trim) had the SOHC 16v D16Y8 engine with VTEC. It produced 127 hp (95 kW) at 6,600 RPM, 107 lb·ft (145 N·m) of torque at 5,500 RPM, with a compression ratio of 9.6:1. Fuel injection was multi-point.^[13][14]
The Si trim (Canadian SiR trim) used the DOHC 16v B16A2 engine with VTEC. It produced 160 hp (119 kW) at 7,600 RPM, 111 lb·ft (150 N·m) of torque at 7,000 RPM, with a compression ratio of 10.2:1. Fuel injection was multi-point.^[15][16]
The GX trim had the D16B5 engine designed to run on compressed natural gas. It had a compression ratio of 12.5:1.


Other Markets


Interior
In Japan, the least expensive trim package was the EL (and also a short-lived special EL-II trim), powered by a 1,343 cc D13B engine with 91 PS (67 kW) at 6,300 RPM. As for most of the sixth generation Civics, it was a SOHC 16v design.^[17]
In the UK, Europe, South Africa and the Philippines, there were a number of sedans and Aerodecks between 1996 and 2000 produced with the B16A1, B16A2, B18B and even B18C motors.
In Japan, the Civic Ferio Si used the second generation B16A engine while the other trims used D15B, D16A or D13B engines.
In the Middle East market, the Civic came with a 105 hp (78 kW) D15Z4 engine for LXi and EXi trims.
in Australia, most trims came with the D16Y4 engine; the VTI sedan trim had the D16Y5, the VTI coupe the D16Y8 and the VTI-R Hatchback and Coupe had the B16A engine.


Transmissions

Most trim packages (DX, LX, EX, Si) were available with a standard 5-speed manual transmission with a hydraulic clutch, or an optional 4-speed automatic transmission. Various gear sets and final drives were used between trims and model years, resulting here are 4 different manual transmission combinations:
CX/DX hatchback, HX Coupe: Tall gearing with a 3.722 final drive
DX/LX coupe/sedan: Same transmission gearing as CX/DX hatchback and HX coupe but with a 4.058 final drive
EX hatchback/coupe/sedan: Shorter gearing than all the variants save for the Si with a 4.25 final drive
Si Coupe: Shortest gearing of all the 6th generation Honda Civics, 4.266 final drive, available in manual transmission only.
The HX trim was offered with the 5-speed manual or a CVT Continuously Variable Transmission which offered three driving ranges, D (standard transmission ratios for normal driving), S (secondary ratios for spirited driving with higher engine speeds), and L (lowest ratios to provide maximum engine braking and peak power). The conventional 4-speed automatic was not available on the HX trim. A JDM variant called the civic RTi was also produced and it featured either manual and automatic transmissions coupled to a Honda real-time all-wheel-drive layout.
For the DX/LX/EX Civics equipped with automatic transmissions, the only difference between the DX/LX vs. the EX is that the EX has slightly shorter gearing in 1st-3rd gear but otherwise shares same 0.638 4th gear ratio and 4.357 final drive ratio.^[18]


Weights

	CX Hatch		DX Hatch		DX Coupe		HX Coupe		EX Coupe
	Auto	Manual	Auto	Manual	Auto	Manual	Auto	Manual	Auto	Manual
1996	2297	2222	2317	2242	2339	2262	no data	2313	2513	2483
1997	2338	2304	2253	2319	2271	2337	2324	2399	2460	2496
1998	2357	2295	2392	2339	2385	2342	2429	2361	2551	2504
1999	2423	2359	2434	2388	2405	2335	2445	2370	2560	2513
2000	2423	2359	2434	2388	2405	2359	2445	2370	2560	2513

	DX Sedan		LX Sedan		EX Sedan		Si Coupe	Value Package Sedan
	Auto	Manual	Auto	Manual	Auto	Manual	Manual	Auto
1996	2370	2319	2430	2387	2568	2518
1997	2319	2370	2387	2438	2568	2518
1998	2385	2339	2458	2412	2558	2511
1999	2388	2339	2456	2410	2562	2513	2612
2000	2388	2339	2456	2410	2562	2513	2612	2418

All weights listed in this table are in lbs.


Worldwide


The European Honda Civic 5-door liftback (rebadged Domani).
The JDM Civic Sedan (known as the Civic Ferio Si) featured a 170 PS (125 kW) DOHC VTEC B16A engine, rear headrests, an Integra Type-R style shift knob, unique seating fabric and the same 15" alloy wheels that also appeared on the 1999-2000 US market Civic Si Coupé. Other JDM Ferio models included a model with the RealTime 4wheel drive and a rear wiper in the back window of the sedan, which was not seen in other markets.


Canada

Canadian trim packages were mostly similar to the United States, though with different designations. Canadian Civic sedans came in LX and EX, which roughly correspond to the American DX and LX; there was no Honda-branded Canadian equivalent to the American EX sedan - the Canadian-market only Acura EL filled this spot. Canadian Civic coupes came in DX, Si, and SiR, the equivalent of the DX, EX, and Si in the United States. Only the EX sedan, Si coupe and SiR coupe had power locks and power windows, the Si and SiR coupes were the only Canadian Civic trims with a power moonroof. All sedans and coupes had a group option package available that added air conditioning and anti-lock brakes. The hatchbacks, available only in CX and DX trims, were sold as economy cars; as in the US, they had none of the amenities of other trims in the Civic lineup, not even as options. All sedans, coupes, and the hatchback DX had two front airbags; while the CX hatchback had the driver's side airbag only.
Canadian SiR and Si trims included ABS and heated mirrors, which better suited the Canadian climate of long winters, which were not included on the American Si trims. The Canadian SiR also was available in New Vogue Silver Metallic, which was not available for the American Si trim.
The Civic DX Special Edition (SE) hatchback was a special trim package released for the year 2000 only. The car was similar to the Canadian DX hatchback, but came with additional standard parts including mesh 14-inch wheels (similar in design to the more common third generation Integra mesh wheels), body-coloured side mirrors and side mouldings, a mid-wing and a Special badge on the rear of the hatch.


Australia

The Civic was introduced in 1996 initially with two 1.6-litre engines. The VTEC motor was found in the VTI, while the non-VTEC was standard across the range in the GLi and CXi models, with an optional 4-speed automatic in both the CXi and GLi or CVT in the VTi. The high output B16A2 engine was introduced later and available in the coupe and hatch, known as the VTi-R.


Asian SiRII



Sixth generation Honda Civic in Malaysia.
From 1996 to 2000, Honda produced Civic SiRII which came with a B16A engine, but it was only available in Asian market. This engine produced (160 hp (120 kW) at 7800 rpm with a displacement of 1595 cc.


Philippines

The sixth generation Civic was initially launched in 1996 with two trim packages: the LXi with a non-VTEC 1.5L SOHC D15Z4 engine, and the VTi with a 1.6L SOHC D16Y5 VTEC-E engine. Both came with regular front disk brakes and rear drum brakes. Transmission choices were a 5-speed manual or a 4-speed automatic, available in both trims. During the 1999 facelift, an SiR version was introduced. It had a B16a2 1.6L DOHC VTEC engine and was initially available in nighthawk black, tafetta white and passion orange variants. Milano red and sunburst yellow color variants followed aftwerwards with silver accents on the center console. Other notable differences were a mesh grill (similar with the EK9), three-spoked red stitched steering wheel, 15 inch Enkei rims (similar to the USDM Si & JDM Vi-RS), leather stitched shiftknob (similar with the JDM SiR), front upper strut bar, Kenwood CD player, bigger front and rear disc brakes, unique interior fabric colors and an optional front chin and spoiler. The only transmission choice was a 5-speed manual. The SiR is very common with car & race enthusiasts as it offered the highest power output of any locally released 1.6L car to date which is why it is still very marketable as a used car.


Japanese Type-R

There was also a Japanese domestic market only Civic Type-R, that was only available as a hatchback and 5-speed manual with LSD. This model was equipped with a powerful B16B (185 PS (136 kW) at 8,200 rpm) (AKA PCT), which is essentially a destroked version of the Integra Type-R B18C engine. The chassis was given the designation EK9. The EK9 was very special as it was essentially based on the JDM EK4 SiR but taken out of the production line and given additional reinforcement to the chassis and body shell. Weight was also meticulously removed to create a light weight racecar feel. Other additions over the EK4 were bigger brakes, quicker steering ratio, specially tuned suspension, Recaro seats, Momo steering wheel, titanium shift knob, front lip spoiler, rear wing, smoked headlights and a hand built engine that embodied the racing spirit of Honda. This engine featured a hand polished cylinder head, lighter flywheel, redesigned cam profiles, high compression pistons and balanced crankshaft. The gearbox was fitted with a helical type limited slip differential.


Japanese Civic Ferio Vi-RS

Consider that the "extra sporty" Version of the Honda Civic head to Rio (VI)-1995 year, 2000 year made. Honda factory from 1999 up until 2000, manufactured in the Honda Civic Ferio Vi-RS 1.5-litre, four-Door Sedan (named exports to fe Rio). Contains many specific function, separates the rest from civic. RS means "Road Sailing" (roads). That was the REAL JDM (Japanese Domestic Market), 6 Generation Civic. The Chassis Designation GF-Blue - Vi-RS.
Specification :
Vi-RS a D15B VTEC 3 STAGE , 5 speed manual or automatic transmission(constantly changing its composition).
Fuel Supply System Name Pgm-fi, the programmed fuel injection.
Grade 3 VTEC control easily identified two solenoid valve switch 2. (stage vtec kick in).
The Civic Vi-RS, two-way switch installed on the right side of steering wheel, and the gearbox. The marks, one of the " S1-s2 ", and another " d ". s2 s2 is more aggressive than s1, which means that there is a greater ratio in order, the faster speed activate the wild - Cam (section 3.) mode. All S1, S2, and d individual air-fuel mapping the engine control unit (ECU), different behaviour, acceleration.
*The Various Functions Original Vi-RS.
AC :
Honda-Matic Multi Non-automatic gearbox, exclusive me SS (Accele Map Select Registration System) aims to Athletic Performance, bring out the block.
Wheels & brakes :
Disc brakes on all four wheels, specially extended front brake discs (Size 262)
Front Springs to the tower with increased body stiffness.
Wheel:
Standard tire size :
195/55 R 15 V
Rim Size (in) :
15
Complete Wheel Diameter (mm / in) :
596 / 23.4
Appearance :

1. Rear Vi-RS factory spoiler with 3rd brake light - (CIVIC printed impression underneath spoiler)
2. IP to RS-specific rear wing, brake light.
3. Exclusive Unique Style Mesh Grill, elegant type Vi-RS logo.
4. The newly developed 4. Exclusive 15-Inch Aluminum Enkei Wheels with 195/55 R15 tyres.
5. Tinted/Cromax glass for rear doors-M2L3/rear window. Front M2H3-mild green tinted/cromax
6. Exclusive Car Color: PB-76 P - Royal Grape Pearl (Vi-RS)
7. Black door moulding
8. Civic Ferio Vi-RS sticker on rear door
9. Autoflip side mirror- switch with built in relay
10. Optional - Fog/spot light and electronic glass sun roof
11. Body colored side protection panels
Interior Design

1. High-Quality Leather Embossed Government to perfectly fit the hand.
2. Surface Carbon Center Console Window switch panels and the extra sporty mood suggests.
3. Clam Driver, Athletic Experience.
4. (Fixed / Cup Holder Concealed)
Main Factory Extras :

1. Double and single, head of climate system, or honda car navigation air conditioning system, CD. (the latter could ask an extra cassette player), and all 2.
2. Electric glass sunroof, tinted. As a (extra) could ask for.
3. KM Meter brightness. As a (extra) could ask for
4. Mirror Triangle Lock High Voice, su small speakers.
Main Factory Extras :

1. Fog lamps
2. Helper cornering lamp in the front bumper. As a (extra) could ask for
3. Parking Helper Antenna in the front bumper. As a (extra) could ask for
4. Rear Bumper Lights Fog Lamp (specifically someone will spot him as). (extra) could ask for
Factory Rims extra dimensions :
Rim size
6 J x 14 inhibitors
4 x 100 mm
And = 35 mm
Rim size
7 J x 15 inhibitors
4 x 100 mm
And = 35 mm
Rim size
7,5 j x 15 inhibitors
4 x 100 mm
And = 35 mm
Rim size
7,5 j x 16 inhibitors
4 x 100 mm
And = 30 mm
Rim size
7,5 j x 17 inhibitors
4 x 100 mm
And = 30 mm
In order to emphasize the sporty appearance, the "RS" emblems was more space on the car.
Placement Points: bottom right rear door, rear door outside both strips under the rear, and the grill.
While The Multi-Matic-based civic vi (economy), D (drive) and s (Sports) switch on the steering wheel, the Vi-RS-1 (S1 S2 Sports (Sports), 2) and d (drive) the gearbox designed by her place. The gear shift button is equipped with a Vi-RS is much smaller than other civic and leather.
Like most JDM Civic rare internal tissue samples were.
The meetings a special black-Blue Color Combination with shellfish.
Moreover, this car was equipped with the advanced cross double wishbone suspension, which later was replaced by a simpler with macpherson struts 2000 s vintage.
Motorcycle Bodywork :
Based on 2000 Honda Civic Ferio RS
Bodywork
Type: 4/5 by
Number of doors: 4
Dimensions:
Wheelbase: 2620 mm 103,14
Front Track Width: 1470 mm 57,87
Back Gauge: 1465 mm 57,67
Length: 4450 mm / 175,2 in
Width: 1695 mm 66,73
Ground Clearance: 1390 mm / 54,7 in
Own weight: 1110 kg 2.447,12 l
Fuel Capacity: 50 l 13.20 with USS


South Africa

In South Africa, the 3-door hatchback was sold under the "Civic"(pre-face lift) and "Civic Coupe"(face lift) nameplate. The 4 door sedan was marketed and sold under the "Ballade" nameplate. Unfortunately in South-Africa the 2-door Civic coupe (Si) was not available. Chassis codes also differed to other markets SO3(civic hatchback) SO4(civic sedan/Ballade).The Type R was never released into the local market. No SOHC VTEC motors were available either. South-African model options were Civic 150i (D15Z4) Civic 160i (D16Z4) Civic 160i VTEC (B16A1) Civic 180i (B18B)
Popular modifications with the Honda enthusiasts are equipping turbochargers to the D-series motors, or doing a "frankenstien" motor (B20B CRV motor with the VTEC B16A cylinder head).


Europe - MA/MB/MC five-door Civic / Civic Aerodeck


European Honda Civic Aerodeck
Based on the Domani, this version was marketed in Europe as the MA/MB/MC Civic and Civic Aerodeck. It was built in five-door and Aerodeck (Estate) models in various trim levels and engine sizes. The Aerodeck name was previously used on the Honda Accord Aerodeck, which was a two-door station wagon, popularly known in Europe as a shooting-brake. 1.4 L (D14A2/A5/A7), 1.5 L (D15Z8/Z6), 1.6 L (D16Y2/Y3, D16W2/W3, D16B2 etc.) and 1.8 litre (B18C4) petrol engines were available. These came with five-door body and fifty-five litre fuel tank, ABS, driver and passenger air bags, power steering and electric door mirrors, amongst other things. The later models came with air conditioning as standard. The 1.8 VTi model was the flagship model (explained in detail below) with the biggest petrol engine to be given to MA MB MC Civics. The Domani-based Civics were also available with the Rover L-Series diesel engine which was a 2-litre, eight-valve, direct-injection turbocharged unit (20T2N, 20T2R); an essential addition in the European market. Later diesel engines came with intercoolers. The chassis codes designated to this model and generation of Civics were chassis codes MA8, MA9, MB1, MB2, MB3, MB4, MB6, MB7, and MB8 for the liftback, while the Aerodeck chassis codes are MB9, MC1, MC2, MC3, and MC9. Compared to the original Domani, the Liftback and Aerodeck featured a new interior, similar to that of the more upmarket Rover 400. Honda had a long-serving partnership with the Rover group, who at the time didn't have enough funds for the tooling to produce an all new car, which allowed Rover to produce its own C-Segment competitor based around the design of the Domani shell and using a lot of its underpinnings to produce the Rover 400/45 and later MG ZS. Rover made mostly cosmetic changes (which included front fenders/wings, bonnet, headlights, bumpers, rear lights and tailgate were different on the Rover as well as more upmarket cabin materials and greater use of wood and decals) to have a brand new design in the showrooms, which was very cost effective but divided opinion amongst brand enthusiasts.


1.8 /1.6 VTi


The European Honda Civic 1.8 VTI
As with all Honda models of the age, VTi denoted the inclusion of Honda's VTEC technology. There was a rear VTi badge, and decals of "DOHC VTEC" on the rear doors, as well as front/rear bumper lips and side skirts (in VTI-S models). 1996 saw the introduction of the VTi model and then a limited edition VTI-S. The VTI came in two different flavours - the DOHC 1.6 VTi hatch and sedan (B16A2 engine) and the DOHC 1.8 VTi five-door (with the larger B18C4). The 1.6 VTi car was actually slightly faster in acceleration than the 1.8 due to the different gear ratios. The 1.6 was also a lighter engine in a lighter car, helping to reduce the 0-60 mph acceleration time by about 0.3 seconds. Front/rear disc brakes were standard on all VTi/VTi-S versions. The five-door versions (VTi/VTi-S) included a Torsen limited slip differential which meant they were quicker out of corners than the 1.6 (three-door) due to being able to accelerate out of corners more effectively.
The 1.8 VTi Civic came with a host of standard equipment, some of which was not available on the three-door (1.6) equivalents. Standard 1.8 spec includes:
Exterior: Front lip/spoiler, Rear boot spoiler with integral brake light, Headlight washers, electric sunroof, colour-coded mirrors, colour-coded door handles, colour-coded front rear bumpers, front fog lights, lightweight Speedline 5 spoke alloy wheels.
Interior: Unique half leather sports style seats (full leather optional), front/rear electric windows, Electrically operated/heated door mirrors, air conditioning, dashboard instrument light dimmer, front and rear head rests. Leather steering wheel with red stitching.


United Kingdom Limited Editions

VTi-S

The MB6 VTi-S five-door was made in a limited run of 500 of each body type, and only sold in the Honda colour 'Pirates Black', with body coloured bumpers. The VTI-S improved on the appearance of the standard Civic VTi five-door with a more pronounced front lip and also a rear lip on the bumpers, and different side skirts. The VTi-S specification also included chrome/aluminium gear-knob(silver/black plastic on later VTiS models), VTI-S floor-mats and tailgate badging. It also came fitted with lightweight 15" Speedline Chrono alloy wheels, with a split spoke design. The later VTi-S models came fitted with the lightweight Speedline "fan" alloy wheels. Other than this, the it is identical to the regular VTi. The instrument dials on later VTi-S models changed slightly, now with italic numbering.
The three-door EK4 VTi-S was produced in 1998 only and 200 were produced in this time, all on 'R' registration plates. Like the MB6 VTi-S, the EK4 VTi-S was based on the standard VTi hatch, with differences being the Starlight Black paint, front and rear bumper lips/skirts, rear mid-spoiler, 15" speedline chrono alloy wheels, the dashboard cluster used white numbering on the speedometer, fuel gauge etc., rather than orange/red as in the regular VTi, however it still retained the red needles. The boot badges spelling out 'Honda' 'Civic' '1.6VTi' and 'VTEC' were all replaced with a single VTi-S badge, and there was an alloy gear knob and VTi-S floor mats. Mechanically and in performance terms it is identical to a regular EK4 VTi. Due to a problem with the registration process many genuine VTi-S' were not on the log books as a VTi-S, but a VTi, and regular VTi Civic's were logged as VTi-S, this problem also affected the special edition EK4 Civic Jordan, of which some were also logged as a VTi-S.


Civic Jordan

To commemorate the Honda (Mugen) Jordan F1 team. A 500 car special limited edition Honda Civic VTi (EK4 3-door model) was created with their own signed Eddie Jordan Plaque with the specific number stamped on it in the centre console. This car was sold in 1999–2000. It had the same basic spec as the EK4 VTi, but the extras included: Sunlight Yellow paint work, yellow-and-black leather interior, Jordan decals on the sides and rear of the car as well as stitched into the seats and floor carpets.


Rover 200, 400, 25, 45 and MG ZR, ZS

Rover developed these vehicles from the Honda Domani (sold as a Civic in Europe) using their own engines. UK produced with styling and interior specifications were aimed primarily at the UK market.

Honda Civic Fith Generation 1992-1995

Honda Civic Fifth generation (EG/EH/EJ)
Overview
Manufacturer	Honda
Production	1992-1995
Assembly	Suzuka, Japan East Liberty, Ohio, USA (ELAP) Alliston, Ontario, Canada (HCM) Lahore, Pakistan Hsinchu, Taiwan Thailand South Africa Nelson, New Zealand (Honda New Zealand) Santa Rosa, Laguna, Philippines
Designer	Kohichi Hirata (1989)[1]
Body and chassis
Class	Subcompact
Body style	2-door coupé (EJ1/2) 3-door hatchback (EG3, EH2/3) 4-door sedan (EG8/9, EH9)
Layout	Front-engine, front-wheel drive Front-engine, four-wheel drive
Related	Honda Ballade Honda CRX Del Sol Honda Concerto Honda Domani Honda Integra
Powertrain
Engine	1.3 L D13B2 I4 1.5 L D15B7 I4 1.5 L D15B2 I4 1.5 L D15B8 I4 1.5 L D15Z1 I4 1.5 L D15Z3 I4 1.6 L D16A8/9 DOHC I4 1.6 LD16Z6 VTEC I4 1.6 L D16Z9 VTEC SOHC I4 1.6 L B16A1/B16A2 VTEC DOHC I4 1.8 L B18C3 I4 (ZA only)
Transmission	4-speed automatic 5-speed manual
Dimensions
Wheelbase	101.4 in (2,576 mm) (hatchback) 103.2 in (2,621 mm) (coupé & sedan)
Length	160.2 in (4,069 mm) (hatchback) 172.8 in (4,389 mm) (coupé) 173.0 in (4,394 mm) (sedan)
Width	66.9 in (1,699 mm)
Height	50.7 in (1,288 mm) (hatchback) 50.9 in (1,293 mm) (coupé) 51.7 in (1,313 mm) (Sedan)
Curb weight	925–1,130 kg (2,039–2,491 lb)[2]
Chronology
Predecessor	Honda Civic (fourth generation)
Successor	Honda Civic (sixth generation)

Main article: Honda Civic

The fifth generation of the Honda Civic debuted in Japan on September 9, 1991. The new Civic was larger than its predecessor, had a more aerodynamic body and the wheelbase was increased to 257 cm (101.3 inches) for the three-door hatchback and 262 cm (103.2 inches) for the four-door sedan. The wagon was also dropped for overseas markets, while the previous generation station wagon ("Shuttle") continued in Japan and Europe.
At its introduction in, it won the Car of the Year Japan Award for the second time.
This generation of Civic used lightweight materials to create a fuel efficient economy car. Compared to the previous generation, the cowl was raised, which allowed for more suspension travel. Along with that change the ride became softer than that of the previous generation, which provided a more compliant ride at expense of crisper handling.
In addition, vehicles with the 1.6 L SOHC VTEC 125 PS (92 kW; 123 hp) engines such as the Si hatchback and EX coupe models found in the United States, provoked popularity of the (relatively) high-performance 1.6 L inline-four segment. In South Africa a unique model with the B18B3 from the Acura Integra RS was specially built to fill the gap left by the absence of the DOHC B16A VTEC engine in the range.

Body styles

Coupe

Honda Civic coupe (US)

Trims available in the two-door coupe body style, introduced for 1993, were the DX (EJ2), EX, and EX-S (EJ1), for the United States Domestic Market (USDM), and the DX, DX "Special Edition" (EJ2), and Si (EJ1) for the Canadian Domestic Market (CDM). The coupe, built in both Canada and the United States, was also exported to European and Japanese markets.^[2] A left-hand drive version of the Civic Coupe was released as a limited edition in Japan, imported from the United States, to celebrate the tenth anniversary of the Honda Primo dealer network in 1994.
DX: The DX was the base model equipped with all-manual features, driver's side door mirror, rear defroster and power brakes. The 1995 Canadian-only DX "Special Edition" added an AM/FM cassette player, wheelcovers, centre armrest console, clock, power steering, and power mirrors.
EX/Si: The USDM EX/CDM Si included an AM/FM cassette player and upgraded sound system, cruise control, wheelcovers on 14-inch (360 mm) wheels, clock, 9K tachometer with 7.2K RPM redline, moonroof with tilt feature, power steering, and dual body-coloured power mirrors and door handles. The USDM EX also received power locks and windows. Dual air bags and optional ABS with rear disc brakes distinguished the USDM 1993-only EX-S model.

Hatchback

1993–1995 Honda Civic GLi hatchback (Australia)

Introduced in 1992, trims available in the hatchback body style in the U.S. and Canada were the CX, DX, VX (EH2) and Si (EH3), however the VX and Si models were discontinued in Canada after model year 1993, while the DX was discontinued after 1994. With a total interior room (passenger and luggage) of 90 cu.ft., the hatchback was classified by EPA of U.S. as subcompact.
CX: The economical CX was the base model equipped with all-manual features, and power brakes. In the U.S., it came with the 8-valve 70 hp 1.5L D15B8 engine and manual transmission. With 42/48 miles per gallon (mpg) (city/hwy) [revised to 2008 EPA rating: 35/43 mpg city/hwy^[3]] or 40/47 mpg (city/hwy) [revised to 2008 EPA rating: 33/42 mpg city/hwy^[4]], the CX was the second most fuel-efficient Civic model of the fifth generation, after the VX. CX models in Canada came with the same 16-valve 102 hp 1.5L D15B7 engine as in the DX model, but could also be ordered with automatic transmission which also came with power steering. The 1995 CDM CX models (colloquially and/or unofficially known as the "CX-Plus") added the rear wiper/washer as a standard feature, and could be ordered with side mouldings and manual passenger-side mirror.
VX: Fitted with the same manual transmission as the USDM CX, the VX was identical to the base model CX except that it gained improved fuel efficiency through a 92 hp 1.5 L (d15z1) VTEC-E engine yielding 48/55 mpg (city/hwy) [revised to 2008 EPA rating: 39/49 mpg city/hwy^[5]] or 44/51 mpg (city/hwy) [revised to 2008 EPA rating: 36/46 mpg city/hwy^[6]]. In Canada, it was rated by Transport Canada fuel consumption estimate: 4.7L/100 km city and 4.3L/100 km hwy.^[7] Other added features were an 8K tachometer with redline at 6K RPM, lightweight 13-inch (330 mm) aluminum alloy wheels, as well as additional front & rear under-body trim additions to improve aerodynamic flow. The VX was also equipped with an aluminum alternator bracket, an aluminum front driver's side engine mount, and a lightweight crank pulley. In addition, the instrument cluster of the CX and VX featured a shift indicator light that would notify the driver when to shift upwards in order to achieve optimum mileage. To this day, the CX & VX models are lauded as one of the only gasoline-powered cars that rival the fuel economy of today's hybrids and diesels. In the March 2010 issue of Car & Driver for example, it mentions its long-term test car, a 2009 VW TDI Jetta with 6-speed dual-clutch auto transmission, got worse fuel mileage (38 mpg) than their 1992 Honda Civic VX test car (which got 41 mpg) and 2000 Honda Insight hybrid (48 mpg).^[8]
DX: The more powerful DX, with a 102 hp (76 kW) 1.5 L D15B7 engine, manual passenger side mirror (after '92), tilt steering, intermittent wipers, side mouldings, rear wiper/washer, and rear cargo shelf as standard equipment. Despite the higher hp powerplant, the DX returns real-world mileage of 38 city / 45 hwy.
Si: The Si model replaced rear drum brakes with discs, added a power moonroof with tilt, cruise control, a dashboard clock, a 9K tachometer with a 7,200 rpm redline, plastic wheelcovers on 14 inch wheels, power side mirrors (body coloured, beginning in 1993), body-coloured door handles, and a 125 hp (93 kW) 1.6 L single-overhead cam D16Z6 VTEC engine with manual transmission. It enabled the car to hit 0–60 in 7.5 seconds and a quarter-mile time of 16.3 at 86 mph.^[9] VTEC activated on the intake side and not the exhaust side, which was the result of the spark plug blocking the area where the cam follower would be. In 1994, rear speakers and optional ABS were also added.
In other markets (Australia, Japan, Peru) the Si received the 1.6 D16A8/9 DOHC non-VTEC engine, with 130 PS (96 kW). At this time, however, the Si was not the most powerful variant of the Civic sold elsewhere: In Europe, Honda also offered the Civic VTi, which featured a 160 PS (118 kW) B16A2 engine, and the JDM SiR, SiR-II, and SiR-S carried an even more powerful B16A engine, which made 170 PS (125 kW).^[10] Japan also received a VTi model with a 1.5 litre engine similar to the D16Z6, with 130 PS (96 kW).
In European markets the trims available were the DX (EG3/1.3 L; 75 PS Engine code:D13B2), LSi (EG4/1.5 L 90 PS Engine code:D15B2), VEi (EG4/1.5 L SOHC VTEC-E 92 PS Engine code:D15Z1), ESi (EG5/1.6 L SOHC VTEC 125 PS Engine code:D16Z6), and VTi (EG6/1.6 L DOHC VTEC 160 PS)

Sedan

1994 Honda Civic (EG) GLi sedan (Australia)

Trims available in the USDM sedan body style were the DX, LX (EG8) and EX (EH9), while the CDM models were branded slightly differently as the LX, LX "Special Edition" (1994–95), EX (EG8) and the EX-V (1992–93) (EH9). In Japan, a four-door sedan was introduced called Japanese: Civic Ferio, sold at Honda Primo dealerships, while a more upscale version was called the Honda Domani sold at Honda Clio. In Japan, the "Ferio" name was used from 1992 until 2006 on all sedans, regardless of trim packages installed.
The USDM DX/CDM LX was the base model, and equipped with all-manual features and power brakes. The Canadian-only LX "Special Edition" added an AM/FM cassette player, wheelcovers, center armrest console, clock, power steering, dual power mirrors, and air conditioning. The USDM LX/CDM EX included an AM/FM cassette player, cruise control, center armrest console, clock, tachometer, power steering, and power windows, locks and mirrors. For 1994-95, the USDM LX had wheelcovers on 14-inch (360 mm) wheels with 175/65 sized tires; in 1992-93, the wheels were 13-inch (330 mm) with 175/70 tires. On the USDM EX/CDM EX-V, Honda added the VTEC engine, a power sunroof, body coloured mirrors (beginning 1993), rear sway bar, ABS, upgraded stereo, and deluxe wheelcovers.
The four-door wagon was not updated for this generation platform, and continued to use the previous generation internationally until February 21, 1996, when it was replaced by the Honda Orthia and Honda Partner sold only in Japan.

Specifications

North America

All DX and LX models used the D15B7 a 16-valve SOHC engine rated at 102 bhp (76 kW; 103 PS) and 98 ft·lbf (133 N·m) of torque. DX and LX models were aimed towards the economy conscious market. The USDM CX models had the D15B8 which is an eight-valve non-VTEC engine rated at 70 bhp (52 kW; 71 PS) while the CDM models came with the D15B7. The VX had the D15Z1 (VTEC-E engine) capable of 92 bhp (69 kW; 93 PS). The USDM EX, CDM EX-V, and the Si had the D16Z6 SOHC VTEC engine (125 hp (93 kW)).

USDM Curb Weights

	CX Hatch	VX Hatch	Si Hatch	DX Hatch
	Manual	Manual	Manual	Auto	Manual
1992–1993	2094	2094	2326	2275	2178
1994–1995	2108	2094	2390	2264	2178

	DX Sedan		LX Sedan		EX Sedan		DX Coupe		EX Coupe
	Auto	Manual	Auto	Manual	Auto	Manual	Auto	Manual	Auto	Manual
1992–1993	2343	2275	2388	2319	2524	2480	2317	2224	2445	2390
1994–1995	2392	2313	2456	2403	2575	2522	2326	2231	2575	2520

All weights listed in this table are in lbs.

Other markets

In Europe the DX has the D13B2 (hatchback EG3), the LSI has the D15B2 (hatchback EG4, sedan EG8) and D15B7 (coupé EJ2), the VEi has the D15Z1 VTEC-E (hatchback EG4 and sedan), the ESi has the D16Z6 (hatchback EG5 and sedan), and the VTi had the B16A2 (EG6/EG9).
In Japan, as well as a few other export locations, the VTi was offered with two different motors: the B16A2/3 (160 PS DOHC VTEC) and the D15B (130 PS SOHC VTEC). The D15B shares the same head as the US Civic Si (D16Z6) but features a unique block, crank, and rods. the car shared the 1.5 L displacement of the other D15 blocks, but the rods were the same length as the D16's (137mm) and a better rod to stroke ratio (1.63) rather than the normal D15's ratio of 1.59. Despite this, the crank and bearing sizes were not the same.
In the Middle East the EX has the D16Z9 (sedan EH5) and the VTi (hatchback & coupé, EJ2) has the B16A2\3 engine.

Nissan RB engines

Nissan RB engine
RB30E in an R31 Nissan Skyline
Overview
Manufacturer	Nissan Motor Company
Production	1985-2004
Combustion chamber
Configuration	Straight-six engine
Displacement	2.0 L 2.4 L 2.5 L 2.6 L 2.8 L 3.0 L
Valvetrain	SOHC DOHC
Combustion
Turbocharger	Single Garrett T3 Twin Garrett T28-type ceramic turbochargers (RB26DETT)
Chronology
Successor	Nissan VR engine

The RB engine is a 2.0–3.0 L straight-6 four-stroke petrol/gasoline engine from Nissan, produced from 1985-2004.
Both SOHC and DOHC versions have an aluminium head. The SOHC versions have 2 valves per cylinder and the DOHC versions have 4 valves per cylinder; each cam lobe moves only one valve. All RB engines have belt-driven cams and a cast iron block. Most turbo models have an intercooled turbo (the exceptions being the single cam RB20ET & RB30ET engines), and most have a recirculating factory blow off valve (the exceptions being when fitted to Laurels and Cefiros) to reduce compressor surge when the throttle quickly closes. The Nissan RB Engine is derived from the six cylinder Nissan L20A engine which has the same bore and stroke as the RB20. All RB engines were made in Yokohama, Japan where the new VR38DETT is now made. Some RB engines were rebuilt by Nissan's NISMO division at the Omori Factory in Tokyo as well. All Z-Tune Skylines were completely rebuilt at the Omori Factory.

Bore and stroke

All Nissan engines follow a naming convention, identifying the engine family (in this case, RB), displacement, features present—see the list of Nissan engines for details.
The stock dimensions for the Nissan RB Engine

• RB20 - 2.0 L (1998 cc, bore: 78.0 mm, stroke: 69.7 mm)
• RB24 - 2.4 L (2428 cc, bore: 86.0 mm, stroke: 69.7 mm)
• RB25 - 2.5 L (2498 cc, bore: 86.0 mm, stroke: 71.7 mm)
• RB26 - 2.6 L (2568 cc, bore: 86.0 mm, stroke: 73.7 mm)
• RB30 - 3.0 L (2962 cc, bore: 86.0 mm, stroke: 85.0 mm)
• "D" indicates a dual overhead cam as opposed to a single overhead cam
• "E" indicates the individual engine ports are electronically fuel-injected
• "S" indicates the engine is carbureted
• "T" indicates the engine has a factory installed turbocharger
• "TT" indicates the engine has factory installed twin turbochargers
• "P" indicates the engine runs on LPG (liquefied petroleum gas)

RB20

RB20ET engine in an R31 Passage Wagon

There were a variety of 2.0 L RB20 engines produced:

• RB20E - single-cam (96 to 110 kW (130 to 145 ps) @ 5600 rpm, 167 to 181 N·m (17 to 18,5 kgf·m) @ 4400 rpm)
• RB20ET - single-cam turbocharged (125 kW (170 PS) @ 6000 rpm, 206 N·m (21.0 kgf·m) @ 3200 rpm)
• RB20DE - twin-cam (110 to 114 kW (150 to 155 PS) @ 6400 rpm, 181 to 186 N·m (18.5 to 19 kgf·m) @ 5600
• RB20DET - twin-cam turbocharged (158 kW (211 PS) @ 6400 264 N·m (27.0 kgf·m) @ 3200 rpm)
• RB20P - single-cam (94 PS @5600 rpm and 142 N·m @2400 rpm)
• RB20DET-R - twin-cam turbocharged (210 ps at 6400 rpm and 245 N·m at 4800 rpm
• RB20DE NEO - twin-cam 155 PS, improved low end torque, reduced fuel consumption and emissions.

RB20DET swap into a Nissan 240SX

The first RB20ET/DE/DET engines were fitted to the HR31 Skyline and the Nissan Fairlady 200ZR (Z31 chassis), produced from August 1985. The early twin cam engines featured the NICS (Nissan Induction Control System) injection system, while the later twin cam engines used ECCS (Electronic Concentrated Control System). Later versions which used ECCS engine management, discarded the twelve tiny runners for six much larger ones (though they retained twelve ports on the head, so there was a splitter plate). It was also fitted to the A31 Cefiro, C32 and C33 Laurel. The Fairlady 200ZR was fitted with an intercooled NICS type RB20DET.
The first RB20E engine was used in the C32 Laurel, produced from October 1984.
Laurels, R32 Skyline and Cefiros used the second (1989–1993) series RB20E/DE/DET. This had an improved head design, and used the ECCS injection system. These later motors are known as 'Silver Top' engines.
RB20DE Camshaft duration 232° in, 240° ex lift: 7.3mm in, 7.8mm ex
RB20DET Camshaft duration 240°in, 240°ex lift: 7.3mm in, 7.8mm ex
RB20DET Red top Camshaft duration 248°in, 240°ex lift: 7.8mm in, 7.8mm ex
RB20DE NEO Camshaft duration and lift are yet to be added
The 210 PS RB20DET-R was used in the Nissan Skyline 2000GTS-R (HR31) and was limited to 800 units.
The RB20P is the autogas LPG (Liquefied petroleum gas) version of the RB20, but with 12 valves (OHC).

RB24S

Nissan RB24S engine, Carburetor, SOHC, used in the Latin American market Laurel Altima A31 (an export market name for the A31 Cefiro)

This is a very rare engine, as it was not produced for the Japanese domestic market. These were fitted to some left hand drive Nissan Cefiros exported from Japan new. Mechanically, the RB24S combines an RB30E head, RB25DE/DET block and RB20DE/DET crank with 34 mm height pistons. The resulting 86.0 mm bore and 69.7 mm stroke combined to form a 2,428 cc inline-six engine.
This engine used carburetors instead of the Nissan ECCS fuel injection system. It is able to rev higher than the RB25DE/DET (as it has the same stroke as the RB20DE/DET) as well as being almost the same displacement as the RB25DE/DET. A common modification is to fit a twin cam head from other RB series motors while retaining the carburetor set-up. The standard single cam form produced 141 PS at 5,000 rpm and 20.1  kgf·m (197 N·m) of torque at 3,000 rpm.

RB25

1993 RB25DET with VCT (NVCS)

1998 NEO RB25DET

The 2.5 L RB25 engine was produced in four forms:

• RB25DE - NON-TURBO twin-cam 140 kW/190 PS (180 - 200 hp ) @ 6000 rpm, 255 N·m (26.0 kgf·m) @ 4000 rpm)
• RB25DET - twin-cam TURBO (T3 Turbo) (245 to 250 hp and 319 N·m)
• RB25DE NEO- NON-TURBO twin-cam 147 kW/200 PS @ 6000 rpm, 255 N·m (26.0 kgf·m) @ 4000 rpm)
• RB25DET NEO - twin-cam TURBO (206 kW (280 PS) @ 6400 rpm, 362 N·m (37.0 kgf·m) @ 3200 rpm)

RB25DE and DET engines produced from August 1993 also featured NVCS (Nissan Variable Cam System) for the intake cam. This gave the new RB25DE more power and torque at lower rpm than the previous model. From 1995,(Series 2 Engines) both the RB25DE and RB25DET had a revised electrical system and the turbocharger on the RB25DET(S2) had a ceramic compressor wheel rather than aluminium. The most obvious change to the system was the introduction of ignition coils with built in ignitors, therefore the coil ignitor that was on previous models was not used. Other changes were, different air flow meter, engine ECU, cam angle sensor and throttle position sensor. Mechanically Series 1 and Series 2 are very similar, the only mechanical difference would be the camshafts as the Series 2 Cam Angle Sensor's shaft that goes into the exhaust cam is slightly different. This is very important not to mistake. (early Series 2 featured the traditional Mitsubishi CAS which was later swapped for the Black CAS because of a positioning tooth which occasionally broke off)
In May 1998 a NEO head was fitted, which enabled the engine to be classified as a low emission vehicle (LEV) engine due to their lower fuel consumption and emission output. The NEO head featured solid lifters rather than hydraulic, revised camshafts, with on/off solenoid Variable VCT, used a hotter 82 °C thermostat, model-specific coil packs and a revised inlet manifold (the runner diameter is reduced from 50mm to 45mm to increase air velocity and low end torque) in particular the RB25DE NEO which had two inlets going into the inlet manifold. The combustion chamber of the head is smaller so GT-R spec connecting rods are used to compensate as well as model-specific pistons. The turbo received the larger OP6 turbine which some came with steel compressor and turbine wheels, where others had the nylon plastic compressor wheel and ceramic turbine wheel. Some also used an N1 type oil pump and had the oil pump drive collar on the crank revised to help cope with the breakage problems associated with fast, high revs. All in all they are quite a different engine in their own right - a culmination of 20 years of Nissan RB engine building rolled into one.
The non-VCT, non-turbo RB25DE was fitted to the R32 Skyline, the VCT turbo and non-turbo was fitted to R33 Skylines and the WNC34 Stagea. Early R34 Skylines use the non-NEO RB, later Skyline and Stagea (WGNC34) models use the NEO version.
R32 Skyline RB25DE Camshaft duration 240°in, 232°ex lift: 7.8 mm in, 7.3 mm ex
R33 Skyline RB25DE Camshaft duration 240°in, 240°ex lift: 7.8 mm in, 7.8 mm ex
RB25DET Camshaft duration 240°in, 240°ex lift: 7.8 mm in, 7.8 mm ex
RB25DE NEO Camshaft duration 236°in, 232°ex lift: 8.4 mm in, 6.9 mm ex
RB25DET NEO Camshaft duration 236°in, 232°ex lift: 8.4 mm in, 8.7 mm ex

RB26DETT

RB26DETT from an R34 GT-R.

The RB26DETT engine is a 2.6 L Inline-6 engine manufactured by Nissan, for use in the 1989-2002 Nissan Skyline GT-R. The RB26DETT engine block is made from cast iron, while the cylinder head is made from aluminium. The cylinder head contains 24 valves (4 valves per cylinder), and uses a dual overhead camshaft setup. The intake of the RB26DETT varies from other RB-series motors in that it has six individual throttle bodies (3 sets of 2 throttle assemblies that are siamesed together) instead of a single throttle body. The engine also uses a parallel twin-turbo system, using a pair of T25-type ceramic turbochargers set by the wastegates to limit boost pressure to 10 psi, although the Skyline GT-R has a built in boost restrictor to keep boost under 14 psi.

This Nissan RB26DETT engine is on display at the Nissan Engine Museum in Yokohama, Japan.

This Nissan RB26DETT engine is on display at the Nissan Engine Museum in Yokohama, Japan.

This Nissan RB26DETT engine is on display at the Nissan Engine Museum in Yokohama, Japan.

The first 2.6 L RB26DETT was rated by Nissan at around 276 HP (206 kW) @ 6800 rpm and 260 lb·ft (353 Nm) @ 4400 rpm. By the end of production, power levels had gone up to around 276 HP (206 kW) @ 6800 rpm and 289 lb·ft (392 Nm) @ 4400 rpm, not only because of developments and modifications to the engine, but also because of the "Gentlemen's Agreement" made between Japanese automakers to limit the "advertised" horsepower of any vehicle to 280 PS (276 HP). The RB26 is widely known and became quite popular for its strength and power potential, making it a modification friendly platform for tuners and aftermarket modifications in general, not unlike Toyota's 1JZ-GTE engine. It is common for modified engines to achieve outputs of 500 hp+. Some of the most extreme and extensive modifications done to the RB26 have resulted in figures of 1000 hp+, even up to 1,638 hp.^[1][2]

	Duration		Lift
Camshaft	Intake	Exhaust	Intake	Exhaust
RB26DETT	240°	236°	8.58 mm	8.28 mm
RB26DETT N1	240°	236°	8.58 mm	8.28 mm

Some factory features of the RB26DETT:

• 6 throttle body intake
• Solid lifter valve actuation, bucket on shim
• Belt driven cams
• CAS (crank angle sensor) driven off exhaust cam, tells ECU (engine control unit) crank/cam position
• water cooled, oil pressure lubed turbos
• OEM cast pistons have cooling channels under the crowns (extra oil cooling to keep piston temperatures down)
• Piston oil squirters
• Sodium filled exhaust valves
• 8 Counter weighted crankshaft
• 'I' beam con rods (more reliable with ARP rod bolts fitted)

There is a common oiling problem with the pre-1992 R32 RB26 motors, as the surface where the crankshaft meets the oil pump was machined too small, eventually leading to oil pump failure at high rpm. This issue was resolved in later versions of the RB26 with a wider oil pump drive. Aftermarket performance parts makers also make oil pump extension drive collars to rectify this problem. More recently a spline drive solution has been developed by an aftermarket tuner Supertec Racing who moves away from the OEM flat drive system and uses splines to drive the oil pump gears in the same way as Toyota's 1JZ GTE engine as found in the Supra MKIV. This kit is available for most uprated RB26 oil pumps including Nissans own OEM, N1 and Nismo.
Besides minor cosmetic updates and ECU fine tunings, changes were made in the R34 generation to ball bearing T28 turbochargers as opposed to journal bearing turbos. The R34 GT-R turbos retained the ceramic exhaust turbine wheel. Models that had steel exhaust turbine wheels included the R32 nismo, R32-R33-R34 N1 models and R34 Nür spec skyline GT-R's.
R34 GT-R model RB26DETT engine specific differences to the R32-R33 engines include:

• Candy red cam/coil pack covers
• Different coil cover emblem
• Plastic CAM gear cover
• Non painted inlet plenum (apparently also a lighter casting)
• Hitachi CAS (Crank angle sensor) has different drive fitting compared to earlier R32-R33 exhaust cams
• Igniter built into coil packs (no igniter pack on the rear of coil cover)
• Ball bearing turbo's with ceramic exhaust turbine wheels
• Stainless steel dump pipes
• Sump has a different ratio front diff (3:55)
• Different diameter coolant/heater pipes on intake side of block
• Dual mass flywheel

Originally the R32 GT-R was planned to have a 2.4L RB24DETT, and compete in the 4000cc class (in Group A rules, the displacement is multiplied by 1.7 if the engine is turbocharged). This was when Nismo was going through the process of designing the R32 GT-R to be a Group A race car. But when the engineers added the AWD system, they found it made the car heavier than expected and as a result, much less competitive. Nismo made the decision to make the engine a 2.6L twin turbo, and compete in the higher 4500cc class, resulting in the RB26DETT known today.^[3]
The RB26DETT was used in the following cars:

• Nissan Skyline GT-R BNR32
• Nissan Skyline GT-R BCNR33
• Nissan Skyline GT-R BNR34
• Nissan Skyline Autech GTS-4 ENR33 GTS-4 Chassis and naturally aspirated RB26DE used
• Nissan Stagea 260RS WGNC34改 (RS4 Chassis used)

RB26DETT N1

The RB26DETT N1 is a modified version of the RB26DETT engine, developed by Nismo (Nissan Motorsports) for Group A and Group N motorsport. Nismo found that the standard RB26DETT engine required too much maintenance for use in a Group-A or Group-N race car and subsequently designed the N1 block. This was first used in Bathurst Australia. Nismo balanced the crankshaft to a higher specification than stock, as the RB26DETT engine experiences vibrations between 7000 and 8000 rpm. The engine also received improved water and oil channels within the engine block. The pistons and top piston rings were also upgraded to 1.2 mm. The N1 engine also has upgraded camshafts and upgraded turbochargers.
Although all versions of the RB26DETT N1 engine use Garrett T25 turbochargers, the specification of the turbochargers changed through the 3 generations of the RB26DETT N1 engine (R32, R33, and R34). The R32, and R33 versions used Journal Bearing T25 Turbochargers. The R34 RB26DETT N1 engine used Garrett GT25 turbo chargers (which use a set of ball bearings).
The biggest difference between the turbochargers used in the N1 engine, and the standard RB26DETT engine, is that the turbine wheels in the turbocharger are made from steel, rather than the ceramic used for the standard RB26DETT turbochargers. The ceramic turbine wheels are found to be very unreliable when used at high rotational speeds inducing higher centrifugal forces (such as when the turbochargers are used at a higher boost pressure than stock). With the advances in manufacturing technology such as sealing and material processes. The N1 engine is theoretically said that when fuel and boost levels are modified, it is able to produce (and handle) in excess of 800 bhp without any modification to the engine block or rotating assembly.
The Nismo RB26DETT N1 engine block uses an 86 mm bore which can be bored up to either 87 mm or 88 mm. The N1 block is casted with an identification mark of 24U, whereas the standard RB26DETT block is marked with 05U. The RB26DETT N1 block is compatible with all GT-R engine bays.

RB28DETT

This is the engine used in the Nissan Skyline GT-R Z-Tune built by Nismo. It uses the stronger RB26 GT500 block (stamped with RRR), modified with Nich produces 510 bhp (368 kW) and 540 N·m of torque.^[4]

RB30

Four models of 3.0 L RB30 were produced from 1985 - 1991:

• RB30S GQ Patrol - carburetted single-cam 100 kW at 4,800 rpm, 224 nm at 3000 rpm
• RB30E VL Commodore - fuel-injected single-cam (114 kW (153 hp) at 5,200 rpm, 247 N·m (25.2 kgf·m) at 3,600 rpm)
• RB30E R31 Skyline - fuel-injected single-cam (117 kW (157 hp) at 5,200 rpm, 252 N·m (25.2 kgf·m) at 3,600 rpm)
• RB30ET VL Commodore - fuel-injected single-cam turbo (150 kW (201 hp) at 5,600 rpm, 296 N·m at 3,200 rpm)

This motor was produced for use in the Skylines, Patrols and rights bought by Holden because the Holden 202 (3.3 L) powering the Holden Commodore could no longer satisfy tightening emissions requirements, and with all new cars required to run on unleaded petrol by 1986 a quick replacement was needed. Nissan Motor Co. sold the RB30E to Holden for the VL Commodore. Because the radiator is fitted lower in relation to the engine in the VL, there is an increased likelihood of air locks forming in the (alloy) cylinder head, causing this to overheat and warp. This was less likely in the R31 Skyline as the radiator is mounted higher.^[5] The engine proved to be very reliable apart from this issue. The RB30S was found in some Middle Eastern R31 Skylines and in some Nissan Patrols. The RB30E was found in R31 Skylines and VL Commodores in Australia as well as in South African R31 Skylines (with 126 kW at 5,000 rpm and 260 Nm at 3,500 rpm)
The turbocharged RB30ET (producing 150 kW) was found only in the VL Commodore and consisted of a lower compression RB30E bottom end, more powerful oil pump, T3 Garrett turbocharger, 250 cc injectors and a different intake manifold. The motor itself is still popular today in Australian and New Zealand motorsport and drag racing in VL Commodores, R31 Skylines and swaps in other vehicles
Nissan Special Vehicles Division Australia produced two limited models of R31 Skylines, the GTS1 and GTS2. These contained slightly more powerful RB30E engines, containing longer opening duration cams and better flowing exhausts.

• GTS1 RB30E - injected single-cam (130 kW (174 hp) at 5,500 rpm, 255 Nm (26.0 kgf·m) at 3,500 rpm) - special cam profile, special exhaust^[6]
• GTS2 RB30E - injected single-cam (140 kW (188 hp) at 5,600 rpm, 270 N·m (27.5 kgf·m) at 4,400 rpm) - special cam profile, special exhaust, piggy back computer, valve porting^[7]

RB30DE

These rare engines were used in the Tommy Kaira M30 based on the R31 Skyline GTS-R. A modified RB20DE head was bolted onto the RB30E block. It delivered 177 kW (240 PS/236 hp) @ 7000 rpm and 294 N·m (30.0 kgf·m/216.9 lb.ft) @ 4800 rpm.

RB30DET

RB30DET - R31 RB30E block, R32 RB25DE head.

Nissan did not produce this engine. It refers to a turbocharged engine using an RB30E short block with the twin-cam head installed from another RB series engine. A common hybrid in Australia and New Zealand (referred to as the RB25/30 or RB26/30) uses an RB30E bottom end mated to a RB25DE,RB25DET or RB26DETT cylinder head and turbo (RB20DE and DET heads are not used as the bores are different in size; RB30 86.0 mm RB20 78.0 mm but were originally modified and used on the Tommy Kaira RB30DE as the RB25 engine did not exist). The RB25DE cylinder head from the A31 Cefiro C33 Laurel or R32 skyline (aka: Non VCT) can be used. The RB25DET (from the R33 Skyline or C34 Laurel or Stagea) head is also used, however an external oil feed must be fabricated for the variable cam timing (VCT) on the RB25DET, and the oil galleries at the front of the engine are misaligned. The variable cam timing may be disconnected altogether. It may be necessary to reduce the size of the oil restrictors in the block and machine a full face oil pump drive collar onto the crank, (to prevent it shattering at high RPM), with the use of a twin cam oil pump.
The fitment of a twin cam head from any of these engines onto a standard compression RB30E bottom end gives an ideal compression ratio, (around 8.2:1), for a mild to moderately modified street turbo engine, making the conversion popular amongst those who would otherwise convert their RB30E to a high compression RB30ET using original ET bolt on externals.
Although it has a larger displacement than the RB26DETT, maximum possible horsepower is less, as the RB30 block lacks the RB26 block's internal bracing, and consequently cannot rev as high due to harmonic issues at ~7500 rpm. To compensate, the RB30DET produces more torque at lower revs due to its longer stroke. However they have been known to reach engine speeds up to 11,000 rpm with extensive balancing and blueprinting.
There is also an 'RB30DETT' kit manufactured by OS Giken of Japan, which bolts an extension on top of the RB26 engine block, and fits liners, to give an 86 mm bore x 86 mm stroke. It is available as an assembled short block, containing billet chrome-molybdenum crank, billet chrome-molybdenum H-beam connecting rods, forged pistons, and costs ¥1,500,000.^[8]

RB-X GT2 & RB28DET

The RB-X GT2 (designed and built by REINIK) is an engine specially made for the NISMO 400R. The difference between this engine and a RB26DETT is that the engine is bored and stroked (87.0 × 77.7 mm) which results in 2771 cc. Engine produces 450 PS (331 kW or 443 HP) at 6800 rpm and 47.8 kgf·m (469 N·m or 347 lb·ft) at 4400 rpm.^[9]
This engine was manufactured with a reinforced cylinder block and cylinder head, metal head gasket, pistons with cooling channels, forged crank shaft, forged connecting rods, N1 turbine with reinforced actuator, high flow air cleaner, stainless down pipe, and low air resistance sport catalyzer, most of which were not offered for the RB26DETT. RB-X GT2 engines competed in LeMans 24hr race, Pikes Peak, and other forms of motorsports. GT500 and Z-tune engines are also based on REINIK's design although later built by NISMO's Omori Factory.
REINIK also made over 20 RB28DET based on the R33 RB25DET. These engines were ordered by Prince Nissan Dealership network for a special edition R33 GT25t called 280 Type-MR. The engine was built for high torque and limited to 300 PS (295 hp) and 261 lb.ft of torque.

Stroker Kits

There are many stroker kits available for RB Engines (some only available as proper kits while others being achievable by using cranks from other engines, for example a GT-R crank, pistons and rods in an RB25DET will make its displacement 2.6L as the Bore is the same as an RB26DETT).
Achievable Stroker Displacements for RB Engines:

• RB20 - 2.2, 2.4
• RB25 - 2.6, 2.7, 2.8
• RB26 - 2.7, 2.8, 2.9, 3.0, 3.15
• RB30 - 3.2 (Nitto), 3.3 (RIPS), 3.4 (Spool Imports)