History
The Honda A-series engines succeeded the earlier EZ, ES, BS and ET engines in the Honda Accord and Prelude. Some of those engines were actually early A-series engines and parts between them may be cross-compatible. There were several variations, ranging from the 1.6 liter A16A to the 2.0 liter A20A. All A-series engines have iron blocks with single overhead camshaft aluminum heads and are the last iron blocked engine produced by Honda. They came in both carbed and fuel injected configurations.
Technology & Advancement
Although they don't have VTEC, the A-series engines were well-designed engines. Analysis of the head construction has showed that Honda was using valve geometry and technology several years ahead of their time. Also, the later model of the A20A3 & A20A4 benefitted from the addition of a dual-stage runner intake manifold design, 4-2-1 headers, and a more electronic form of the vacuum advanced distributor. The Programmed fuel injection engines were equipped with partial OBD-0 engine computers.
Aftermarket
The aftermarket for the Accord and Prelude A series engine has died out. Below is a list of some previous backers.
· GUDE: Head package, Header, Cam Grind
· DC SPORTS: Stainless Cat-back, 4-2-1 Header
· PAECO: Full Engine Build, Header
· S&S: 4-1 Header
· PACESETTER: 4-2-1 Header
· HOTBITS: 4-2-1 Header
· LIGHTSPEED: 4-2-1 Header
· MOSSELMAN: Log Turbo Manifold
Most upgrades and modifications to the A-series engines are of the DIY variety, with one of the more popular being a turbo set-up. Because of their closed-deck iron block design, they're especially well-suited for handling boost. A VTEC version of the A-series engine was never produced, so swaps akin to an LS/VTEC or "mini-me" aren't doable because no VTEC head bolts to the A-series block. However there has been attempts to bolt DOHC heads to the A-Series which are not at all as easy as bolt and go, holes are not perfectly aligned nor does the cam and crank sprocket have the correct diameters.
A-Series Engines
A16A1
The A16A1 was a carburated 1.6 liter engine used in the 1982-1985 Honda Accords in North America and in some of the 1986-1989 Accords in the non-USDM market.
Specifications
· Carbeurated
· Displacement: 1596 cm³
· Bore: 80 mm
· Stroke: 79.5 mm
· Power:
o 88 hp @ 6000 rpm
o 91 ft·lbf torque @ 3500 rpm
A18A
The A18A engine was the 1.8 liter engine found in the 1982-1985 Honda Accords as well as the 1984-1987 Honda Prelude in the US. Abroad, it was also available in the 1986-1989 Accords.
Specifications
· Carbeurated
· Displacement: 1829 cm³
· Bore:
· Stroke:
· Power:
o 110 hp @ 5800 rpm
o 112 ft·lbf @ 3500 rpm
A20A
The A20A is probably the most plentiful of all the Honda A-series engines. It was available in both carbeurated and PGM-FI versions. They were found in both Accords and Preludes throughout the 1980s.
A20A1 & A20A2
The A20A1 and A20A2 were the carbeurated versions of the A20A engines. It was available in the 1984-1987 Honda Preludes as well as the 1982-1989 Accord DX and LX. They are the same engine, the only difference between them being that the A20A2 has no emissions components, so it has a slightly higher power output (hp and tq numbers for A20A1 only).
Specifications
· Exhaust: 4-1 Cast Manifold
· Induction: Carbureted 2bbl Keihin ( Feedback Carb )
· Displacement: 1955 cc / 119 CID
· Bore:
· Stroke:
· Power:
o 98 hp
o 109 ft·lbf at 3500 rpm
A20A3 & A20A4
The A20A3 and A20A4 were the fuel injected versions of the A20A engines. They were run by Honda's PGM-FI system on a partial OBD-0 computer. Again, there is no real difference between the A20A3 and the A20A4 besides the A20A4 having a slightly higher power output because of not having emissions components (hp and tq numbers for A20A3 only). The A20A3 was offered in the 1984-1987 Honda Prelude 2.0Si, the 1985 and 1989 Honda Accord SE-i, and the 1986-1989 Honda Accord LX-i.
Specifications
· PGM-FI
· Displacement: 1956 cm³
· Bore:
· Stroke:
· Power:
o 1986-1987: 110 hp @ 5500 rpm & 114 ft·lbf @ 4500 rpm
o 1988-1989: 120 hp @ 5500 rpm & 122 ft·lbf @ 4000 rpm
The second generation Prelude was totally redesigned. It was made to have a lower profile and smother lines to look more like a true sports car. The new Prelude was a much stronger car that its predecessor. It had totally redesigned suspension as well as a new four-cylinder engine that put out 100 Horsepower at 5,500 RPM. The 1983 Prelude was wider, lower and longer than its predecessor, and the 1.8-liter CVCC, SOHC engine, fed through two sidedraft carburetors, generated 25 additional horsepower than the old Accord. To accommodate the low hood line and improve camber control, Honda replaced the MacPherson strut front end with a double A-arm front suspension. The rear suspension still employed Chapman struts, and anti-roll bars were mounted on both ends. In 1984, a conventional 12-valve head replaced the CVCC unit, the optional variable-power assist steering became standard, and the disk/drum braking layout was replaced a four-wheel disk system. Road & Track declared the 1984 Prelude as the best sports coupe under $12,000, and the same year, Car and Driver rated the Prelude?fs handling second only to the Porsche 944. In mid-1985, Honda added the Prelude Si to the lineup, boring the 1.8-liter ET2 (A18A) engine out to 2 liters and replacing the carburetors with the PGM-FI fuel injection used on the Accord and Civic. This BT (A20A) engine produced an extra 10 horsepower (now 110), but the additional weight of standard power windows, air conditioning, and revised bodywork held performance to just a small improvement over the 1.8-liter version, which also continued to be sold. Another new feature that was added on to the second generation was the addition of disk brakes in the rear. Total second-generation production for the U.S. market was 336,599.
