Honda B18c7 (type R) Engine Specs And Performance

If you’re a fan of high-revving, naturally aspirated engines, you’ve likely heard the legend. The Honda B18C7 (Type R) engine is a masterpiece of engineering from the golden era of VTEC. This powerplant, found in the iconic Integra Type R (DC2), defines what it means to be a high-performance racing engine for the street.

Let’s break down exactly what makes this engine so special. The specs on paper tell only part of the story, but they’re a great place to start.

Detailed Technical Specifications

The B18C7 is a 1.8-liter inline-four cylinder engine. It’s known for its incredible specific output, meaning it makes a lot of power for its small size. Here are the core numbers:

Displacement: 1,797 cc (1.8L)
Bore x Stroke: 81.0 mm x 87.2 mm
Compression Ratio: 11.1:1 (very high for a production street engine at the time)
Horsepower: 197 hp @ 7,800 rpm (DIN)
Torque: 133 lb-ft @ 7,300 rpm
Redline: 8,400 rpm
Fuel System: Multi-point Programmed Fuel Injection (PGM-FI)
Valvetrain: DOHC 16-valve, VTEC (Variable Valve Timing and Lift Electronic Control)

The Heart of the Beast: Key Performance Components

These raw specs are achieved through purpose-built, high-tolerance components. Honda didn’t just tweak a standard B18; they rebuilt it for competition.

Forged Internals and Balanced Assembly

Unlike many production engines, the B18C7 uses forged pistons. Forged parts are stronger and can handle more stress and heat. The connecting rods are also forged for extra durability. Every rotating assembly was balanced by hand at the factory. This reduces vibration and allows the engine to spin smoothly to its stratospheric redline.

Ported and Polished Cylinder Head

The cylinder head features larger ports and polished intake/exhaust channels. This allows air to flow into and out of the combustion chamber much more efficiently. The valves themselves are larger than on standard B-series engines, further improving flow.

High-Lift, Long-Duration Camshafts

The camshafts are the key to the VTEC magic. They have aggressive lobe profiles. Below about 5,800 rpm, the engine runs on a mild cam profile for good low-end torque and drivability. Cross the VTEC engagement point, and a hydraulic pin locks the rocker arms to a high-lift, long-duration cam lobe. This radically changes the engine’s character, unleashing its full power as revs climb.

4-2-1 Stainless Steel Header

The factory included a tuned 4-2-1 stainless steel exhaust manifold. This design helps scavenge exhaust gases more effectively, improving power output across the rev range. It’s a rare example of a factory header that is actually a performance part.

The Driving Experience: How It Feels to Rev a B18C7

Reading specs is one thing, but driving a B18C7 is another. The experience is linear and mechanical. You get good low-end torque for daily driving, but the real fun begins as you build revs.

Below 5,800 RPM: The engine is smooth and tractable. It feels energetic but civilized.
VTEC Engagement (~5,800 RPM): You feel and hear a distinct change. The engine note becomes sharper and more intense.
The Power Band (6,000-8,400 RPM): This is where the engine comes alive. Power builds with a relentless, linear surge. The sound is addictive, a metallic scream that encourages you to keep your foot in.
Shifting at the Redline: Hitting the 8,400 rpm redline is a reward. The engine feels like it wants to rev forever, and the urgency is incredible for a naturally aspirated 1.8L.

The connection between your right foot and the rear wheels is direct and unfiltered. It’s a pure, analog experience that modern turbocharged engines often lack.

Comparison to Other B-Series Engines

How does the B18C7 stack up against its siblings? It’s the king of the B-series for good reason.

B18C1 (GSR): The GSR engine is great, but it uses a lower compression ratio (10.0:1), milder cams, and a less aggressive head port. It makes about 170 hp. It’s a fantastic street engine, but not a track-ready unit like the Type R.
B18B (LS): This is a non-VTEC, low-compression torque motor. It makes around 140 hp. It’s durable and has good low-end power, but lacks the top-end rush and overall power of the B18C7.
B16A/B16B: The 1.6L VTEC engines (like in the Civic Type R EK9). They rev even higher (B16B redlines at 8,500 rpm) but have less displacement and torque. The B18C7 is often preferred for its stronger mid-range pull.

Common Modifications and Tuning Potential

The B18C7 is strong from the factory, but it also responds wonderfully to modifications. The aftermarket support is huge.

Intake and Exhaust: A cold air intake and a freer-flowing cat-back exhaust system are common first steps. They let the engine breathe easier and enhance the glorious VTEC sound.
Engine Management: Tuning with a standalone ECU (like Hondata) allows you to optimize fuel and ignition maps. This can extract more power, especially when combined with other bolt-on parts.
Internals and Forced Induction: While the bottom end is strong, many builders add aftermarket rods and lower-compression pistons to prepare for a turbocharger or supercharger. Reliably doubling the factory horsepower is very achievable.
NA Builds: For purists, all-motor builds focus on higher-compression pistons, more aggressive camshafts, and extensive head work. These builds chase every last naturally aspirated horsepower and can see over 220 hp at the wheels.

Reliability and Maintenance Considerations

This is a high-strung performance engine, so maintenance is critical. Treat it well, and it will last a long time.

Oil Changes: Use high-quality synthetic oil and change it frequently (every 3,000-5,000 miles). These engines rev high and get hot, so oil is their lifeblood.
Valve Adjustments: The valvetrain should be inspected and adjusted regularly. A noisy valve train can be a sign it’s time for an adjustment.
Timing Belt: The timing belt and water pump should be replaced on a strict schedule (usually every 60,000-90,000 miles). If it breaks, the engine will be severely damaged.
VTEC System: The VTEC solenoid filter screen can get clogged. Cleaning it is a simple but important task to ensure proper VTEC engagement.

Listen to your engine. Unusual noises or a loss of power should be investigated immediately. A well-maintained B18C7 can easily surpass 200,000 miles.

Finding and Buying a B18C7 Engine Today

Genuine B18C7 engines are becoming collectible. Here’s what to look for if you’re searching for one.

Verify the Stamp: The engine code is stamped on the block, near the transmission mount. It should clearly read “B18C7”. Beware of sellers trying to pass off a B18C1 (GSR) as a Type R engine.
Check for Original Parts: Look for the factory red valve cover, the specific intake manifold, and the stainless steel header. Missing original parts can indicate a rebuilt or misrepresented engine.
Compression Test: Always insist on a compression test. Healthy cylinders should show strong, even compression around 200+ psi.
Leak Down Test: Even better than a compression test, a leak-down test can tell you the condition of the rings, valves, and head gasket.
Service History: Ask for any records. A engine with documented care is worth more than one with an unknown past.

FAQ: Honda B18C7 Type R Engine

What car did the B18C7 engine come in?

The B18C7 was the factory engine for the JDM and AUDM Honda Integra Type R (DC2). It was not available in the North American market.

Is the B18C7 a good engine for a swap?

Absolutely. It’s one of the most popular and rewarding engine swaps for older Hondas like the Civic (EF, EG, EK) and the Integra (DA, DC). Its compact size and excellent power make it a perfect fit.

How much horsepower can a stock B18C7 handle?

The stock forged internals are robust. With proper tuning and supporting mods, a stock B18C7 bottom end can reliably handle around 300-350 horsepower from forced induction. Beyond that, upgrading the rods and pistons is recommended.

What’s the difference between a B18C and a B18C7?

“B18C” is the general family code. The B18C7 is the specific variant used in the Integra Type R. Other B18C engines, like the B18C1 from the GSR, have different components and lower power output.

Why does the B18C7 rev so high?

The combination of forged lightweight internals, a precision-balanced assembly, an aggressive valvetrain, and a free-flowing head allows it to sustain high rotational speeds without failing. The engineers designed it for performance above all else.

Legacy and Lasting Impact

The Honda B18C7 (Type R) engine set a standard that is still revered today. In an era of increasing electronic complexity and forced induction, it stands as a testament to the beauty of simple, focused engineering. It proves that displacement isn’t everything—heart, technology, and a relentless pursuit of efficiency are what create a legend. For drivers and tuners, it remains a benchmark for responsive, high-revving performance that connects you directly to the mechanics of driving. Its influence on car culture and motorsport is undeniable, securing its place in automotive history.