Honda Motor Company

Revolutionary CVCC engine meeting emissions standards without catalytic converter. 1.2L EB1 producing 50hp, later 1.5L ED1 with stratified charge combustion. Front-wheel drive with MacPherson strut suspension. 2200mm wheelbase with 680kg curb weight. Available as hatchback, sedan, and wagon. 40 MPG fuel economy during oil crisis.

1.3L EH and 1.5L EK engines with improved efficiency. Kammback design improving aerodynamics. Introduction of 1.3L CRX variant with exceptional fuel economy. Hondamatic semi-automatic transmission. Weight 770kg with zinc-coated steel panels. 35-55 MPG depending on variant.

Introduction of 1.5L D15A2 producing 76hp with fuel injection. CRX Si with 91hp and sport-tuned suspension. Fully independent rear suspension. Weight 840kg. Real Time 4WD option. Improved NVH with hydraulic engine mounts.

Introduction of legendary B16A DOHC VTEC engine producing 160hp in SiR. 1.6L D16A6 producing 108hp for Si models. Double wishbone suspension front and rear. Four-wheel disc brakes on Si. Weight 980kg. 0-60 mph in 7.2 seconds with VTEC engine.

1.5L D15B VTEC producing 127hp and 1.6L B16A3 producing 160hp. Exceptionally light at 1020kg for Si hatchback. Four-wheel independent double wishbone suspension. SiR variant with B16A DOHC VTEC. VX achieving 55 MPG highway with lean burn engine. Drag coefficient of 0.31.

1.6L B16A2 producing 160hp for Si and D16Y8 SOHC VTEC with 127hp. Improved crash protection with side impact beams. Dual airbags standard. ABS option. Si achieving 0-60 mph in 6.9 seconds. Weight increased to 1100kg for improved safety. Three-stage VTEC on SOHC engines.

2.0L K20A3 producing 160hp with i-VTEC system. Si hatchback with 160hp and six-speed manual. Controversial angular design with triangular taillights. MacPherson strut front suspension replacing double wishbone. Weight 1230kg with improved interior space. Continuously Variable Transmission option.

1.8L R18A1 producing 140hp and 2.0L K20Z3 with 197hp for Si. Eight-generation becoming larger for global markets. Sedan, coupe, and hybrid variants. Si Sedan with limited slip differential and six-speed manual. 2650mm wheelbase. Navigation system integration. Active noise cancellation on hybrid.

1.8L R18Z1 producing 140hp with improved fuel efficiency. 2.4L K24Z7 producing 201hp for Si models. HF model achieving 41 MPG highway with aerodynamic modifications. Natural Gas variant with dedicated CNG system. Continuously Variable Transmission standard except Si. Weight 1255kg.

Introduction of 1.5L L15B7 turbocharged engine producing 174hp and 162 lb-ft. 2.0L K20C1 turbocharged VTEC producing 306hp in Type R. Type R with front limited slip differential, adaptive dampers, and Brembo brakes. 0-60 mph in 4.9 seconds for Type R. Honda Sensing standard with collision mitigation. Continuously Variable Transmission with Sport mode.

Return to clean design with horizontal character line. 2.0L L15B7 turbocharged producing 180hp in sedan. Type R with improved K20C1 producing 315hp and 310 lb-ft. Hatchback-only strategy in US market except Type R sedan. Bose audio system option. 10.2-inch digital gauge cluster. Honda Sensing with traffic sign recognition. Type R achieving 0-60 mph in 4.8 seconds.

1.6L EF1 CVCC engine producing 68hp. Three-door hatchback body style. Front-wheel drive with double wishbone front suspension. 2380mm wheelbase with 910kg curb weight. Five-speed manual transmission. Air conditioning option becoming selling point.

Four-door sedan body introduced. 1.8L ES/ET engines with electronic fuel injection producing up to 101hp. Pop-up headlights on hatchback. Cruise control option. 2450mm wheelbase. Weight 1020kg. Available as hatchback, sedan, and SE-i performance variant.

First Honda produced in Marysville, Ohio. 2.0L A20A3 producing 120hp with fuel injection. Four-wheel double wishbone suspension. Pop-up headlights on coupe. Optional four-wheel steering (4WS) with mechanical rear steering. 2600mm wheelbase. Weight 1190kg.

2.2L F22A1 producing 130hp and H22A1 DOHC VTEC with 190hp in Type R. Four-wheel double wishbone suspension with exceptional handling. Flip-up headlights. 4WS with electronic control. Dual airbags optional. 2720mm wheelbase. Coupe variant with sleek proportions. Weight 1320kg.

Larger body with improved interior space. 2.2L F22B1 producing 145hp and H22A4 VTEC with 190hp. Optional V6 2.7L C27A4 producing 170hp. VTEC-E lean burn technology achieving 31 MPG highway. Traction control option. Side impact beams. Weight 1400kg. CD changer option.

3.0L J30A1 V6 producing 200hp. 2.3L F23A1 producing 150hp with VTEC. Four-wheel disc brakes standard. ABS standard on higher trims. Vehicle Stability Assist option. 2740mm wheelbase. Coupe variant discontinued in 2002. Weight 1450kg. Five-speed automatic transmission on V6.

2.4L K24A4 producing 160hp with i-VTEC and 3.0L J30A4 with 240hp. Five-speed automatic transmission standard. XM Satellite Radio integration. Bluetooth hands-free option. Navigation system with voice recognition. Accord Hybrid with 253hp combined and cylinder deactivation. 2740mm wheelbase. Weight 1490kg.

Increased to near full-size dimensions with 2800mm wheelbase. 2.4L K24Z2 producing 177hp and 3.5L J35Z2 V6 with 271hp. Six-speed manual transmission option on four-cylinder. Five-speed automatic standard. Active Noise Cancellation on V6. Crosstour crossover variant. Weight 1545kg. 0-60 mph in 5.7 seconds with V6.

2.4L K24W producing 185hp with direct injection and 3.5L J35Y with 278hp. Six-speed manual on Sport trim. Continuously Variable Transmission on four-cylinder. LaneWatch camera system. Honda Sensing available with adaptive cruise control. Accord Plug-in Hybrid with 13-mile electric range. 2775mm wheelbase reducing from previous generation. Weight 1500kg.

1.5L L15BE turbocharged producing 192hp and 2.0L K20C4 turbo with 252hp. Ten-speed automatic transmission on 2.0T models. Honda Sensing standard across lineup. Wireless phone charging. Apple CarPlay and Android Auto standard. Accord Hybrid with 212hp combined and 48 MPG combined. 2830mm wheelbase. Weight 1480kg. 0-60 mph in 5.5 seconds with 2.0T.

1.5L L15BE turbocharged producing 192hp with CVT. 2.0L L15C hybrd system producing 204hp combined. Hybrid only for higher trims. Google Built-In infotainment. 12.3-inch touchscreen available. Wireless Apple CarPlay standard. Honda Sensing 2.0 with new features. Bose premium audio 12-speaker system. 2830mm wheelbase. Weight 1515kg. 51 MPG combined on hybrid.

2.0L B20B producing 126hp with lightweight construction. Real Time 4WD with rear differential coupling. Folding picnic table integrated in cargo floor. Independent rear suspension providing car-like handling. 2620mm wheelbase with 1420kg curb weight. Externally mounted spare tire. Available five-speed manual transmission.

2.4L K24A1 producing 160hp with i-VTEC. Real Time 4WD with Dual Pump System. Five-speed automatic transmission. Internal spare tire mounting improving aerodynamics. 2620mm wheelbase. Lowered cargo floor with 72.0 cubic feet capacity. Weight 1525kg. 25 MPG combined fuel economy.

2.4L K24Z1 producing 166hp. Five-speed automatic transmission. Real Time AWD with intelligent control unit. 2620mm wheelbase. Navigation system with voice recognition. USB audio integration. EX-L trim with leather interior. Rear privacy glass standard. Weight 1580kg. 27 MPG highway rating.

2.4L K24W producing 185hp with direct injection. Continuously Variable Transmission. Real Time AWD. 2620mm wheelbase maintained. LaneWatch blind spot camera. 70.9 cubic feet cargo capacity. Available moonroof spanning both rows. Improved NVH with acoustic windshield. Weight 1620kg. 31 MPG highway.

1.5L L15BE turbocharged producing 190hp with 179 lb-ft torque. Continuously Variable Transmission with Sport mode. Honda Sensing standard. Apple CarPlay and Android Auto integration. Hands-free power tailgate. 2660mm wheelbase providing increased interior space. 75.8 cubic feet cargo capacity. CR-V Hybrid with 212hp combined and 40 MPG combined. Weight 1637kg.

1.5L L15BE turbocharged producing 190hp in base models. 2.0L hybrid system producing 204hp combined in higher trims. Honda Sensing with new traffic jam assist. Google Built-In infotainment system. 12.3-inch touchscreen available. 76.5 cubic feet cargo capacity. 2700mm wheelbase representing largest CR-V. Fuel cell variant in development. Weight 1698kg. 40 MPG combined on hybrid.

3.5L J35A4 V6 producing 240hp. Five-speed automatic transmission. Variable Torque Management AWD system. Unibody construction unlike truck-based competitors. 2700mm wheelbase. Eight-passenger seating with 50/50 split third row. 4,500 lb towing capacity. Weight 1995kg. 20 MPG combined fuel economy.

3.5L J35Z4 producing 250hp. Five-speed automatic transmission with Grade Logic Control. VTM-4 variable torque management AWD. Cylinder deactivation on highway. 2775mm wheelbase. 87.0 cubic feet cargo capacity. Rear entertainment system with DVD player. Honda Satellite-Linked Navigation. Weight 2040kg. 4,500 lb towing capacity.

3.5L J35Y6 V6 producing 280hp with direct injection. Nine-speed automatic transmission with paddle shifters. Intelligent Variable Torque Management AWD. Honda Sensing standard by 2019. CabinTalk PA system between rows. Apple CarPlay integration. Eight-passenger seating with one-touch second row. Hands-free power tailgate. 109.2 cubic feet cargo capacity. 2820mm wheelbase. Weight 2045kg. 5,000 lb towing capacity.

3.5L J35Y8 V6 producing 285hp. Ten-speed automatic transmission. i-VTM4 torque vectoring AWD. TrailSport trim with all-terrain tires and increased ground clearance. Steel skid plates on TrailSport. Bose premium audio 12-speaker system. 12.3-inch touchscreen standard. Google Built-In infotainment. Wireless Apple CarPlay. 2890mm wheelbase. 5,000 lb towing capacity. Weight 2086kg. Class-leading interior passenger volume.

2.2L F22B6 producing 140hp with VTEC-E. Four-speed automatic transmission. Unique low-floor design with swing-out rear doors. AWD option available in Japan. 2830mm wheelbase. Seven-passenger seating. Smaller than American minivans at 1860mm height. Weight 1550kg. Discontinued in US after one generation due to size constraints.

3.5L J35A1 V6 producing 210hp. Four-speed automatic transmission. Dual sliding rear doors. Variable Torque Management 4WD option. Low flat floor enabling walk-through interior. 3000mm wheelbase. Eight-passenger seating with removable second row. Hide-in-floor third row seating. Weight 1940kg. 22 MPG combined.

3.5L J35A6 producing 244hp with Variable Cylinder Management. Five-speed automatic transmission. PAX run-flat tire system. Split second row Magic Seat. 153.0 cubic feet cargo capacity. Power tailgate with programmable height. Rear entertainment with 9-inch screen. Navigation with Honda traffic. 3000mm wheelbase. Weight 2010kg. 8,000 lb towing capacity (with equipment).

3.5L J35Z8 producing 248hp. Six-speed automatic transmission. Lightning bolt-shaped third row stowing flat. Ultra-wide second row opening with split rear doors. HondaVAC built-in vacuum cleaner. Active Noise Cancellation. 3000mm wheelbase. 148.5 cubic feet cargo capacity. LaneWatch camera. Weight 2035kg. 3,500 lb towing capacity.

3.5L J35Y7 producing 280hp with direct injection and i-VTEC. Ten-speed automatic transmission with paddle shifters. Magic Slide second row seats with center removal option. CabinWatch rear camera monitoring children. CabinTalk PA system. Honda Sensing standard. 158.9 cubic feet cargo capacity. Rear entertainment with streaming apps. Wireless charging. 3000mm wheelbase. Weight 2062kg. 3,500 lb towing capacity. Gesture control sliding doors.

3.0L C30A DOHC VTEC V6 producing 270hp (later 3.2L C32B with 290hp). Mid-engine rear-wheel drive layout. All-aluminum monocoque body weighing just 1370kg. Titanium connecting rods and forged pistons. Six-speed manual transmission with precise gating. Electric power steering (first in sports car). Double wishbone suspension all around. F1-inspired cockpit with driver-focused controls. 2530mm wheelbase. 0-60 mph in 5.0 seconds.

3.5L JNC1 twin-turbocharged V6 producing 500hp combined with three electric motors totaling 573hp. Sport Hybrid Super Handling All-Wheel Drive with torque vectoring. Nine-speed dual-clutch transmission. Mid-engine layout with rear motor and two front motors. Carbon fiber floor and steel space frame. Brembo carbon ceramic brakes optional. 2630mm wheelbase. 1725kg curb weight. 0-60 mph in 2.9 seconds. Magnetorheological dampers with three modes. Type S producing 600hp with improved aerodynamics.

2.0L F20C DOHC VTEC producing 240hp at 8,300 RPM with 9,000 RPM redline. Highest specific output (120hp/liter) for naturally aspirated production car at the time. Six-speed manual transmission with short-throw shifter. Rear-wheel drive with Torsen limited slip differential. Electric power steering. X-bone frame chassis with exceptional rigidity. Convertible soft top with glass rear window. 2400mm wheelbase. 1260kg curb weight. 0-60 mph in 5.4 seconds.

2.2L F22C1 producing 237hp at 7,800 RPM with 8,200 RPM redline. Increased torque from 153 to 162 lb-ft improving mid-range response. Revised rear suspension geometry with 17-inch wheels standard. Drive-by-wire throttle system. Improved interior materials. CR (Club Racer) variant with stiffer suspension, removed radio, and lighter construction. Weight maintained at 1260kg. Vehicle Stability Assist available.

1.6L D16W1 producing 124hp. Available as three-door or five-door. CVT or manual transmission options. Real Time 4WD system. 2360mm wheelbase. Versatile interior with fold-flat seating. Elevated seating position. Weight 1190kg. Japan and Europe market primarily.

Based on Honda Fit platform. 1.8L R18Z1 producing 141hp. CVT with Sport mode. Magic Seat second row with multiple configurations. Real Time AWD optional. 2610mm wheelbase. 58.8 cubic feet cargo capacity with seats folded. Honda Sensing available. LaneWatch camera. Weight 1363kg. 31 MPG combined fuel economy.

Based on Civic platform with increased size. 2.0L L15BE turbocharged producing 158hp. CVT with paddle shifters. Real Time AWD standard on higher trims. Honda Sensing standard. 2610mm wheelbase maintained. Increased rear passenger space. 55.1 cubic feet cargo capacity. 10.2-inch touchscreen available. Wireless Apple CarPlay. Weight 1437kg. 30 MPG combined.

3.5L J35A9 V6 producing 247hp. Five-speed automatic transmission. Variable Torque Management 4WD standard. Unibody construction with integrated bed. In-Bed Trunk with 8.5 cubic feet lockable storage. Dual-action tailgate opening swing-out or fold-down. Flat bed floor with drain plug. 3100mm wheelbase. 5,000 lb towing capacity. Four-door crew cab only. Weight 2065kg. Independent rear suspension.

3.5L J35Y6 V6 producing 280hp with direct injection. Six-speed automatic (early) or nine-speed automatic (2021+) transmission. Intelligent Variable Torque Management AWD. In-Bed Trunk maintained with increased capacity. Truck bed audio system with weatherproof speakers. Dual-action tailgate. Honda Sensing standard. Apple CarPlay integration. 3180mm wheelbase. 5,000 lb towing capacity. TrailSport trim with HPD accessories and all-terrain tires. Weight 2090kg. Best-in-class ride quality for pickup segment.

The engine that redefined what a production four-cylinder could achieve. Built exclusively for the S2000, this 1,997cc masterpiece held the title of highest specific output for a naturally aspirated production engine for over a decade at 120 horsepower per liter. The secret? An incredibly oversquare 87mm bore x 84mm stroke design that allowed for an 8,800 RPM redline and a stratospheric 9,000 RPM fuel cut. The VTEC system engaged at 6,000 RPM, switching to aggressive cam profiles with 12.0mm of intake lift and 11.0mm of exhaust lift. The block featured a reinforced closed-deck design with FRM (Fiber-Reinforced Metal) cylinder liners that allowed for tighter piston-to-wall clearances. The forged crankshaft ran in five main bearings and was micro-polished for minimum friction, while the connecting rods were shot-peened for high-RPM durability. The quad-throttle body intake system provided instantaneous throttle response, making the F20C feel like a race engine that just happened to be street legal.

The modern classic that powered the RSX Type-S and became the foundation for a thousand race builds. This 1,998cc i-VTEC engine combined the traditional high-RPM VTEC valve lift control with continuously variable cam phasing on the intake cam (VTC). The result was the best of both worlds: explosive top-end power and broad mid-range torque. The 'square' 86mm bore x 86mm stroke design provided perfect balance, while the 11.5:1 compression ratio pushed the limits of pump gasoline. The K-series introduced race-bred technologies to the masses, including a race-style 'bedplate' lower block structure for incredible rigidity, and a dual-stage intake manifold that switched from long to short runners at 5,800 RPM. The oiling system featured a sophisticated variable-displacement pump that reduced parasitic losses, while the sodium-filled exhaust valves could handle the intense heat of sustained high-RPM operation. Making 200 horsepower at 7,400 RPM, it became the benchmark for naturally aspirated four-cylinder performance.

The original VTEC revolution that started it all. When the B16A debuted in the 1989 Civic/CRX SiR, it sent shockwaves through the industry with its 160 horsepower from just 1.6 liters—unheard of in an economy car platform. The magic was in the VTEC system's simplicity: hydraulic pistons that locked the three rocker arms per cylinder together at 5,500 RPM, engaging radical cam profiles with 11.5mm of intake lift. The 81mm bore x 77.4mm stroke allowed for an 8,200 RPM redline, while the 10.2:1 compression ratio was aggressive for its era. The engine's lightweight design—weighing just 350 pounds complete—made it a swap favorite, while its bulletproof reliability proved that high-RPM performance didn't require constant maintenance. The B16A's distinctive VTEC crossover at 5,500 RPM became the signature sound of the 1990s import tuner scene.

The hand-built exotic that proved Honda could play with the supercar elite. While often associated with Acura, this masterpiece was pure Honda engineering at its finest. The 3,179cc V6 featured titanium connecting rods saving precious rotational mass, allowing an 8,000 RPM redline that embarrassed European competitors. The VTEC system used progressive hydraulic lash adjusters that provided seamless transition between cam profiles. The block employed a stress-bearing aluminum design with sintered metal liners, while the crankshaft was forged from high-carbon steel and balanced to within 0.1g. The intake system used variable-length velocity stacks that optimized airflow across the entire rev range, and the exhaust featured equal-length headers that produced one of the most intoxicating engine notes ever recorded. Every engine was assembled by a single master technician in a clean room environment, with each component measured and matched for perfect balance.

The modern efficiency king that proves forced induction doesn't sacrifice refinement. This 1,498cc turbocharged direct-injected engine powers everything from the Civic Si to the CR-V, demonstrating remarkable versatility. The secret lies in its small-displacement, high-output philosophy: a low-inertia Mitsubishi TD03 turbocharger provides immediate response, while the 10.3:1 compression ratio maintains efficiency off-boost. The cylinder head features Honda's latest VTEC implementation on both intake and exhaust cams, combined with electronic wastegate control for precise boost management. The direct injection system operates at 200 bar pressure, with multi-hole injectors positioned for optimal mixture preparation. The block uses an open-deck design with cast iron liners, optimized for thermal efficiency rather than all-out power. What makes the L15 special is its ability to produce 180 horsepower in base form while achieving over 40 MPG highway—a testament to Honda's ongoing commitment to doing more with less.

The Type R's brutal heart that dominates both street and track. This 1,996cc turbocharged monster generates 306 horsepower through a combination of advanced technologies rarely seen in front-wheel-drive applications. The 'hot-V' exhaust manifold is integrated into the cylinder head, spooling the twin-scroll turbocharger with lightning response. VTEC operates on the exhaust cam only, optimizing turbo scavenging across the rev range. The closed-deck block construction can handle combustion pressures exceeding 130 bar, while the forged steel crankshaft and connecting rods are built for punishment. The direct injection system operates at a staggering 350 bar pressure, with the fuel pump capable of delivering 145 liters per hour at full demand. The cooling system employs a dual-circuit design with separate cooling for the cylinder head and turbocharger. Most impressively, it achieves this performance while meeting global emissions standards and maintaining Honda's legendary reliability—proving that extreme performance and daily drivability can coexist.

The workhorse that proves sophistication can be scalable. This 3,471cc V6 powers everything from minivans to SUVs while delivering 280 horsepower with remarkable smoothness. The single-overhead-cam design might seem simple, but it incorporates i-VTEC on both intake and exhaust, continuously varying cam timing across a 50-degree range. The cylinder deactivation system (VCM) can seamlessly shut down three cylinders during light-load operation, improving highway fuel economy by up to 15%. The block uses a 60-degree V-angle for perfect primary balance, while the crankshaft features eight counterweights for silken operation. The intake manifold employs a dual-stage design with electronically controlled runners that optimize torque across the rev range. What makes the J35 remarkable is its ability to deliver luxury-car refinement in mass-market applications, proving that advanced engine technology doesn't have to be expensive or exclusive.

The efficiency wizard that brought VTEC to the masses. This 1,493cc single-cam engine used the revolutionary VTEC-E system, which could deactivate one intake valve per cylinder at low RPM, creating a ultra-lean burn swirl chamber effect. This allowed the engine to run at an incredible 22:1 air-fuel ratio during light-load cruising, achieving nearly diesel-like fuel economy while still producing 92-130 horsepower. The system used a two-rockarm-per-cylinder design where one rocker had a primary cam profile and the other had a zero-lift profile until oil pressure engaged a locking pin at 2,500 RPM. It was a masterpiece of practical engineering that demonstrated VTEC wasn't just about power—it was about intelligent efficiency.

The torque monster of the Prelude that brought big displacement to Honda's four-cylinder lineup. This 2,157cc engine featured an 87mm bore—the largest in any production Honda four-cylinder at the time—with a 90.7mm stroke for exceptional low-end torque. The VTEC system used aggressive cam profiles with 11.5mm intake and 10.5mm exhaust lift, engaging at 5,800 RPM. The block used a reinforced semi-closed deck design with FRM (Fiber-Reinforced Metal) cylinder liners that allowed for minimal piston clearance and reduced oil consumption. The H22 was notable for its 'T-wing' intake manifold that provided exceptional airflow, and its high-10.0:1 or 10.6:1 compression ratio depending on application. Producing 190-220 horsepower, it delivered V6-like torque while maintaining Honda's characteristic high-RPM capability.

The evolution of the S2000's heart, addressing real-world driveability while pushing the boundaries even further. Displacing 2,157cc through a 87mm bore and 90.7mm stroke, the F22C maintained the F20C's revolutionary 8,800 RPM redline despite the longer stroke—a testament to Honda's rotating assembly engineering. The secret was in the redesigned crankshaft with larger-radius fillets and micro-polished journals, along with reinforced connecting rods. The VTEC engagement was lowered to 5,800 RPM for better mid-range response, while the compression ratio increased to 11.1:1. The most significant change was the adoption of a drive-by-wire throttle system that provided more precise control and integrated with the vehicle stability system. While specific output dropped slightly to 120 hp/liter, peak torque increased by 15%,

The engine that established Honda as a legitimate player in the V6 luxury segment. This 2,997cc 60-degree V6 featured a single overhead cam per bank but incorporated advanced VTEC on the intake valves and variable-length intake manifold technology. The block used a deep-skirt design with cross-bolted main bearing caps for exceptional rigidity, while the crankshaft featured eight counterweights for silken operation. The J30 was notable for its compact packaging—it could fit in the same engine bay as Honda's four-cylinder engines—thanks to its narrow 60-degree V-angle and clever accessory drive packaging. The engine management system employed Honda's first generation of drive-by-wire technology and adaptive knock control. Producing 200-240 horsepower across various applications, it set new standards for smoothness and refinement in mainstream V6 engines.

Honda's first production V6 engine that launched with the 1986 Legend. This 2,675cc 90-degree V6 was remarkably advanced for its time, featuring aluminum block and heads, four-valve-per-cylinder design, and hydraulic lash adjusters. The engine used a unique 'two-stage' intake manifold with long primary runners for low-RPM torque and short secondary runners that opened at higher RPM. The crankshaft was forged steel running in four main bearings, while the connecting rods were fracture-split for perfect big-end roundness. The C27 established Honda's reputation for building smooth, refined, and technologically sophisticated V6 engines that could compete with the best from Europe and America.

The global workhorse that perfected the balance between efficiency and performance. This 1,799cc single-cam engine featured Honda's most advanced i-VTEC system, combining variable valve timing with two-stage intake manifold and electronic throttle control. The R-series introduced several innovations including a silent-chain cam drive system, an electronically controlled cooling system that eliminated the traditional thermostat, and a dual-stage oil pump that reduced parasitic losses. The block used a lightweight open-deck design with plateau-honed cylinder bores for quick break-in and reduced oil consumption. The cylinder head featured high-tumble intake ports that improved combustion efficiency, allowing for a 10.5:1 compression ratio on regular unleaded fuel. Producing 140 horsepower while achieving 35+ MPG highway, the R18 demonstrated that mainstream engines could be both efficient and engaging to drive.

The engineering marvel that powered the Insight and Civic Hybrid, featuring the most thermally efficient production engine ever built. This 1,339cc Atkinson-cycle engine achieved an incredible 40.5% thermal efficiency through a combination of ultra-lean burn operation, reduced friction, and optimized combustion chamber design. The i-VTEC system could completely close the intake valves early to create the Atkinson effect, while the cylinder head featured laser-clad valve seats and ultra-smooth intake ports. The engine used an electric water pump, electric power steering, and an integrated starter-generator that eliminated all accessory drive belts. During deceleration, the system could deactivate all four cylinders and shut off fuel completely while the electric motor provided regenerative braking. It represented the absolute pinnacle of internal combustion efficiency technology.

The most powerful engine in Formula 1 history relative to its displacement. This 1,496cc 80-degree V6 featured twin turbochargers running at insane 5.0 bar boost pressure (73.5 psi), generating over 1,050 horsepower in qualifying trim and around 800 horsepower in race configuration. The engine revved to 14,000 RPM and featured pneumatic valve springs, plasma-sprayed ceramic composite cylinder liners, and a fully stressed carbon-fiber engine block. The turbo system used sophisticated energy recovery to eliminate turbo lag, while the fuel injection system could flow enough fuel to empty the tank in under 10 minutes at full power. In the hands of Ayrton Senna and Alain Prost, this engine dominated the 1988 season, winning 15 of 16 races and demonstrating Honda's ability to compete at the absolute highest level of motorsport engineering.

The legendary cable-operated manual transmission found in the 1994-2001 Integra GS-R and 1999-2000 Civic Si. Revered for its incredibly precise, short-throw shifter and buttery-smooth engagement, it is often considered one of the best front-wheel-drive gearboxes ever made. It featured carbon-lined synchronizers for reduced shift effort and a unique reverse lockout collar. The final drive ratio (4.400:1 in the GS-R) was perfectly matched to the B18C1's high-RPM VTEC power band. The helical-cut gears were shot-peened for durability, and the differential used a conventional open design. Its direct, mechanical feel and satisfying 'click' into each gate made it a benchmark for driving enthusiasts and cemented Honda's reputation for building sublime manual transmissions.

The bespoke, close-ratio 6-speed manual developed exclusively for the Honda S2000 roadster. This transmission was engineered to handle the F20C engine's stratospheric 9,000 RPM redline while providing lightning-fast, precise shifts. It used a direct rod-linkage system (not cables) with the shifter mounted directly to the transmission case for unparalleled precision and a incredibly short, mechanical throw. The gear ratios were perfectly spaced to keep the engine in its powerful VTEC zone, with a very short final drive (4.100:1 for AP1, 4.444:1 for AP2). The case was made of lightweight aluminum, and the transmission featured a torque-sensing helical limited-slip differential (LSD) to put down power effectively. Its robustness and tactile feedback are the stuff of legend, perfectly complementing the S2000's raw, high-revving character.

Honda's in-house developed 10-speed automatic transmission, a technological tour de force used in applications like the V6 Accord, Odyssey, and Pilot. It features an incredibly wide 10.147:1 overall ratio spread, combining a very low first gear for strong launches with tall overdrive gears for relaxed, efficient cruising. The design utilizes four planetary gearsets and six clutch packs in a compact, transverse package. Shift times are remarkably quick, under 200 milliseconds, rivaling some dual-clutch units. The control system processes data from over 400 parameters 500 times per second, including grade and g-forces, to select the optimal gear. The torque converter uses a multi-plate lockup clutch that can operate in a continuously slipping state from 2nd through 10th gear, drastically reducing energy losses associated with traditional fluid coupling.

The innovative and quirky early automatic transmission from the 1970s, found in Civics and Accords. It was not a traditional torque-converter automatic but a simplified manual gearbox with a vacuum-operated clutch and a torque converter. The driver selected 'Low' or 'High' (and later 'Drive' on 3-speeds), and the transmission would automatically shift between the gears within that range. This design was lightweight, simple, and fuel-efficient for its time. Its unique shifting behavior, with a distinct pause and engine rev-drop during gear changes, gave it a character all its own. While not a performance transmission, the Hondamatic was a clever, cost-effective solution that embodied Honda's philosophy of engineering ingenuity.

Honda's modern Continuously Variable Transmission, featuring stepped shift programming and simulated gear ratios. To combat the traditional 'rubber band' feel of CVTs, Honda's engineering incorporates 'G-Design Shift' logic, which provides more immediate and natural acceleration response. In Sport mode, the transmission holds higher 'ratios' for more engine braking and quicker acceleration response. Many models also include paddle shifters that allow the driver to cycle through seven or eight pre-programmed simulated ratios, offering a more engaging driving experience without the mechanical complexity and weight of a traditional geared automatic. This transmission is optimized for maximum fuel efficiency while providing smooth, seamless power delivery, and represents the bulk of Honda's current automatic offerings.

The bespoke 9-speed dual-clutch transmission at the heart of the hybrid Acura/Honda NSX. This wet multi-plate clutch transmission is integrated with a Direct Drive Motor (DDM) that sits between the engine and gearbox, providing torque fill during turbo lag and shift interruptions. The DCT itself is incredibly compact and features unusually tall higher gears to enable efficient high-speed cruising. Shift times are under 100 milliseconds, and the transmission control unit is fully integrated with the hybrid system's brain, allowing for seamless coordination between the twin-turbo V6 and the three electric motors. The DDM also acts as the starter and generator, and its placement allows for a very low center of gravity. This transmission is a key enabler of the NSX's complex Super Handling All-Wheel Drive system.

The close-ratio, strengthened 6-speed manual used in the S2000 Club Racer (CR). Based on the standard S2000 transmission, the M6HA featured revised, even closer gear ratios and a final drive that was shortened from 3.93:1 to 4.10:1 (for the AP2) to further improve acceleration. The synchronizers were upgraded for more positive engagement during high-RPM, aggressive shifts. The most significant change was the inclusion of a more aggressive torque-sensing helical limited-slip differential with a higher lock-up rate, providing superior traction and sharper corner-exit behavior on the track. This transmission was the ultimate evolution of the S2000's manual gearbox, honed specifically for competitive driving and representing the pinnacle of Honda's naturally aspirated, high-revving philosophy.