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HONDA - Reinforced Engine Parts
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HONDA - Reinforced Engine Parts
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The HONDA 1.5 i-VTEC L15A powers the Jazz/Fit and the City. This page gathers the parts we actually list for this engine.
You will find forged piston kits from JE Pistons, Wossner and Wiseco, Supertech performance intake and exhaust valves together with their springs, collets and valve stem seals, plus bi-metal big end bearings, main bearings and thrust washers.
ARP head studs and con rod bolts complete the build: they are the first fasteners to replace once compression ratio or engine speed goes up.
The HONDA 1.5L i-VTEC L15B is fitted to the Jazz/Fit, the City and the Civic 1.5 Turbo, and it takes only a handful of well chosen parts to build one.
This page brings together JE Pistons forged piston kits, Supertech performance intake and exhaust valves with their springs, and the ARP fasteners: head studs and con rod bolts.
Together they cope with the extra boost pressure and engine speed: valves and springs for the cylinder head, pistons and fasteners for the bottom end.
The HONDA 1.6 16v VTEC B16A, fitted to the Civic, CRX, Del Sol and Integra, is one of the most heavily built engines in our range.
This page brings together forged piston kits from Wossner, Wiseco and JE Pistons, forged connecting rods, Supertech performance intake and exhaust valves with their springs, guides, collets and stem seals, Cometic MLS head gaskets in 84mm and 85mm, King Race tri-metal big end bearings, tri-metal main bearings and Catcams vernier cam pulleys.
ARP fasteners finish the job: head studs, main studs and con rod bolts.
The HONDA 1.6 16v D16Y7 is the SOHC unit fitted to the Civic and the CRX. This page gathers the parts we actually list for it.
You will find forged piston kits from Wossner and Wiseco, forged connecting rods, Supertech performance intake and exhaust valves with their dual valve springs, collets and stem seals, exhaust valve guides, Cometic reinforced head gaskets in 79mm bore and MLS, plus tri-metal big end bearings, tri-metal main bearings and thrust washers.
The HONDA 1.6 16v D16Y8 is the SOHC VTEC unit of the Civic and the CRX. This page gathers the parts we actually list for it.
You will find forged piston kits from Wossner and Wiseco, forged connecting rods, Supertech performance intake and exhaust valves with their dual valve springs, collets and stem seals, exhaust valve guides, Cometic reinforced head gaskets in 79mm bore and MLS, tri-metal big end and main bearings, thrust washers and ARP head studs.
The HONDA 1.6 16v D16Z, including the D16Z6 VTEC of the Civic, takes only a handful of well chosen parts to build.
This page gathers forged piston kits from Wossner and Wiseco, forged connecting rods, Supertech performance intake and exhaust valves with their dual valve springs, collets and stem seals, exhaust valve guides, the Cometic MLS reinforced head gasket, plus tri-metal big end bearings, tri-metal main bearings and thrust washers.
The HONDA 1.7 16v VTEC B17A is the 1.7 litre DOHC unit fitted to the Integra. This page gathers the parts we actually list for it.
You will find Wiseco forged piston kits, performance exhaust valves with their springs, Supertech valve guides, collets and valve stem seals, reinforced head gaskets including the 85mm Cometic, King Race tri-metal big end bearings, tri-metal main bearings and thrust washers.
ARP fasteners finish the job: head studs, main studs and con rod bolts.
Every performance part we stock for the HONDA 1.7 16V D17 engine, fitted to the Civic.
Enough to rebuild a D17 bottom end and cylinder head for road or track use.
The B18A1 and B18B1 are the non-VTEC 1.8 16V DOHC units of the Integra and the Accord. This page gathers everything we stock to build them.
Enough to build a non-VTEC B18 bottom end that will take the power.
The B18C1 is the 1.8 16V DOHC VTEC unit of the Acura Integra GS-R. Here is what we stock to build one.
All you need to make a built B18C1 reliable and correctly timed.
The B18C5 is the 1.8 16V DOHC VTEC unit of the US market Integra Type R. Here is what we stock to build one.
Everything needed for a reliable, properly timed B18C5 build.
The B18C2, B18C3, B18C4, B18C6 and B18C7 are the 1.8 16V DOHC VTEC units of the B18C family, including the Integra Type R. Here is what we stock to build them.
A complete base for a reliable B18C build.
The R18 is the 1.8 16V engine of the Civic. This page brings together the performance parts we stock for it.
Enough to rebuild an R18 cylinder head and fit a forged bottom end, for road or track use.
The B20B is the 2.0 16V DOHC engine of the first generation CR-V. This page gathers the bottom end parts we stock for it.
Everything needed to rebuild a forged, reliable B20B bottom end for road or track.
Every performance part listed for the HONDA F20C, the 2.0 16V VTEC of the S2000 AP1, plus the 2.4 builds based on the same block.
The K20 i-VTEC is one of the most heavily built HONDA blocks. This page gathers the parts listed for the K20A2, K20A3, K20A6 and K20Z1 fitted to the Civic Type R EP3, Integra DC5, Acura RSX Type-S and Accord.
The K20C is the 2.0 16V i-VTEC turbo of the Civic Type R FK8, the first boosted engine of the K family. Standard boost pressure already works the bottom end hard, and that is where a serious build starts.
Three part families are listed for this block so far. The remaining HONDA performance parts are grouped in the neighbouring engine categories.
RD1 is the first generation CR-V, powered by the 2.0 16v of the B family, in B20B then B20Z form. A simple, sturdy block, rebuilt for off-road use as much as for swaps.
This page currently gathers the WOSSNER forged pistons listed for that engine, offered in several bore sizes so a block that has been rebored can be followed.
A forged piston takes the thermal and mechanical loads a standard cast piston no longer copes with once power goes up. The other HONDA part families are grouped in the neighbouring engine categories.
The F22C is the 2.2 16V VTEC of the S2000 AP2, derived from the F20C and sharing its architecture. This page gathers the bottom end and valve train parts listed for that block.
The H22 is the 2.2 16V VTEC of the Prelude and the Accord Type R, a naturally aspirated four cylinder known for its cylinder head and its high red line.
What is needed to rebuild an H22 bottom end before a naturally aspirated or boosted build.
The H23 is the 2.3 16V of the Prelude, the larger capacity version of the H22, with which it shares most of its architecture.
This page currently gathers the WISECO and JE PISTONS forged pistons listed for that block, offered in several bore sizes to follow an engine rebored by a machine shop.
A forged piston takes the thermal and mechanical loads a standard cast piston no longer copes with once power goes up: it is the first part to change on a serious build. The other HONDA part families are grouped in the neighbouring engine categories.
The HONDA K24 2.4 16V i-VTEC is fitted to the Accord, CR-V and Element, and shares its block with the K20 of the Civic Type R EP3 and Integra DC5.
This page lists what we actually stock to build one:
The J32A is HONDA's 3.2 24V V6, fitted to the Accord V6 and to the Acura TL and CL. On a large-capacity block like this one, the bottom end is where the work is done.
We currently list a single family of parts for this engine:
Forged pistons take the cylinder pressure and the engine speed that a cast original will not accept. If you are after another family for this engine, send us the part number you need and how the car is used.
The J35A is HONDA's 3.5 24V V6, fitted to the Accord V6, the Odyssey, the Pilot and the Ridgeline. On a block of this capacity, the work starts with the bottom end.
We currently list a single family of parts for this engine:
A forged piston takes the cylinder pressure and the engine speed that a cast original will not accept. For another family on this engine, send us the part number and how the car is used.
The Accord III (CA) built from 1985 to 1989 is listed here engine by engine. Six engine pages open this family:
What we hold today for this shell is bottom end hardware: KING RACE tri-metal big end bearings supplied as a set of eight half shells, KING RACING tri-metal main bearings, and a set of thrust washers to reset crankshaft end float. Enough to rebuild an A20A or B20A bottom end properly.
The Accord V (CE, CF_, CD) built from 1995 to 1998 is listed here in two engine versions:
For this shell we hold bottom end parts: KING RACE tri-metal big end bearings supplied as a set of eight half shells, KING RACING tri-metal main bearings, and a set of thrust washers to set crankshaft end float. Tri-metal shells take loads a bi-metal original will not, and they are the first item to change on an F20 or F23 rebuild.
The Accord VI (CK, CG, CH, CF, CL) built from 1997 to 2003 covers eight engines, from the 1.6 D16B7 107hp up to the 2.2 H22A7 of the Type R at 212hp and the Euro R at 220hp.
What is on the shelf today for this shell:
The Accord VII (CL, CN) built from 2003 to 2012 is listed here through its eight 2.4 i-VTEC versions, from the K24A3 at 143hp to the K24A1 at 200hp in the CM2, taking in the K24A4 from 154 to 169hp and the 190hp K24A3 of the CL9.
What we hold for this K24 block:
Everything you need to build the HONDA Civic IV ED EE (1987-1993): D15B1, D15B2, D15B4, D16A1, D16A6, D16A7, D16A9, D16Z2, D16Z5 and the 1.6 16V VTEC B16A1 of the EE9.
Parts to make a standard engine reliable, or to support a road and track build.
Engine build parts for the HONDA Civic V EG (1991-1996): D15B2, D15B4, D15B7, D15B8, D15Z1, D16A7, D16A8, D16A9, D16Y1, D16Z2, D16Z6, the ZC of the EH2 and the 1.6 VTi B16A2 of the EG6.
Pick your engine code below to see only the parts that fit it.
Everything for a HONDA Civic VI EJ EK EM1 MA MB MC (1996-2001) build: D15Z3, D15Z6, D15Z8, D16B2, D16Y4, D16Y5, D16Y7, D16Y8, D17A6 and the 1.6 VTi B16A2 of the EK4.
Select your engine code below.
Reliability and build parts for the HONDA Civic VII (EU, EP, EV) 2001-2005: 1.7 D17A1, D17A2, D17A6, D17Z1, the 2.0 K20A3 of the EV1 and the 2.0 K20A2 of the Type R EP3.
Engine parts for the HONDA Civic VIII FA FD (2005-2013): the 1.5 i-VTEC L15A7 and the 1.8 R18A1 and R18A2.
Select your engine code to see only the parts that fit.
The HONDA Civic IX (FK) here covers the 1.8 R18A1 of the FB2, the 1.8 R18Z1 and R18Z4, and the 2.0 i-VTEC Type R K20C1 of the FK2.
This page brings together the cylinder head and bottom end parts available for this generation:
Open your engine code for the exact list.
The HONDA Civic X (since 2016) covers here the 1.8 R18Z1 of the FC6 and FK5, the 1.5 L15B7 of the Coupé in 170, 177 and 205hp Si (FC1), and the 2.0 Type R K20C1 of the FK8.
The HONDA Civic XI (FL) runs the 2.0 16V i-VTEC turbo K20C1, rated from 300 to 330hp across the Type R versions (FL5, FL574PE). This page gathers the bottom-end parts we stock for that engine.
Forged rods are the first safeguard on a tuned K20C: they take the boost pressure and the engine speed that the standard rod can no longer handle once torque is raised.
The HONDA CR-V I (RD), built from 1995 to 2002, uses the 2.0 16V B-series: B20B4 with 128hp or B20Z2 with 148hp. This page brings together the bottom-end parts we stock for both codes.
The B20B is the block of choice for a VTEC head swap: forged rods and tri-metal bearings are the two items that decide how the crankshaft survives once power goes up.
The HONDA CR-V III (RE_), on sale since 2006, is covered here through the 2.4 i-VTEC K24Z1 rated at 170hp. This page gathers the performance parts we stock for that K-series block.
The HONDA CRX II (ED, EE), built from 1987 to 1992, is covered here across its five engines: 1.5 D15B6, 1.6 D16A6, D16A8, D16A9, D16Z5 and the 1.6 16V VTEC B16A1 with 150hp.
Enough to rebuild a complete bottom end or reassemble a VTEC head without compromise.
The HONDA CRX III (EH, EG), the Del Sol built from 1992 to 1998, is covered here across five engines: 1.5 D15B7, 1.6 D16Y7, D16Y8, D16Z6 and the 1.6 16V VTi B16A2 / B16A3 with 160hp.
A few DASH3 braided hose fittings and P clips are also listed here.
The HONDA CR-Z (ZF), built from 2010 to 2016, pairs a 1.5 petrol engine, LEA1, LEA2, LEA3 or MF6, with the IMA electric assistance. This page gathers the parts we stock for that L15 family block.
A consistent set to make the cylinder head of a tuned 1.5 IMA reliable.
The first generation HONDA Integra (DA), sold from 1989 to 1993, is covered here across seven engines: 1.6 D16A3, 1.6 ZC (DA5 and DA7), 1.6 16V VTEC B16A (DA6), the 1.7 B17A1 of the Acura Integra GS-R, 1.8 B18A1 and 1.8 B18A2.
This page lists the engine parts we hold for the HONDA Integra (DB) 1993-2001, across its three engine variants: 1.8 ESI B18B2 145hp, 1.8 VTEC B18C 180hp and 1.8 B18C3 200hp.
Two families are actually stocked here:
The two work together: the forged rod copes with sustained high rpm, while the ARP studs keep the main caps clamped on a road or track build.
The HONDA Integra Coupé (DC) 1993-2001 is split here into eight engine variants: the 1.6 ZC twin carb, then B18B1, B18B2, B18C1, B18C2, B18C5, B18C6 and B18C7 of the Type R.
Families actually stocked:
The HONDA Integra Coupé (DC5), 2002 on is covered here by three K-series engines: the 2.0 K20A3 at 160hp, the 2.0 Type-S K20Z1 at 209hp and the 2.0 Type R K20Z1 at 220hp.
What the category actually holds:
The HONDA Prelude III (BA) 1986-1996 is broken down here by engine code: B20A1, B20A3, B20A4, B20A5, B20A7 and B20A9, from 106 to 150hp, across the BA2, BA4 and BA5 bodies.
What is actually stocked covers the bottom end:
Three sets are enough to rebuild the bottom end of a B20A at OEM size, with race-grade bearing material.
The HONDA Prelude V (BB_) 1996-2001 is broken down here by engine code: H22A4, H22A5, H22A8 and H22Z1, from 185 to 203hp, in the BB6 and BB8 bodies.
What the category actually holds:
Enough to make the bottom end and the head of an H22 reliable before a build.
The HONDA S2000 (AP) 1999-2008 covers both F-series engines: the 2.0 F20C of the AP1 and the 2.2 F22C1 of the AP2, 240hp each.
The best stocked page of the range:
NSB Concept, a pioneer in France for forged Honda VTEC parts, offers the complete arsenal to unleash the potential of your Japanese engines. Forged pistons from WISECO and JE PISTONS, H-beam connecting rods from MANLEY and ZRP, valves from FERREA and SUPERTECH, camshafts from CATCAMS, gaskets from COMETIC and ATHENA, ARP hardware, ACL and KING RACING bearings, PAC RACING valve springs and forged crankshafts: our expertise covers the entire modern B (B16A, B18C), D (D16Y, D16Z), K (K20, K24), F (F20C S2000) and L series. From the legendary naturally aspirated B16A Type-R to turbocharged K20 units exceeding 600bhp, every VTEC generation finds its optimal racing components here.
Ultra-fast 3-click navigation to your configuration: B16A/B18C for naturally aspirated Type-R builds up to 250bhp, the K i-VTEC series for extreme turbo projects from 500bhp, the legendary F20C/F22C S2000 pushed to 300bhp naturally aspirated, or economical D-series engines converted into turbo missiles. Unlimited racing applications: time attack circuit, quarter-mile drag racing, drift with supercharged S2000s, rally with prepared Civic Type-Rs. Our mastery of VTEC specifics guarantees maximum performance and exemplary reliability.
Dual France-Europe stock for 72-hour express delivery, recognised expertise since 1999 across every Honda evolution. Our VTEC specialists in France advise you according to your project: high-compression naturally aspirated builds or low-compression turbo configurations. Honda is a registered trademark. NSB Concept is an independent retailer. Use our configurator or contact our Honda experts.
Q: What is the reliable naturally aspirated limit on a B16A/B18C Type-R? A: With our high-compression forged pistons, MANLEY connecting rods, CATCAMS camshafts and uprated valve springs, 220-250bhp is achievable while keeping Honda's legendary reliability.
Q: Can you exceed 500bhp on a turbocharged K20/K24 with your parts? A: Absolutely. Our low-compression forged kits with H-beam connecting rods and complete ARP hardware allow 600-700bhp to be reached safely depending on the turbo setup.
Q: Do you offer solutions for the S2000's F20C/F22C? A: Yes, dedicated forged pistons, uprated connecting rods and SUPERTECH valves allow 280-300bhp naturally aspirated or 400bhp+ in a supercharged/turbo configuration on the S2000.
