The C-Series motors are renowned for huge amount of torque and power. C-Series engines are only found in NSXs or the more humble Honda Legend today but here's some information of how the C-Series engines history. Enjoy =)

The SOHC C20A is a 2.0 L version, producing 145 hp (108 kW). This was the first Honda V6 engine.

Applications; non-North America:
1985 Honda Legend


The C20AT was a turbocharged version, producing 190 hp (140 kW).

Applications; non-North America:
1989 Honda Legend
NOTE: Honda made a "Wing-Turbo" Legend marketed under the Honda name and was only available in the Japanese Domestic Market. It was very rare and it had the turbocharged C20AT engine in it. The turbocharger used was a Variable Geometry turbo that Honda developed. The turbo used aerofoil style flappers all around the the turbine housing. These "Wings", as Honda called them, were controlled by vacuum and by the Legend's ECU and they were constantly adjusted. Basically, at low speeds the wings would be nearly closed to speed and direct exhaust pressure precisely on the turbine wheel. At cruise speeds, the wings would be open and it would act like a much larger turbo to increase fuel economy. This car was really quick and really powerful, but the price premium over the standard Legend was too much for most so the car disappeared. This was one of the only production Hondas ever turbocharged from the factory, along with the new Acura RDX and the older Honda City's.


The SOHC C25A is a 2.5 L version, producing 165 hp (123 kW).

Applications; North America Only:
1986-1987 Acura Legend Sedan, 151 hp (113 kW)
1983-1985 Rover 825 Sedan, 151 hp (113 kW) UK and Europe (sold in US as STERLING)


The SOHC C27A is a 2.7 L version, producing 170 hp, (127 kW).
Applications; North America Only:
SOHC non-VTEC

Applications:
1987 Acura Legend Coupe , 161 hp (120 kW)
1988-1990 Acura Legend, 161 hp (120 kW)
1995-1997 Honda Accord, 170 hp (128 kW)
1985-1990 Rover 827/Sterling/Vitesse, 177 hp (non catalyst)UK and Europe (sold in US as STERLING Brand)
1990-1991 Rover 827/Sterling/Coupe, 168 hp (catalyst) UK and Europe (sold in US as STERLING Brand until 1991)


The DOHC VTEC C30A is a 3.0 L version, producing 201 kW (270 bhp) and 285 N·m (210 ft·lbf) of torque. An advanced version of this engine exists (though not in a production form) that campaigned briefly in the 2004 Japanese SuperGT racing series (see All Japan Grand Touring Car Championship) by the factory-supported Team Honda Racing group in highly modified GT-spec NSXs. This engine has various upgrades and modifications by M-TEC (formerly Mugen) and is the first turbo-charged Honda engine used in the series (prior to 2003, the GT-spec NSXs used a highly advanced, naturally-aspirated variant of the C32B engine). Though the exact performance figures are kept secret, it's rumored to output more than 500 bhp.

Applications:
1991-1996 Honda NSX


The C32A is a 3.2 L version. The SOHC depending on model year, produces 200 and 230 hp (175 kW).

Applications; North America Only:
C32A1 - SOHC USDM - 200 hp (155 kW)
1991-1995 Acura Legend sedan
1991-1992 Acura Legend coupe
C32A6 - SOHC USDM - 200 hp (155 kW)
1996-1998 Acura 3.2TL
C32A5 - SOHC USDM - 230 hp (170 kW) at 206 ft·lbf (279 N·m)
1994-1995 Acura Legend GS sedan
1993-1995 Acura Legend LS and L coupe


There is also the C32B, a highly tuned DOHC version, used in the Honda NSX, which produces 290 hp (216 kW) and 224 lbf·ft (304 N·m).

Applications:
1997-2005 Honda NSX


The C35A is a SOHC and carries the largest displacement of the C series at 3.5L.

Applications:
C35A - SOHC - 210–225 hp (155–170 kW)
1996-2004 Acura 3.5RL (US/Canada)
1996-2004 Honda Legend (non-US/Canada)

--------------------- HONDA ENGINE SWAP GUIDE--------------------------------
How to read this??

GEN /YR / MODEL / COUNTRY / CHASSIS / ENGINE CODE / DISP / COMP RATIO / HP / TORQUE / TRANS

5G ’94-’97 Accord DX/LX USA CD F22B2 2156 8.8:1 130hp@5300/139lb-ft@4200
5G ’94-’97 Accord EX USA CD F22B1 2156 8.8:1 145hp@5500/147lb-ft@4500
5G ’94-’97 Accord SiR Japan CD H22 2157 10.6:1 190hp@6800/152lb-ft@5500
4G ’90-’91 Accord USA CB F22A4 2156 8.8:1 130hp@5200/142lb-ft@4000
4G ’90-’93 Accord USA CB F22A1 2156 8.8:1 125hp@5200/137lb-ft@4000
4G ’91-’93 Accord USA CB F22A6 2156 8.8:1 140hp@5600/142lb-ft@4500
4G ’90-’93 Accord 2.0Si Japan CB F20A (twincam) 1997 9.5:1 150hp@6100/137lb-ft@5000
3G ’88-’89 Accord USA CA A20A3 1955 9.3:1 122hp
CIVIC
6G ’99-’00 Civic Si USA EM B16A 1595 10.2:1 160hp@7600/111lb-ft@7000 S4C
6G ’96-’00 Civic EX USA EJ D16Y8 1590 9.6:1 127hp@6600/107lb-ft@5500
6G ’97+ Civic Type R Japan EK B16B 1595 10.8:1 184hp@8200/118lb-ft@7500
6G ’96+ Civic SiR II Japan EK B16A 1595 10.4:1 168hp@7800/116lb-ft@7300 S4C
6G ’96+ Civic Vti Europe EK B16A 1595 10.4:1 168hp@7800/116lb-ft@7300
5G ’92-’95 Civic Si USA EG/EH D16Z6 1590 9.2:1 125hp@6600/106lb-ft@5200
5G ’92-’95 Civic SiR Japan EG B16A 1595 10.4:1 168hp@7800/116lb-ft@7300 Y21
and SiRII
4G ’89-’91 Civic Si USA ED D16A6 1590 9.1:1 108hp@6000/100lb-ft@5000
4G ’88-’91 Civic DX USA ED D15A 1493 92hp@6000 L3
4G ’90-’91 Civic EX USA ED D16A6 1595 113hp@6200 L3
4G ’89-’92 Civic 1.6i/VTi Europe EE/ED B16A1 1595 10.2:1 158hp@7600/111lb-ft@7000 Y1 (opt. LSD)
4G ’88-’91 Civic Si Japan EF ZC 1595 9.6:1 129hp@6800/106lb-ft@5700 L3
4G ’89-’92 Civic SiR Japan EF B16A 1595 10.2:1 158hp@7600/112lb-ft@7000 Y1 (opt. LSD)
(hatch)
4G ’90-’91 Civic SiR Japan EF B16A1 1595 10.4:1 160hp@7600/111lb-ft@7000
3G ’86-’87 Civic Si USA AH EW4 1488 8.7:1 91hp@5500/93lb-ft@4500 GM
3G ’86-’87 Civic Si Japan AT ZC 1595 9.6:1 129hp@6800/106lb-ft@5700 CG
CR-X/DEL SOL
5G ’94-’97 DelSol USA/Europe EG B16A3 1595 10.2:1 158ps@7600/112lb-ft@7000 Y21
VTEC/Vti-T
5G ’92-’95 CR-X/ USA EG D16Z6 1590 9.2:1 125hp@6600/106lb-ft@5200
del Sol Si
5G ’92-’96 del Sol Japan EG B16A 1595 10.4:1 168hp@7800 Y21 or S21
CR-X SiR
4G ’88-’91 CRX Si USA ED D16A6 1595 113hp@6200
4G ’88-’91 CRX DX USA ED D15A1 1493 92hp@6000 L3
4G ’89-’92 CR-X 1.6i/VTi Europe EE B16A1 1595 10.2:1 158hp@7600/111lb-ft@7000 Y1 (opt. LSD)
4G ’90-’91 CR-X SiR Japan EF B16A1 1595 10.4:1 160hp@7600/111lb-ft@7000
4G ’89-’92 CR-X Si16/1.6i Japan EF ZC 1595 9.6:1 129hp@6800/106lb-ft@5700

4G ’89-’92 CR-X SiR Japan EF B16A 1595 10.2:1 158hp@7600/112b-ft@7000 Y1 (opt. LSD)
3G ’84-’87 CR-X HF USA EF D15A2 (carbed) 1488 58hp
3G ’85-’87 CR-X Si USA AD EW4 1488 91hp@5500/93lb-ft@4500 GM
3G ’85-’87 CR-X Si Japan AS ZC 1595 9.6:1 129hp@6800/106lb-ft@5700 CG
INTEGRA
3G ’94-’00 Integra GS-R USA DC B18C1 1797 10.0:1 170hp@7600/128lb-ft@6200 Y80
3G ’94-’00 Integra USA DC B18B1 1834 9.2:1 142hp@6300/127lb-ft@5200 S80, Y80
LS/RS/GS
3G ’97-’98, ’00 Integra Type R USA DC B18C5 1797 10.6:1 195hp@8000/130lb-ft@7500 S80
3G ’95-’97 Integra SiR Japan DC B18C 1797 10.6:1 178hp@7600/129lb-ft@6200 Y80,S80(opt. LSD)
3G ’95-’00 Integra Type R Japan DC/DB B18C 1797 11.0:1 197hp@8000/134lb-ft@7500 S80 LSD
2G ’90-’91 Integra GS USA DB B18A1 1834 9.2:1 130hp@6000/121lb-ft@5000 YS1
2G ’92-’93 Integra GS USA DB B18A1 1834 9.2:1 140hp@6300/121lb-ft@5200 YS1
2G ’92-’93 Integra GS-R USA DB B17A1 1678 10.0:1 160hp@7600/117lb-ft@7000 YS1
2G ’90-’93 Integra Japan DB ZC 1590 9.0:1 119hp@6300/105lb-ft@5500 S1, A1, J1
2G ’90-’91 Integra XSi/RSi Japan DA B16A 1595 10.2:1 158hp@7600/112lb-ft@7000 S1, A1, J1
2G ’92-’93 Integra XSi/RSi Japan DA B16A 1595 10.2:1 158hp@7600/112lb-ft@7000 YS1 (opt. LSD)
1G ’88-’89 Integra USA DA D16A3 1590 9.5:1 118hp@5500/103lb-f

Important if you're looking to buy an S2000 but not sure what all the differences are

Thanks to Red Bull from Honda-Tech

Model Year 2001

• Model year 2000 did not have a clock. Per Honda, it was intentionally left out due to the race car theme. It became standard equipment on 2001 model.
• Model year 2000 offered wind deflector as an option; it became standard with the 2001.
• Red floor mats became available.

Model Year 2002

• Public pressure was strong to replace the plastic rear window design with a glass window, equipped with a defroster, which became standard for 2002 model. The window is smaller in size and the top frame was redesigned to accommodate the glass.
• The UK Press release states “.. for 2002, there is a significant change in the suspension’s fine tuning. Spring rates have been increased, anti-roll bar stiffness reduced, and the gas-filled dampers (shocks) recalibrated. The changes have been made to improve steering feel and handling progression at the limit, while maintaining the response, grip and balance of the original S2000.” {All three changes would be for an understeer correction.}
• Anti-roll bars: Front & rear sway bars were reportedly changed. Originals were F: 28.2 mm (1.11") x 5.0 mm, R: 27.2 mm (1.07") x 5.3 mm. A new ‘02 owner says his measures: F: 26.11mm and R: 27.35mm.
• Springs: ‘ 02 rear springs have a new part number.
• Early stereo complaints were addressed in the 2002 model with an upgrade from 20 to 30 watts per channel and the addition of door mounted tweeters. The door speakers are blue-plastic, have no 'paper' cone, magnet is still small, but owner’s report the 2002 sounds vastly better.
• The solid aluminum shift knob could be cold as ice in winter or very hot in the sun, for the 2002 model it was changed to a combination leather and aluminum knob.
• The black interior color shade has changed to a dark grey or charcoal bluish black shade.
• The stereo has digital bass/treble/fade/bal controls. You push the right knob and set them as opposed to small black knobs that you would push to pop-out.
• The tonneau cover changed. There is only 1 clip on the each side to push in from underneath. The elastic bands straps on each side remain the same. Reportedly its easier to attach and doesn't appear to 'flap' up like previous design.
• The shade of wheels are a slightly darker silver with a little more metallic-flake.
• Heat and A/C fan are more powerful. The 2nd and 3rd fan speeds are noticeably more effective.
• A chrome ring has been added to the tail-lights.
• A metal ring has been added to the interior door panel pulls.
• The horn reportedly has a different tone.
• The plastic trim piece that outlines the dash, as well as the trapezoidal plastic plate in which the roof and hazard buttons sit, are made of a different color/finish plastic – a gray, grooved plastic rather than the bland black untextured plastic.
• The cupholder cover and trash hole behind it are textured plastic as opposed to the same untextured earlier ones.
• Interior leather and plastic colors have changed. For example, earlier Silver cars came with a combination of red and black interior. The 2002 model comes with a solid red interior (dash, doors, center storage, etc.).
• Radio design and color changed.
• It’s said to have improvements in the transmission to make it smoother and provide quieter shifts.
• The dead-pedal is now metal/rubber and matches the other pedals.
• A vinyl console cover replaces the carpet console cover.
• The buttons for the defroster and cruse-control on switches are a different shape.
• The new window defrost button is the cruise control on the right side of the steering wheel.
• There is a small subtle change in the trunk lid shape at the rear, near the trunk brake light. Reportedly this was to meet the Federal safety standard measurements.
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