To complete the Acura Integra models under consideration, three engine versions are used. All versions are classified as engines with two overhead camshafts (DOHC). Each cylinder has 4 valves (16V).
The engines are equipped with one of two versions of the electronic valve timing adjustment system (VTEC). A more detailed description of the design and operating principle of VTEC systems is devoted to VTEC systems - general information and component health check.
The engines used have the following designations:
| B18B1 | 1.8L, 16V, DOHC |
| B18C1 | 1.8L, 16V, DOHC VTEC |
| B18C5 | 1.8L, 16V, DOHC VTEC |
Most of the procedures described here are written on the assumption that the powertrain remains in its original location in the engine compartment of the vehicle. As such, if the engine has already been removed and mounted on a workbench or assembly stand, many of the steps described here should be omitted.
The engine has a compact design, the main component of which is a cylinder block made of lightweight aluminum alloy. Steel cylinder liners are inserted into the holes machined in the block. An aluminum cylinder head is installed on top of the block. The crankshaft is placed in a solid bed with replaceable main bearing liners seated in it. The fourth bearing is equipped with separate thrust liners that limit the axial play of the shaft.
The pistons are equipped with two compression rings and one oil scraper ring. The piston pins, which have a semi-floating fit, are pressed into the upper heads of the connecting rods. The lower heads contain replaceable liners of connecting rod bearings.
The engine has liquid cooling based on a centrifugal rotary water pump driven by the timing belt. The coolant circulates through the internal galleries of the engine, washing the cylinders and combustion chambers, and is also driven through channels equipped in the intake manifold.
Lubrication is supplied to the internal engine components by a gear oil pump located at the front of the engine under the timing belt cover. The pump is driven directly by the crankshaft. Oil is sucked through a mesh filter from the oil pan, then passed through a full-flow cartridge filter mounted on the side of the power unit facing the rear bulkhead.