The Honda D series
inline-four cylinder engine is used in a variety of compact models, most commonly the
Honda Civic,
CRX,
Logo,
Stream, and first-generation
Integra. Engine displacement ranges between 1.2 and 1.7 liters. The D Series engine is either
SOHC or
DOHC, and might include
VTEC variable valve lift. Power ranges from 66 PS (49 kW) in the
Logo to 130 PS (96 kW) in the Civic Si. D-series production commenced in 1984 and ended in 2005. D-series engine technology culminated with production of the D15B
3-stage VTEC (D15Z7) which was available in markets outside of the United States. Earlier versions of this engine also used a single port fuel injection system Honda called PGM-CARB, signifying the carburetor was computer controlled.
Valvetrain : SOHC, four valves per cylinder, non VTEC
Red line : 6,800 rpm
Fuel cut: 7,200 rpm
Fuel Control : OBD2-a, DPFI (SFi – Simplified Fuel injection), 1+4 2+3 injectors thrown together
Transmission : S40 (or S4PA for 4AT)
Deck Height : 207 mm
The D14A3 and D14A4 engines are identical, the difference is the addition of a small gasket under the throttle body in the D14A3 which restricts the air intake of the engine, lowering the power output. This was done in some European countries to suit local insurance categories.
D14A5
Found in:
1995 - 1997 Honda Civic MA8 (European Market)
Displacement : 1,396 cc (85.2 cu in)
Bore and Stroke : 75.0 mm × 79.0 mm (2.95 in × 3.11 in)
Compression: 9.2:1
ECU code: P1J
Power : 75 PS (55 kW; 74 hp) at 6,100 rpm
Valvetrain : SOHC (4 valves per cylinder)
Fuel Control : OBD-1, MPFIMulti-point fuel Injection, PGM-FI
Redline : 6,800 rpm
Fuel cutout : 7,250 rpm
The D14A2 and D14A5 engines are identical, the difference is the addition of a small gasket under the throttle body in D14A5 which restricts the air intake of the engine, lowering the power output. This was done in some European countries to suit local insurance categories.
D14A7
Found in:
1997–2000 Honda Civic 1.4i MB2/MB8 (UK Market)
Displacement: 1,396 cc (85.2 cu in)
Compression: 9.0:1
Power: 75 PS (55 kW; 74 hp) at 6,000 rpm
Torque: 112 N⋅m (83 lb⋅ft) at 3,000 rpm
Valvetrain: SOHC (4 valves per cylinder), non VTEC
D14A8
Found in:
1997–2000 Honda Civic 1.4iS MB2/MB8. UK and (at least) Germany.
Valvetrain : SOHC (4 valves per cylinder), non VTEC
The D14A7 and D14A8 engines are identical, the difference is only one small gasket under the throttle body in D14A7 which restricts the air intake of the engine, this happen in some European countries.
They are also almost identical to the D14A3 and D14A4 engines. Differences are only in the compression ratio and some different mounted components.
D14Z1
Found in:
1999–2000 Honda Civic EJ9 (1.4i, Europe)
Compression: 9.7:1
Power: 75 PS (55 kW; 74 hp)
Valvetrain: SOHC, 4 valves per cylinder, non VTEC
Bore and Stroke: 75.0 mm × 79.0 mm (2.95 in × 3.11 in)
Piston Code: phxg
Rod Length: 138 mm
Rod/Stroke: 1.747
Redline: 6800 rpm
Fuel cut: 7200 rpm
D14Z2
Found in:
1999–2000 Honda Civic EJ9 (1.4iS, Europe)
Displacement: 1,396 cc (85.2 cu in)
Compression: 9.7:1
Power: 90 PS (66 kW; 89 hp) at 6,300 rpm
Valvetrain: SOHC, 4 valves per cylinder, non VTEC
Bore and Stroke: 75.0 mm × 79.0 mm (2.95 in × 3.11 in)
Piston Code: phxg
Redline: 6,800 rpm
Fuel cut: 7,200 rpm
The D14Z1 and D14Z2 engines are identical, the difference is only one small gasket under the throttle body in D14Z1 which restricts the air intake of the engine, this happen in some European countries.
Valvetrain : SOHC, four valves per cylinder, non VTEC
Redline: 6800 rpm
Fuel cut : 7200 rpm
The D14Z3 and D14Z4 engines are identical, the difference is only one small gasket under the throttle body in D14Z3 which restricts the air intake of the engine, this happen in some European countries.
D14Z5
Found in:
2001–2005 Honda Civic 1.4iS, LS (European market: ES4 nfl)
(Largely identical to the D16Y5. The main differences are pistons, rods, camshaft, head gasket, intake manifold, and exhaust manifolds which are PDN rather than P2M)
A few D-series variants are labelled (
Japanese: Honda ZC engine) (usually JDM), but they are not truly a different series. They are similar to the D16Y4, D16A8, D16Z6, D16A1, D16A3, D16A6, D16A9 and D16Z5 engines.
There are both SOHC and DOHC ZC engines. The non-VTEC SOHC ZC is similar to the D16A6 ('91–'96) and D16Y4 ('96–2000) engine, but with more aggressive cam timing. The SOHC VTEC ZC is similar to the D16Z6 ('91–'96). The DOHC ZC is similar to the D16A1, D16A3, D16A8, D16A9 and D16Z5 engines.
Single Carburetor : 100 PS (73.5 kW) at 6800 rpm; Torque : 92 lb·ft (12.8 kg/m, 126 Nm) at 5500 rpm
1984–1987 Power : 115 PS (85 kW) at 6250 rpm; Torque : 99 lb·ft (13.7 kg/m, 134 Nm) at 5500 rpm
1988–1989 Power : 120 PS (88 kW) at 6500 rpm; Torque : 103 lb·ft (14.0 kg/m, 137 Nm) at 5500 rpm
1988–1991 Power : 130 PS (96 kW) at 6800 rpm; Torque : 106 lb·ft (14.7 kg/m, 144 Nm) at 5700 rpm
Valvetrain : DOHC
Piston Code 1986-'87 : PG6
Piston Code 1988-'89 : PM7
Fuel Control : OBD-0 MPFI
Euro Mk1 ('85-'87) 1.6 CRX's are fitted with an engine designated "ZC1" which is a higher spec 125 PS (92 kW) version of the D16A1. These were later replaced by the D16A8 or B16A, depending on the specs.
1st Gen ZC
Identified by: External coil, small distributor, dual butterfly TB, cam cover bolts on top, brown/gold cam cover. Large cam pulleys. +3cc PG6B pistons, non-pent roof combustion chamber. As a ZC it appeared in JDM AV Integra Si and JDM E-AT Civic/CR-X Si. Commonly produced at the time but now over twenty years old and getting harder to find. D-series version is called D16A1, 1986–1987.
2nd Gen ZC (rarest)
Identified by: Internal coil, large distributor, single butterfly TB mounted on slight angle forward, bolts on top of cam cover, black cam cover, large cam pulleys. +7cc PM7 pistons, 43 cc Pent roof combustion chamber. As a ZC appeared in JDM facelift AV bodied Integra Si did not appear in Civic or CR-X, rarest ZC only produced for less than one year. D-series version D16A1 '88-'89 (sometimes +7cc P29 pistons)
3rd Gen ZC
Identified by: Internal coil, large distributor, single butterfly TB. Black cam cover. Cam cover bolts on the sides. Small cam pulleys. Inlet Manifold stamped PM7. +7cc PM7 pistons, 43 cc Pent roof combustion chamber. As a "ZC" this appeared in the JDM EF3 Civic and EF7 CR-X, and also in the JDM Honda Quint Integra GSi (DA1 chassis). This is the most commonly produced ZC, manufactured in Japan from end of '87 through to early '91 D-series version D16A8/9 (Euro Civic Si) (sometimes +7cc P29 pistons)
4th Gen ZC
Identified by: Internal coil. OBD1 EFi system (grey plug). No cam angle sensor on exhaust cam, now located in distributor. Rubber plug where cam angle sensor would mount. Black cam cover. No PGM-EFi plate on the inlet manifold, replaced with three ribs instead. P29 stamped on inlet manifold. MAP sensor on TB. +7cc PM7 pistons, pent roof combustion chamber. As a ZC only appeared in EG5 Civic bodies, no Integra or CRX received this engine. Reasonably common produced from '92 to '94. (20th Anniversary edition & Japanese car of the year) D-series version D16A8/9 (Euro & Australia Civic Si) (sometimes +7cc P29 pistons)
Hond
D17 series engines (1.7 liter)
D17A
Found in:
2001–2005 Honda Civic (Japan)
Displacement : 1,668 cc (101.8 cu in)
Bore and Stroke: 75 × 94.4 mm (3.0 × 3.72 in)
Compression : 10.5:1
Power : (lean burn) 120 hp (85.8 kW, 120 ps) at 4900 rpm; 140 hp (96.9 kW, 140 PS) at 6750 rpm
Torque: 114 lb⋅ft (155 N⋅m) at 4,800 rpm[25] Japan: 154 N⋅m (114 lb⋅ft) at 4,800 rpm[24]
RPM redline: 6,800 rpm
Rev-limiter: 7,000 rpm
Valvetrain: SOHC, four valves per cylinder
Fuel Control: OBD-2 MPFI
References
Büschi, Hans-Ulrich, ed. (6 March 1997). Automobil Revue 1997 (in German and French). Vol. 92. Berne, Switzerland: Hallwag AG.
ISBN3-444-10479-0.
^
abBüschi, Hans-Ulrich, ed. (10 March 1994). Automobil Revue 1994 (in German and French). Vol. 89. Berne, Switzerland: Hallwag AG. p. 296.
ISBN3-444-00584-9.
^
abcdefÅhman, Michael, ed. (1999). Bilkatalogen 2000 (Swedish edition of German Auto Katalog) (in Swedish). Solna, Sweden: Auto Motor & Sport Sverige AB. pp. 202–203.
^Nötzli, Max, ed. (7 March 2002). Automobil Revue 2002 (in German and French). Vol. 97. Berne, Switzerland: Büchler Grafino AG. p. 302.
ISBN3-905386-02-X.
The Honda D series
inline-four cylinder engine is used in a variety of compact models, most commonly the
Honda Civic,
CRX,
Logo,
Stream, and first-generation
Integra. Engine displacement ranges between 1.2 and 1.7 liters. The D Series engine is either
SOHC or
DOHC, and might include
VTEC variable valve lift. Power ranges from 66 PS (49 kW) in the
Logo to 130 PS (96 kW) in the Civic Si. D-series production commenced in 1984 and ended in 2005. D-series engine technology culminated with production of the D15B
3-stage VTEC (D15Z7) which was available in markets outside of the United States. Earlier versions of this engine also used a single port fuel injection system Honda called PGM-CARB, signifying the carburetor was computer controlled.
Valvetrain : SOHC, four valves per cylinder, non VTEC
Red line : 6,800 rpm
Fuel cut: 7,200 rpm
Fuel Control : OBD2-a, DPFI (SFi – Simplified Fuel injection), 1+4 2+3 injectors thrown together
Transmission : S40 (or S4PA for 4AT)
Deck Height : 207 mm
The D14A3 and D14A4 engines are identical, the difference is the addition of a small gasket under the throttle body in the D14A3 which restricts the air intake of the engine, lowering the power output. This was done in some European countries to suit local insurance categories.
D14A5
Found in:
1995 - 1997 Honda Civic MA8 (European Market)
Displacement : 1,396 cc (85.2 cu in)
Bore and Stroke : 75.0 mm × 79.0 mm (2.95 in × 3.11 in)
Compression: 9.2:1
ECU code: P1J
Power : 75 PS (55 kW; 74 hp) at 6,100 rpm
Valvetrain : SOHC (4 valves per cylinder)
Fuel Control : OBD-1, MPFIMulti-point fuel Injection, PGM-FI
Redline : 6,800 rpm
Fuel cutout : 7,250 rpm
The D14A2 and D14A5 engines are identical, the difference is the addition of a small gasket under the throttle body in D14A5 which restricts the air intake of the engine, lowering the power output. This was done in some European countries to suit local insurance categories.
D14A7
Found in:
1997–2000 Honda Civic 1.4i MB2/MB8 (UK Market)
Displacement: 1,396 cc (85.2 cu in)
Compression: 9.0:1
Power: 75 PS (55 kW; 74 hp) at 6,000 rpm
Torque: 112 N⋅m (83 lb⋅ft) at 3,000 rpm
Valvetrain: SOHC (4 valves per cylinder), non VTEC
D14A8
Found in:
1997–2000 Honda Civic 1.4iS MB2/MB8. UK and (at least) Germany.
Valvetrain : SOHC (4 valves per cylinder), non VTEC
The D14A7 and D14A8 engines are identical, the difference is only one small gasket under the throttle body in D14A7 which restricts the air intake of the engine, this happen in some European countries.
They are also almost identical to the D14A3 and D14A4 engines. Differences are only in the compression ratio and some different mounted components.
D14Z1
Found in:
1999–2000 Honda Civic EJ9 (1.4i, Europe)
Compression: 9.7:1
Power: 75 PS (55 kW; 74 hp)
Valvetrain: SOHC, 4 valves per cylinder, non VTEC
Bore and Stroke: 75.0 mm × 79.0 mm (2.95 in × 3.11 in)
Piston Code: phxg
Rod Length: 138 mm
Rod/Stroke: 1.747
Redline: 6800 rpm
Fuel cut: 7200 rpm
D14Z2
Found in:
1999–2000 Honda Civic EJ9 (1.4iS, Europe)
Displacement: 1,396 cc (85.2 cu in)
Compression: 9.7:1
Power: 90 PS (66 kW; 89 hp) at 6,300 rpm
Valvetrain: SOHC, 4 valves per cylinder, non VTEC
Bore and Stroke: 75.0 mm × 79.0 mm (2.95 in × 3.11 in)
Piston Code: phxg
Redline: 6,800 rpm
Fuel cut: 7,200 rpm
The D14Z1 and D14Z2 engines are identical, the difference is only one small gasket under the throttle body in D14Z1 which restricts the air intake of the engine, this happen in some European countries.
Valvetrain : SOHC, four valves per cylinder, non VTEC
Redline: 6800 rpm
Fuel cut : 7200 rpm
The D14Z3 and D14Z4 engines are identical, the difference is only one small gasket under the throttle body in D14Z3 which restricts the air intake of the engine, this happen in some European countries.
D14Z5
Found in:
2001–2005 Honda Civic 1.4iS, LS (European market: ES4 nfl)
(Largely identical to the D16Y5. The main differences are pistons, rods, camshaft, head gasket, intake manifold, and exhaust manifolds which are PDN rather than P2M)
A few D-series variants are labelled (
Japanese: Honda ZC engine) (usually JDM), but they are not truly a different series. They are similar to the D16Y4, D16A8, D16Z6, D16A1, D16A3, D16A6, D16A9 and D16Z5 engines.
There are both SOHC and DOHC ZC engines. The non-VTEC SOHC ZC is similar to the D16A6 ('91–'96) and D16Y4 ('96–2000) engine, but with more aggressive cam timing. The SOHC VTEC ZC is similar to the D16Z6 ('91–'96). The DOHC ZC is similar to the D16A1, D16A3, D16A8, D16A9 and D16Z5 engines.
Single Carburetor : 100 PS (73.5 kW) at 6800 rpm; Torque : 92 lb·ft (12.8 kg/m, 126 Nm) at 5500 rpm
1984–1987 Power : 115 PS (85 kW) at 6250 rpm; Torque : 99 lb·ft (13.7 kg/m, 134 Nm) at 5500 rpm
1988–1989 Power : 120 PS (88 kW) at 6500 rpm; Torque : 103 lb·ft (14.0 kg/m, 137 Nm) at 5500 rpm
1988–1991 Power : 130 PS (96 kW) at 6800 rpm; Torque : 106 lb·ft (14.7 kg/m, 144 Nm) at 5700 rpm
Valvetrain : DOHC
Piston Code 1986-'87 : PG6
Piston Code 1988-'89 : PM7
Fuel Control : OBD-0 MPFI
Euro Mk1 ('85-'87) 1.6 CRX's are fitted with an engine designated "ZC1" which is a higher spec 125 PS (92 kW) version of the D16A1. These were later replaced by the D16A8 or B16A, depending on the specs.
1st Gen ZC
Identified by: External coil, small distributor, dual butterfly TB, cam cover bolts on top, brown/gold cam cover. Large cam pulleys. +3cc PG6B pistons, non-pent roof combustion chamber. As a ZC it appeared in JDM AV Integra Si and JDM E-AT Civic/CR-X Si. Commonly produced at the time but now over twenty years old and getting harder to find. D-series version is called D16A1, 1986–1987.
2nd Gen ZC (rarest)
Identified by: Internal coil, large distributor, single butterfly TB mounted on slight angle forward, bolts on top of cam cover, black cam cover, large cam pulleys. +7cc PM7 pistons, 43 cc Pent roof combustion chamber. As a ZC appeared in JDM facelift AV bodied Integra Si did not appear in Civic or CR-X, rarest ZC only produced for less than one year. D-series version D16A1 '88-'89 (sometimes +7cc P29 pistons)
3rd Gen ZC
Identified by: Internal coil, large distributor, single butterfly TB. Black cam cover. Cam cover bolts on the sides. Small cam pulleys. Inlet Manifold stamped PM7. +7cc PM7 pistons, 43 cc Pent roof combustion chamber. As a "ZC" this appeared in the JDM EF3 Civic and EF7 CR-X, and also in the JDM Honda Quint Integra GSi (DA1 chassis). This is the most commonly produced ZC, manufactured in Japan from end of '87 through to early '91 D-series version D16A8/9 (Euro Civic Si) (sometimes +7cc P29 pistons)
4th Gen ZC
Identified by: Internal coil. OBD1 EFi system (grey plug). No cam angle sensor on exhaust cam, now located in distributor. Rubber plug where cam angle sensor would mount. Black cam cover. No PGM-EFi plate on the inlet manifold, replaced with three ribs instead. P29 stamped on inlet manifold. MAP sensor on TB. +7cc PM7 pistons, pent roof combustion chamber. As a ZC only appeared in EG5 Civic bodies, no Integra or CRX received this engine. Reasonably common produced from '92 to '94. (20th Anniversary edition & Japanese car of the year) D-series version D16A8/9 (Euro & Australia Civic Si) (sometimes +7cc P29 pistons)
Hond
D17 series engines (1.7 liter)
D17A
Found in:
2001–2005 Honda Civic (Japan)
Displacement : 1,668 cc (101.8 cu in)
Bore and Stroke: 75 × 94.4 mm (3.0 × 3.72 in)
Compression : 10.5:1
Power : (lean burn) 120 hp (85.8 kW, 120 ps) at 4900 rpm; 140 hp (96.9 kW, 140 PS) at 6750 rpm
Torque: 114 lb⋅ft (155 N⋅m) at 4,800 rpm[25] Japan: 154 N⋅m (114 lb⋅ft) at 4,800 rpm[24]
RPM redline: 6,800 rpm
Rev-limiter: 7,000 rpm
Valvetrain: SOHC, four valves per cylinder
Fuel Control: OBD-2 MPFI
References
Büschi, Hans-Ulrich, ed. (6 March 1997). Automobil Revue 1997 (in German and French). Vol. 92. Berne, Switzerland: Hallwag AG.
ISBN3-444-10479-0.
^
abBüschi, Hans-Ulrich, ed. (10 March 1994). Automobil Revue 1994 (in German and French). Vol. 89. Berne, Switzerland: Hallwag AG. p. 296.
ISBN3-444-00584-9.
^
abcdefÅhman, Michael, ed. (1999). Bilkatalogen 2000 (Swedish edition of German Auto Katalog) (in Swedish). Solna, Sweden: Auto Motor & Sport Sverige AB. pp. 202–203.
^Nötzli, Max, ed. (7 March 2002). Automobil Revue 2002 (in German and French). Vol. 97. Berne, Switzerland: Büchler Grafino AG. p. 302.
ISBN3-905386-02-X.