Honda D engine


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 timing. Power ranges from in the Logo to in the Civic Si. D-series production commenced 1984 and ended 2005. D-series engine technology culminated with production of the D15B 3-stage VTEC 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.

D12 series engines (1.2 liter)

D12A

D13B1

at 6,300 rpm
at 4800 rpm

D14A1

in the Concerto
The D14A3 and D14A4 engines are identical, the difference is only one small gasket under the throttle body in D14A3 which restricts the air intake of the engine, this happen in some European countries.

D14A5

The D14A2 and D14A5 engines are identical, the difference is only one small gasket under the throttle body in D14A5 which restricts the air intake of the engine, this happen in some European countries.

D14A7

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

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.

D14Z3

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

D15A1

Needs more info

D15A5

Needs more info

D15B

at 6,000 rpm
colour wiring for heat sensor

D15B7

or non-VTEC
Also known as D16Z2.
Differences to the D16B7 are unknown
The camshaft is the same as D16A6

D16Y4

1.6 litre 16-Valve, SOHC VTEC
Also available in New Zealand under the code D16Y6
equal to D16Y4
non VTEC
VTEC
VTEC
VTEC
A few D-series variants are labelled , 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 and D16Y4 engine, but with more aggressive cam timing. The SOHC VTEC ZC is similar to the D16Z6. The DOHC ZC is similar to the D16A1, D16A3, D16A8, D16A9 and D16Z5 engines.

SOHC ZC VTEC

VTEC
Non-VTEC
Euro Mk1 1.6 CRX's are fitted with an engine designated "ZC1" which is a higher spec 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
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
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. This is the most commonly produced ZC, manufactured in Japan from end of '87 through to early '91 D-series version D16A8/9
4th Gen ZC
Identified by: Internal coil. OBD1 EFi system. 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. D-series version D16A8/9
Hond

D17 series engines (1.7 liter)

D17A

Japan: at 6,300 rpm
Japan: at 4,800 rpm
Japan: at 4,800 rpm
Japan: at 4,800 rpm