Honda engines


Honda N engine - Wikipedia

The N series is Honda's first diesel engine. It is a four-cylinder common-rail diesel engine for medium-sized Honda vehicles. It features the ubiquitous Common-Rail Direct Injection configuration which Honda brands as their i-CTDi (Intelligent Commonrail Turbocharged Direct injection). The most notable feature is the aluminium block, which uses proprietary technology to the manufacturing process of the cylinder block, and provides both light weight and high rigidity. The valvetrain is a DOHC style with chain-driven camshafts. The Fuel System is a high-pressure (1600bar) Common rail direct injection type with a variable geometry turbocharger with intercooler.

The i-DTEC engine uses a 2-Stage turbocharger from Wastegate Type & Variable Geometry Turbocharger (VGT) leftright. It enables strong power from about 1,500 rpm. With DIESEL PARTICULATE FILTER (DPF), IDLE STOP SYSTEM, EXHAUST GAS RECIRCULATION SYSTEM (EGR) & Small Size Intercooler.

Specifications

  • Bore & Stroke: 76.0 mm x 88.0 mm
  • Cylinder Layout: inline 4
  • Displacement: 1,598 cc
  • Valve Configuration: 16-valve DOHC
  • Type: i-DTEC
  • Compression ratio: 16.0:1
  • Max boost: 13.5 PSI (0.93 BAR)
  • Max power: 118 hp @ 4000 rpm
  • Max torque: 300 Nm @ 2000 rpm
  • Redline: 6000 rpm

The i-DTEC engine

The i-CTDi engine uses a variable-nozzle turbocharger from Honeywell. It enables strong power from about 1,500 rpm.[1]

Specifications

  • Bore & Stroke: 85.0 mm x 97.1 mm
  • Cylinder Layout: inline 4
  • Displacement: 2204 cc
  • Valve Configuration: 16-valve DOHC
  • Type: i-CTDi
  • Compression ratio: 16.7:1
  • Max boost: 13.5 PSI (0.93 BAR)
  • Max power: 142 PS (104 kW; 140 hp) @ 4000 rpm
  • Max torque: 340 Nm @ 2000 rpm
  • Redline: 4500 rpm
  • Accord (CN1)
  • Accord Tourer (CN2)
  • FR-V: (Edix in Japan) (BE5)
  • CR-V (ED9/RE6)
  • Civic (FK3 / FN3)

Whilst the N22A has the intake ports on the front of the engine, the N22B has the new standard front intake/rear exhaust port configuration. The stroke has been slightly reduced to qualify for sub-2200 cc engine displacement, for tax and registration purposes in some jurisdictions. The N22A has exhaust on the rear of the engine.

Specifications

  • Bore & Stroke: 85.0 mm x 96.9 mm
  • Cylinder Layout: inline 4
  • Displacement: 2199 cc
  • Valve Configuration: 16-valve DOHC
  • Type: i-DTEC
  • Compression ratio: 16.3:1
  • Max power: 150 PS (110 kW; 148 hp) @ 4000 rpm
  • Max torque: 350 Nm @ 2000 rpm

Meets Euro5 emissions standards.

High output; specifications based on Accord

Specifications

  • Bore & Stroke: 85.0 mm x 96.9 mm
  • Cylinder Layout: inline 6
  • Displacement: 2199 cc
  • Valve Configuration: 16-valve DOHC
  • Type: i-DTEC
  • Compression ratio: 16.3:1
  • Max power: 180 PS (132 kW; 178 hp) @ 4000 rpm
  • Max torque: 380 Nm @ 2000 rpm
  • Transmission: 6MT
  • 0-100: 8.7 sec
  • Top speed: 220 km/h

"The 110kW i-DTEC diesel engine is available with the five-speed automatic transmission only, while a six-speed manual gearbox is the sole choice in conjunction with the 132 kW high-output version. The new, uprated 2.2 i-DTEC turbodiesel engine's impressive maximum power output is 132 kW at 4 000 r/min, together with 380 Nm of torque, already on tap at 2 000 r/min.Linked to its six-speed manual gearbox, the Accord accelerates from rest to 100 km/h in 8,7 sec, and manages a top speed of 220 km/h. Combined cycle fuel consumption is a frugal 5,8 litres/100 km, with an associated CO2 emissions figure of 151 g/km.

In 110kW form, the 2.2 i-DTEC, offered in automatic guise only, achieves the 0-100 km/h dash in 10,3 sec, while top speed comes to 207 km/h. The combined cycle consumption comes to 6,5 litres/100 km, while the CO2 emissions figure is 170 g/km." [2]

See also[edit]

References[edit]

External links[edit]

en.wikipedia.org

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Honda E engine - Wikipedia

For the Honda E series 3-cylinder engine used in Japanese kei cars, see Honda E07A engine.

The E-series was a line of inline 4-cylinder automobile engines from Honda. These engines were used in the popular Honda Civic, Accord, and Prelude cars in the 1970s and 1980s. One notable technology was CVCC, introduced with this family, which allowed the company to meet strict emissions standards without using a catalytic converter.

The CVCC ED1 was on the Ward's 10 Best Engines of the 20th century list.

Also see the Japanese Wikipedia entry

The EA-series is a water-cooled 356 cc inline two-cylinder engine replacing the N360's air-cooled 354 cc engine. An SOHC design with a timing belt (replacing the chain used in the N360 engine), the EA was first seen in the 1971 Honda Life. This engine was derived from the air-cooled engine in the Honda CB450 and was adapted for water-cooled application. The displacement was reduced to be in compliance with Japanese kei car legislation that stipulated maximum engine displacement. Bore and stroke were 67.0 x 50.6 mm. A version producing 30 PS (22 kW) at 8,000 rpm was installed in the Honda Life, while the Honda Z and the Honda Life Touring (introduced in May 1972) received a twin-carb model with 36 PS (26 kW) at a heady 9,000 rpm.[1]

The EB series

    • Displaced 1,169 cc
    • Bore & Stroke (70 mm x 76 mm)
    • compression ratio: 8.6
    • Valve Train: SOHC 8-valve
    • design with a 2 barrel carburetor or 1 carburator.
    • Power: 69 ps 5,500 rpm
    • Torque: 10.2 kg/m at 4,000 rpm
    • Max Speed: 155 km estimated
    • The EB2 and EB3 displaced 1,238 cc
    • differenced the diameter of valves in the head
    • Displaced 1,238 L
    • Bore & Stroke (72 mm x 76 mm).
    • Valve Train: SOHC 8-valve
    • design with a 2 barrel carburetor or 1 carburato
    • Power: 63 bhp (47 kW) at 5,000 rpm and
    • Torque: 77 lb·ft (104 N·m) at 3,000 rpm

.

    • Displaced 1,488 cc
    • Bore & Stroke (74 mm x 86.5 mm)
    • compression ratio: 8.1
    • Valve Train: SOHC 8-valve
    • design with a 2 barrel carburetor.
    • Fel control: electric fuel pump
    • Power: 65 ps 5,500 rpm
    • Torque: 105 kg/m at 3,000 rpm
    • Oil Capacity: 3.5 liters

The ED series introduced the CVCC technology. This group displaced 1,487 cc (1.487 L; 90.7 cu in) and used an SOHC 12-valve design. Output with a 3 barrel carburetor was 52 hp (39 kW) @ 5000 rpm and 68 lb·ft (92 N·m) @ 3000 rpm.

  • Displaced 1,599 cc
  • Bore & Stroke (74 mm x 93 mm)
  • compression ratio: 8.0
  • Valve Train: SOHC 12-valve CVCC
  • design with a 2 barrel carburetor.
  • Fel control: electric fuel pump
  • Power: 82 ps 5,300 rpm
  • Torque: 12.35 kg/m at 3,000 rpm
  • Cast iron block & aluminum cylinder head
  • Six port cylinder head (four intake ports and two exhaust ports)
  • Valve order (IEEIIEEI)
  • Three barrel Keihin carburettor (1976 & 1977 had manual choke, 1978 and up cars received an automatic choke)
  • Point type ignition

USAGE: 1976-1978 Honda Accord CVCC, US market automobiles.[2]

The EG displaced 1,598 cc (1.598 L; 97.5 cu in) and was an SOHC 8-valve engine with a 2 barrel carburetor. Output was 68 hp (51 kW) @ 5000 rpm and 85 lb·ft (115 N·m) @ 3000 rpm.

EG

1976-1978 Honda Accord Non USDM

The water-cooled SOHC two-cylinder EH was first seen installed in the first generation Honda Acty truck introduced in July 1977, and later in the 1985 Honda Today. It was based on one bank of cylinders from the horizontally opposed four used on the Honda Gold Wing GL1000 motorcycle, with which it shared the 72.0 mm bore. The horsepower rating of the 545 cc (72.0 x 67.0 mm) engine was 28 PS at 5,500 rpm, and 4.2 kg-m at 4,000 rpm. When installed in the Today, max power was raised to 31 PS (23 kW) at the same revs, and torque at 4.4 kg-m, with a compression ratio of 9.5.[3]

Applications:

    • Displaced 1,335 cc
    • Bore & Stroke (72 mm x 82 mm)
    • compression ratio: 7.9
    • Valve Train: SOHC 12-valve auxiliar valve CVCC
    • design with a 2 barrel carburetor or 1 carburator.
    • Fel control: electric fuel pump
    • Power: 68 ps 5,500 rpm
    • Torque: 10 kg/m at 3,500 rpm
    • Max Speed: 155 km estimated
    • Oil Capacity: 3 liters
  • EJ1
    • 1980-1983 Honda Civic CVCC

The EK[4] was an SOHC 12-valve (CVCC) engine, displacing 1.8 L (1,751 cc). Output varied (see below) as the engine itself was refined. This was the last CVCC configuration engine manufactured by Honda.

1751 cc EK1 Engine in a 1983 Honda Accord
    • Displaced 1,750 cc
    • Bore & Stroke (77 mm x 94 mm)
    • compression ratio: 8.8
    • design with a 2 barrel carburetor.
    • Fuel control: electric fuel pump
    • Power: 97 ps 5,500 rpm
    • Torque: 14.3 kg/m at 3,000 rpm
    • Cast iron block & aluminum cylinder head
    • Three barrel Keihin carburetor (all were automatic choke)
    • Electronic ignition (Nippondenso or Tek Electronics)
    • Oil cooler (or provision for this in the block)
  • Cylinder head iterations:
    • Six port cylinder head (4 intake port / 2 exhaust ports) & IEEIIEEI valve order for 1979 & 1980 49 state
    • Eight Port cylinder head (4 intake port / 4 exhaust ports) & IEEIIEEI valve order for 1980 (California only) and 1981 (50 states)
    • Eight Port cylinder head (4 intake port / 4 exhaust ports) & EIEIIEIE valve order from 1982 to end of CVCC production (1985)
  • Power: 6-port output was 72 hp (54 kW) at 4,500 rpm and 94 lb·ft (127 N·m) at 3,000 rpm, while the original 8-port head raised this to 75 hp (56 kW) at 4,500 rpm and 96 lb·ft (130 N·m) at 3,000 rpm. The revised 4-port (82 & later) had another slight horsepower increase.

USAGE:1979-1983 Honda Accord CVCC (US market)1979-1982 Honda Prelude CVCC (US market)1981-1985 Honda Vigor (JDM)[2]

EK9 is not related to the EK engine - EK9 is simply the chassis code for 1996-2000 Honda Civic Hatchbacks.

The EL displaced 1,602 cc (1.602 L; 97.8 cu in) and was an SOHC eight-valve engine with a two-barrel carburetor. Output in North American configuration is 78 hp (55 kW) at 5,000 rpm and 97 lb·ft (125 N·m) at 3,000 rpm.

    • Displaced 1,599 cc
    • Bore & Stroke (74 mm x 93 mm)
    • compression ratio: 8.0
    • Valve Train: SOHC 8-valve
    • design with a 2 barrel carburetor.
    • Fel control: electric fuel pump
    • Power: 80 ps 5,300 rpm
    • Torque: 12.3 kg/m at 3,000 rpm
    • Oil Capacity: 3.5 liters
    • Displaced 1,488 cc
    • Bore & Stroke (74 mm x 86.5 mm)
    • compression ratio: 8.8
    • Valve Train: SOHC 12-valve auxiliar valve CVCC
    • design with a 2 barrel carburetor or 3 barrel carburator.
    • Fel control: electric fuel pump
    • Power: 80 ps 5,500 rpm
    • Torque: 12.5 kg/m at 3,500 rpm
    • Oil Capacity: 3 liters

The EN displaced 1,335 cc (1.335 L; 81.5 cu in). It had a single overhead cam and eight-valve head, and was fitted to Civics in all markets aside from North America. In Europe it also found a home in the Honda Ballade-based Triumph Acclaim. Both block and head are from aluminium.

    • Displaced 1,601 cc
    • Bore & Stroke (77 mm x 86 mm)
    • compression ratio: 8.8
    • Valve Train: SOHC 8-valve
    • design with a 2 barrel carburetor.
    • Fel control: electric fuel pump
    • Power: 95 ps 5,300 rpm
    • Torque: 13.5 kg/m at 3,000 rpm
    • Oil Capacity: 3.5 liters
  • EP

The long-stroke ER four-cylinder engine,

  • sold as a 12-valve CVCC-II in Japan and as a simple eight-valve unit in Europe and Asia,
  • was only used in the AA/VF/FA series City/Jazz from 1981 until 1986.[5][6]
  • It was available as a normally aspirated carburated version or with Honda's own PGM-FI fuel injection as one of a very few turbocharged engines built by Honda.
  • The Japanese market CVCC engine was also known as COMBAX, an acronym of COMpact Blazing-combustion AXiom. The E-series were tuned for economy, with higher gearing and later on with computer-controlled variable lean burn.
  • As of March 1985, the naturally aspirated ER engines gained composite conrods (a world first in a production car), lighter and stronger these helped further reduce fuel consumption.

The lower powered engines in the commercial "Pro" series had a lower compression, a mechanically timed ignition rather than the breakerless setup found in the passenger cars, and a manual choke. The ER had five crankshaft bearings and the overhead camshaft was driven by a cogged belt.

power torque fuel feed compression notes
Engine type Inline four, SOHC CVCC-II 12-valve[7][8]
Displacement 1,231 cc (75.1 cu in)
Bore x stroke 66.0 mm x 90.0 mm
Fuel type Leaded (export) or unleaded (domestic)
33 kW (45 PS) DIN at 4500 rpm 82 N·m (60 ft·lb) at 2500 rpm 1 bbl carburetor 10,2:1 (normal) European market
41 kW (56 PS) DIN at 5000 rpm 93 N·m (69 ft·lb) at 3500 rpm 2 bbl carburetor, manual choke 10,2:1 (super) European market (ER1 & ER4 engine)
61 PS (45 kW) JIS at 5000 rpm 9.8 kg·m (96 N·m; 71 lb·ft) at 3000 rpm 2 bbl carburetor 9,0:1 (unleaded) Pro T, Pro F
63 PS (46 kW) JIS at 5000 rpm 10.0 kg·m (98 N·m; 72 lb·ft) at 3000 rpm 2 bbl carburetor 10,0:1 (unleaded) E-series, U, R (AT), Cabriolet (AT)
67 PS (49 kW) JIS at 5000 rpm 10.0 kg·m (98 N·m; 72 lb·ft) at 3500 rpm 2 bbl carburetor 10,0:1 (unleaded) R and Cabriolet with MT
100 PS (74 kW) JIS at 5500 rpm 15.0 kg·m (147 N·m; 108 lb·ft) at 3000 rpm FI, turbo 7,5:1 (unleaded) City Turbo
110 PS (81 kW) JIS at 5500 rpm 16.3 kg·m (160 N·m; 118 lb·ft) at 3000 rpm FI, turbo + intercooler 7,6:1 (unleaded)[9] Turbo II "Bulldog"

Carburetor versions used either a single or 2bbl downdraft Keihin. The turbocharger in the Turbo and Turbo II was developed together with IHI, the Turbo II being equipped with an intercooler and a computer-controlled wastegate.[5]

ER1-4 Honda City

The ES displaced 1,829 cc (1.829 L; 111.6 cu in). All ES engines were SOHC 12-valve engines. The ES1 used dual sidedraft carburetors to produce 100 hp (75 kW) @ 5500 rpm and 104 lb·ft (141 N·m) @ 4000 rpm. The ES2 replaced this with a standard 3 barrel carburetor for 86 hp (64 kW) @ 5800 rpm and 99 lb·ft (134 N·m) @ 3500 rpm. Finally, the ES3 used PGM-FI for 101 hp (75 kW) @ 5800 rpm and 108 lb·ft (146 N·m) @ 2500 rpm.

The ET displaced 1,829 cc (1.829 L; 111.6 cu in) and was an SOHC 12-valve engine. ET1 had a single, downdraft carb with 4-1 exhaust manifold. The ET2 with dual sidedraft carburetors and 4-2-1 exhaust manifold produced 100 PS (74 kW) at 5,500 rpm and 104 lb·ft (141 N·m) at 4,000 rpm. JDM versions included a triple-barrel carburetted version for the Accord (110 PS or 81 kW at 5,800 rpm) and one with Honda PGM-FI which produced 130 PS (96 kW) at 5,800 rpm.[10]

The EV displaced 1,342 cc (1.342 L; 81.9 cu in) and was an SOHC 12-valve design. 3 barrel carburetors produced 60 hp (45 kW) at 5,500 rpm and 73 lb·ft (99 N·m) at 3,500 rpm for the US market. The JDM version, featuring 12 valves and auxiliary CVCC valves, produced 80 PS (59 kW) at 6,000 rpm and 11.3 kg·m (111 N·m) at 3,500 rpm. It was available in all bodystyles of the third generation Honda Civic.[11]

The final E-family engine was the EW, presented along with the all new third generation Honda Civic in September 1983. Displacing 1,488 cc (1.5 L; 90.8 cu in), the EWs were SOHC 12-valve engines. Early 3 barrel EW1s produced from 58 to 76 hp (43 to 57 kW) and 108 to 114 N·m (79.7 to 84.1 lb·ft). The fuel injected EW3 and EW4 produced 91 hp (68 kW) at 5,500 rpm and 126 N·m (92.9 lb·ft) at 4,500 rpm. The "EW" name was replaced by the Honda D15 series, with the EW (1, 2, 3, 4, and 5) renamed to D15A (1, 2, 3, 4, and 5) in 1987. It also received a new engine stamp placement on the front of the engine like the "modern D series" (1988+).

  • EW1
  • EW2
    • 1983-1987 Honda Civic non-CVCC (CDM)
  • EW3
    • 1985- Honda Civic/CRX Si non-CVCC
  • EW4
    • 1985-1986 Honda CRX Si non-CVCC
    • 1986 Honda Civic Si non-CVCC
  • EW5
    • similar to the EW1, Fuel injected CVCC 12Valve 4 Aux valves. A third throttle plate in the throttle body supplied intake air to a 5th injector which powered the CVCC ports, The rated power is different between the Civic and the CR-X: the Civic makes 100 PS (74 kW) at 5800 rpm and 13.2 kg·m (95.5 lb·ft) torque at 4000 rpm, the CR-X made 110 PS (108 hp) at 5800 rpm and 13.8 kg·m (99.8 lb·ft) torque at 4500 rpm. Differences in power are largely down to a more efficient exhaust system on the CR-X it used a factory cast iron 4-2-1 extractor went through a catalytic converter further down the exhaust system and had twin exit tail pipes. The Civic had a short 4-1 design into a catalytic converter and single pipe exit. There was a revised intake manifold for vehicles produced in 1986 and 1987. The EW5 was only available in Japan. It came in the following models: CR-X 1.5i, Civic 25i Hatchback, Ballade CRi Sedan.

The ZA1 and ZA2 are anomalously named, but closely related to the 1.3 liter EV. With a shorter stroke but the same bore (74 x 69 mm), this 1,187 cc (72.4 cu in) shared most of the EV's characteristics. It was only sold in the third generation Civic in European and various smaller markets where the taxation structure suited this version.

  • 1984-1987 Honda Civic hatchback (AL)
  • 1984-1987 Honda Civic saloon (AM)

See also[edit]

References[edit]

  1. ^ 360cc: Nippon 軽自動車 Memorial 1950→1975 [Nippon Kei Car Memorial 1950-1975] (in Japanese). Tokyo: Yaesu Publishing. 2007. pp. 128–129. ISBN 978-4-86144-083-0. 
  2. ^ a b How to Rebuild Your Honda Car Engine by Tom Wilson, copyright 1985, HP Books, ISBN 0-89586-256-5
  3. ^ Car Graphic: Car Archives Vol. 11, '80s Japanese Cars (in Japanese). Tokyo: Nigensha. 2007. p. 144. ISBN 978-4-544-91018-6. 
  4. ^ http://www.honda.co.jp/auto-archive/prelude/1982/xe_sy.html
  5. ^ a b World Cars 1985. Pelham, NY: The Automobile Club of Italy/Herald Books. 1985. pp. 345–346. ISBN 0-910714-17-7. 
  6. ^ Koichi Inouye (1985). World Class Cars Volume 2: Honda, from S600 to City. Tokyo: Hoikusha. pp. 120–125. ISBN 4-586-53302-1. 
  7. ^ "Honda: Auto Lineup Archive". Honda Motor Co., Ltd. Archived from the original on 2010-07-08. [permanent dead link]
  8. ^ Auto Katalog 1985. Stuttgart: Vereinigte Motor-Verlage GmbH & Co. KG. 1984. pp. 236–237. 
  9. ^ According to "Honda City Turbo II" page in the Honda Auto Archive and Auto Katalog 1985, p 232. World Class Cars #2: Honda (p 121) lists compression as 7,4:1.
  10. ^ World Cars 1985, pp. 349–350
  11. ^ World Cars 1985, pp. 346–348

en.wikipedia.org

Honda C engine - Wikipedia

Honda's first production V6 was the C series; it was produced in displacements from 2.0 to 3.5 liters. The C engine was produced in various forms for over 20 years (1985–2005), having first been used in its then new Legend model, and its British sister car the Rover 800-series (and Sterling).

All C engines share in common a 90-degree V from bank to bank. Beyond this fact there is little to no similarity between the three drive train layouts. The engine family can be broken down into three sub families:

  • C20A, C20AT, C25A and C27A (transversely mounted)
  • C30A and C32B (transversely mounted rear)
  • C32A, C35A, and C35B (one-off) (longitudinally mounted)

As a general rule, interchange of parts will not work between these sub groups.

SOHC 2.0 L (1,996 cc)

  • 145 PS (107 kW; 143 hp) @ 6,500 rpm
  • 17.0 kg·m (167 N·m; 123 lb·ft) @ 5,500 rpm

Japan only:

The variable length intake manifold used six individual small-bore intake runners below 3,500 rpm for each cylinder and added an additional six individual larger bore intake runners at higher RPMs.

The C20AT was a turbocharged version, called the "Wing Turbo", producing 190 bhp (141.7 kW; 192.6 PS).

Japan only:

Honda replaced the variable length intake manifold with a variable geometry turbocharger to the C20A engine used in the Japanese Domestic Market Legend. The turbo with intercooler-equipped engine was the C20AT engine and are extremely rare. Honda pioneered variable-geometry turbo chargers. The "Wing Turbo", as Honda called them, were controlled by an 8-bit processor ECU and they were constantly adjusting. Basically, at low speeds the wings surrounding the turbine wheel inside the compressor housing on the intake side would be nearly closed to speed and direct exhaust pressure precisely on the turbine wheel. At 2000 rpm, the wings would fluctuate and it would act like a much larger turbo to increase fuel economy as needed. This car was quick and powerful, but the price premium over the slightly longer and wider Legend with the 2.7 L naturally aspirated V6 was too much for most, so the car disappeared. This was one of the only production Hondas ever turbocharged from the factory (excluding turbo engines of kei car for the Japan domestic market), along with the K23A1 straight-4 engine used in the Acura RDX and the ER straight-4 engine used in the first generation Honda City.

SOHC 24 valves, 9.0:1 compression

Japan

  • 165 PS (121 kW; 163 hp) @ 6,000 rpm
  • 21.5 kg·m (211 N·m; 156 lb·ft) @ 4,500 rpm

North America:

  • 1986-1987 Honda Legend Sedan, 1986-1988 Rover 825 Sedan,
    • 151 bhp (113 kW; 153 PS) @ 5,800 rpm
    • 21.7 kg·m (213 N·m; 157 lb·ft) @ 4,500 rpm
    • UK and Europe (sold in US as Sterling 825i)

The engine utilized a 90 degree V-angle to the crankshaft in preference to the taller but more common 60 degree design, with a compression ratio of 9.0:1. The crankshaft had crankpins offset 30 degrees to provide a low profile engine that fires smoothly and evenly. The block and cross flow pent roof cylinder heads with 24 valves are die-cast from aluminum alloy and the cylinder bores are lined with cast iron. The exhaust system uses equal length exhaust pipes connected to the Exhaust manifold to minimize scavenging resistance and maximum total exhaust efficiency. An external high capacity water cooled oil cooler and filter maintain an efficient oil temperature.

The SOHC C27A is a 2.7 L version, with the major upgrade being the addition of an variable length intake manifold, producing 170 bhp (126.8 kW; 172.4 PS).

Applications; non-North America:

Applications; North America:

  • SOHC non-VTEC
    • 1987-1990 Acura Legend Coupe, 161 bhp (120.1 kW; 163.2 PS)
    • 1988-1990 Acura Legend, 161 bhp (120.1 kW; 163.2 PS)
    • 1995-1997 Honda Accord, 170 bhp (126.8 kW; 172.4 PS) For this particular vehicle the engine was updated with a more efficient intake manifold.
    • 1989-1991 Rover 827/Sterling/Vitesse, 177 bhp (132.0 kW; 179.5 PS) (non catalyst)UK and Europe (sold in US as STERLING Brand)
    • 1990-1991 Rover 827/Sterling/Vitesse, 168 bhp (125.3 kW; 170.3 PS) (catalyst) UK and Europe (sold in US as STERLING Brand until 1991)
    • 1991-1995 Rover 827/Sterling/Coupe, 168 bhp (125.3 kW; 170.3 PS) UK and Europe

The DOHC VTEC C30A is a 3.0 L version, producing 270 bhp (201.3 kW; 273.7 PS) and 210 lb·ft (285 N·m) of torque. The engine was the second Honda Engine ever to utilize Honda's proprietary VTEC variable-valve timing system in an automotive application, which adjusts cam lift and duration depending on engine RPM and throttle position. VTEC allows the C30A to produce a high maximum power level while maintaining a relatively flat torque curve. C30A was also equipped with Variable Volume Induction System (VVIS). VVIS used a primary and a secondary intake plenum. Secondary intake plenum engages at 4800 RPM to improve engines breathing ability and broadens torque curve.[1]

The C30A also made use of titanium connecting rods, which was another first in a mass-production vehicle. The lightweight rods allowed a higher RPM to be achieved while maintaining the strength of traditional steel rods. The C30A block is an open-deck design made from an aluminum alloy with cylinders sleeved in ductile iron. The heads are four valve (twenty-four valves per engine total), dual-overhead cam (DOHC) design and contain the VTEC mechanism, which is actuated by oil pressure. For maximum performance, the C30A uses a direct ignition system, with individual coils positioned directly over each cylinder spark plug.

Due to its DOHC layout and its lightweight rotating assembly, the C30A is capable of reliable high RPM operation. Factory redline is 8000 rpm and balanced/blueprinted versions of the engine can easily reach 9000 rpm with little to no reliability issues.

Due to its complexity, cost and use of exotic materials, the C30A was used exclusively on Honda's NSX car. For NSX's equipped with a 4-speed automatic transmission, Honda used a slightly less powerful version of the C30A, which utilized less aggressive cam timing and produced 252 bhp (188 kW; 255 PS).

An advanced version of this engine exists (though not in a production form) that campaigned briefly in the 2004 JGTC racing series (see Super GT) by the factory-supported Team Honda Racing group in highly modified GT-spec NSXs. This engine has various upgrades and modifications by 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 is rumored to output more than 500 bhp.

Applications:

  • 1991-1996 Honda NSX 5-Speed Manual Transmission
  • 1991-2005 Honda NSX 4-Speed Automatic Transmission

The C32A is a 3.2 L version. The SOHC depending on model year, produces 200 hp (149 kW) and 230 hp (172 kW).

Applications; North America Only:

  • C32A1 - SOHC USDM - 200 hp (149 kW)
  • C32A6 - SOHC USDM - 200 hp (149 kW)
  • C32A1 Performance variation - Also known as the "Type-II" - Uses a higher flowing intake manifold and slightly more aggressive camshaft - SOHC USDM - 230 hp (172 kW) at 206 lb·ft (279 N·m)

The C32B is a highly tuned DOHC V6 used in the Honda NSX, which produces 290 hp (216 kW) and 224 lb·ft (304 N·m). The engine is essentially an update to the C30A and does not share commonality with the C32A. Honda increased displacement to 3.2 L (195 cu in) through the use of larger 93 mm (3.7 in) pistons over the 90 mm (3.5 in) used in the C30A. To accommodate the larger pistons, Honda used an advanced metallurgical technique on the cylinders called Fiber Reinforced Metal (FRM), in which an ultra lightweight alumina-carbon fiber is cast into the traditional aluminum alloy for enhanced rigidity. This process allowed thinner cylinder walls to be used while providing acceptable cooling characteristics. The C32B also used 36 mm (1.4 in) intake valves, which are 1 mm (0.04 in) larger than those in the C30A.

Applications:

  • 1997-2005 Honda NSX 6-Speed Manual Transmission

The C35A is a SOHC and carries the largest displacement of the C series at 3.5 L (214 cu in). The c35a was the first mass produced engine to use block forged connecting rods contributing to precise balancing and an exceptionally strong bottom end.[2] The C35 also contains a balance shaft to dampen engine vibrations associated with 90 degree design V6 engines.[2] Besides the addition of these forged components, the overall design is similar to its smaller counterpart the C32A, with some parts being interchangeable. The 9.6:1 compression ratio of the C32A is also retained, despite the increase in displacement.[2]

Applications:

  • C35A - SOHC - 210–225 hp

The C35B (name unconfirmed) is a DOHC V6 with VTEC which shares basic design properties with its SOHC non-VTEC counterpart but with more aggressive camshafts and slightly lighter cylinder walls. This was the only DOHC VTEC V6 ever built by Honda for longitudinal applications and was only used in one non-production car, the Honda FS-X concept.

Applications:

See also[edit]

References[edit]

en.wikipedia.org

Honda L engine - Wikipedia

The L-series is a compact 4-cylinder engine created by Honda, introduced in 2001 with the Honda Fit. It has 1.2, 1.3 and 1.5 litre displacement variants, which utilize the names L12A, L13A and L15A. Depending on the region, these engines are sold throughout the world in the 5-door Honda Brio Fit/Jazz hatchback Honda Civic and the 4-door Fit Aria/City sedan (also known as Fit Saloon). They are also sold in the Japanese-only Airwave wagon and Mobilio MPV.

Two different valvetrains are present on this engine series. The L12A, L13A and L15A use (Japanese: i-DSI), or “intelligent Dual & Sequential Ignition”. i-DSI utilizes two spark plugs per cylinder which fire at different intervals during the combustion process to achieve a more complete burn of the gasoline. This process allows the engine to have more power while keeping fuel consumption low, thanks to the better gasoline utilization. Emissions are also reduced. The i-DSI engines have two to five valves per cylinder and a modest redline of only 6,000 rpm, but reach maximum torque at mid-range rpm, allowing for better performance without having to rev the engine at high speeds. The i-DSI is also known for not using Turbochargers in performance category but it uses high compression, long stroke, lightweight compact engine.

The other valvetrain in use is the VTEC on one of the two varieties of the L15A. This engine is aimed more at performance than efficiency with a slightly higher redline with 4 valves per cylinder, which reaches peak torque at higher rpm. However, it still offers a good combination of both performance and fuel efficiency. Both the i-DSI and VTEC have relatively high compression ratios at 10.8:1 and 10.4:1, respectively.

Before April 2006, the L-series were exclusively available with a 5-speed manual and continuously variable transmission (CVT). With the introduction of the Fit in Canada and the United States, an L-series engine was mated to a traditional automatic transmission with a torque converter for the first time. The L12A i-DSI is available exclusively in the European domestic market Jazz and is sold with only a 5-speed manual transmission.

As of 2010, the L15A7 (i-VTEC) is a class legal engine choice for SCCA sanctioned Formula F competition, joining the 1.6L Ford Kent engine.[1]

L12A i-DSI[edit]

  • Available exclusively in the European domestic market Jazz (known as Fit in certain markets) and available with only a 5-speed manual transmission.
    • Displacement: 1,246 cc (76.0 cu in)
    • Bore x Stroke: 73.0 mm × 74.4 mm (2.87 in × 2.93 in)
    • Compression Ratio: 10.8:1
    • Power: 60 kW (82 PS; 80 hp) @ 5,700 rpm
    • Torque: 110 N·m (81 lb·ft) @ 2,800 rpm
    • Variations: L12A1
    • SOHC 16 valve
    • 8 spark plugs, 2 per cylinder

L12B i-VTEC[edit]

  • SOHC 16 valve i-VTEC
  • Displacement: 1,198 cc
  • Bore x Stroke: 73.0 mm (2.9 in) × 71.58 mm
  • Compression Ration: 10.2:1
  • Power: 66 kW (90 PS; 89 hp) / 6,200 rpm
  • Torque: 114 N·m (84 lb·ft) / 4,900 rpm
  • CO2 emission: 125g/km
  • RPMLock: 6,500 rpm
  • SpeedLock: 145 km/h
  • ECU: Bosch (Two Couplers)

L13A i-DSI[edit]

  • Sold as a 1.3 in the Japanese Fit and only available with the advanced ZF-DCT CVT transmission with 7 Speeds developed in Germany. European Civic 1.4 i-DSI has a standard 6-speed manual with an available 6-speed automated manual I-SHIFT transmission.
  • For 7th gen Civic, City, Fit & Jazz Models
    • Displacement: 1,339 cc (81.7 cu in)
    • Bore x Stroke: 73.0 mm × 80.0 mm (2.87 in × 3.15 in)
    • Compression Ratio: 10.8:1
    • Horsepower: 63 kW (86 PS; 84 hp) @ 5700 rpm
    • Torque: 119 N·m (88 lb·ft) @ 2800 rpm
    • Variations: L13A1 (Fit/Jazz), L13A7 (European market Civic), L13A8 (European market City)
  • For 8th gen Civic
    • Displacement: 1,339 cc (81.7 cu in)
    • Bore x Stroke: 73.0 mm × 80.0 mm (2.87 in × 3.15 in)
    • Horsepower: 70 kW (95 ps)
    • Torque: 200 N·m (91 lbf·ft)
    • CO2 emission: 109g/km (for the Honda Civic Hybrid)

L13A i-VTEC[edit]

  • Available in the Honda Fit (Japan series GE6 / GE7), Honda Airwave in Japan and the European Honda Civic.

L13B (i-VTEC)[edit]

  • DOHC 16 valve i-VTEC
  • Displacement: 1,297 cc
  • Bore x Stroke: 73.0 mm × 78.7 mm (2.87 in × 3.10 in)
  • Compression: 13.5 : 1
  • Power: 73 kW (99 PS; 98 hp) / 6,000 rpm
  • Torque: 119 N·m (88 lb·ft) / 5,000 rpm (GK3 Fit)
  • Top Speed: 140 km/h

L13Z1 i-VTEC[edit]

L15A2 i-DSI[edit]

It debuted in Honda City/Fit Aria four door Sport-sedan in November 2002.[2]

  • Offered in the Fit Aria and Partner in Japan.

L15A1 VTEC[edit]

It debuted in JDM Fit and Mobilio Spike in September 2002.[3][4]

  • Available in the Fit, Fit Aria, Airwave, Mobilio, and Mobilio Spike in Japan. Sold throughout the world with 5-speed manual or CVT options in the Fit/Jazz and City. Canadian and US Fit models will have a 5-speed automatic instead of the CVT.
    • Displacement: 1,496 cc (91.3 cu in)
    • Bore x Stroke: 73.0 mm × 89.4 mm (2.87 in × 3.52 in)
    • Compression Ratio: 10.4:1
    • Power: 81 kW (110 PS; 109 hp) @ 5,800 rpm
    • Torque: 143 N·m (105 lb·ft) @ 4,800 rpm

L15A7 (i-VTEC)[edit]

since 2009 in 2nd Gen Honda Jazz

    • SOHC 16 valve i-VTEC
    • Displacement: 1,496 cc
    • Bore x Stroke: 73.0 mm × 89.4 mm (2.87 in × 3.52 in)
    • Compression Ratio: 10.4 : 1
    • Power: 88 kW (118 hp) / 6,600 rpm
    • Torque: 145 N·m (107 lb·ft) / 4,800 rpm (GE8 Fit)
    • Carbon Dioxide (g/km): 148
  • Honda Fit (Japan series GE8 / 9)
  • Honda Jazz (Brazil,Thailand GE8 / 9)
  • Honda Freed (Japan series GB3 / 4)
  • Honda City (India, Brazil, Pakistan, Thailand, Malaysia, ASEAN)
  • Eligible for the F1600 Championship Series

L15B1[edit]

Found in 2015-2017 3rd generation Honda Fit in North American Market

    • DOHC 16 valve i-VTEC
    • Displacement: 1,496 cc
    • Bore x Stroke: 73.0 mm (2.9 in) × 89.4 mm
    • Power: 97 kW (132 PS; 130 hp) / 6,600 rpm
    • Torque: 155 N·m (114 lb·ft) / 4,600 rpm
  • Honda Vezel (2013–)
  • Honda Fit/Jazz (including Hybrid models) (2013–)
  • Honda Freed Hybrid (2016–)
  • Honda City (2014–)

L15BF VTC Turbo[edit]

  • Found in:
    • 2016/2017 Honda Jade RS / Facelift 210 Turbo (Chinese market, Japanese Domestic Market & Singapore)
      • Displacement: 1,496 cc (91.3 cu in) PGM-FI (Direct Injection)
        • Bore x Stroke: 73.0mm x 89.4 mm
        • Compression: 10.6:1
        • Boost pressure: Unknown
        • Power: 148 HP(150 PS) @5500 rpm
        • Torque: 203 N·m (150 lb·ft) @ 1600-5000 Rpm
      • Redline: 6500 rpm

L15B7 VTC Turbo[edit]

Honda Civic (10th Generation)

Acura CDX

L15B7 VTC Engine found in Honda Civic and Acura CDX, the intake is not the same.

  • Found in:
    • 2016/2017 Honda Civic turbo non-LX/EX (US, Canada, China), 2017 Honda Civic Si Turbo (US & Canada), 2016/2017 Honda CR-V non-LX (USDM, China), 2017 Acura CDX (China), and 2018 Honda Accord (US & Canada)
      • Engine Type: (DOHC) In-Line 4-Cylinder with Single Scroll MHI TD03 Turbo and Internal Wastegate
      • Boost Pressure: 16.5 psi (20.3 psi, Honda Civic Si) (20.2 psi, Honda Accord)
      • Displacement: 1,498 cc (91.4 cu in) Direct Injection
      • Bore and Stroke: 73.0 mm x 89.5 mm
      • Compression: 10.6:1 (10.3:1, Honda Civic Si)
      • Power: 174 HP @ 6000 rpm (179 HP @ 5500 rpm, Acura CDX) (192 HP @ 5500 rpm, Honda Accord) (205 HP @ 5700 rpm, Honda Civic Si)
      • Torque: 162 lb·ft @ 1700-5500 rpm (177 lb·ft @ 1900-5000 rpm, Acura CDX) (192 lb·ft @ 1500-4000 rpm, Honda Accord) (192 lb·ft @ 2100-5000 rpm, Honda Civic Si)
      • Redline: 7000 rpm (6500 rpm, Honda Civic)

Notice: The engine in Chinese Market Acura CDX code name as L15B9.

L15Z1 i-VTEC[edit]

It debuted in Honda Mobilio Second Gen (DD4) 2013, Honda City and Honda BR-V

  • SOHC 16 valve i-VTEC
  • Displacement: 1497 cc
  • Bore x Stroke: 73.0 mm × 89.4 mm (2.87 in × 3.52 in)
  • Compression Ratio: 10.3 : 1
  • Power: 88 kW (120 PS; 118 hp) / 6,600 rpm
  • Torque: 145 N·m (107 lb·ft) / 4,600 rpm
  • source http://www.honda-indonesia.com/model/mobilio#spesifikasi
  • Honda Mobilio (Indonesia, India, Thailand, South Africa, Singapore, and Philippines DD4)
  • Honda City (India, Taiwan, Thailand, Indonesia, Malaysia and Philippines GM6)
  • Honda BR-V (India, Thailand, Pakistan and Indonesia, DG1)

L15Z5/2 i-VTEC[edit]

It debuted in Honda Jazz (GK5) 2014

  • SOHC 16 valve i-VTEC
  • Displacement: 1497 cc
  • Bore x Stroke: 73.0 mm × 89.4 mm (2.87 in × 3.52 in)
  • Compression Ratio: 10.3 : 1
  • Power: 88 kW (120 PS; 118 hp) / 6,600 rpm
  • Torque: 145 N·m (107 lb·ft) / 4,800 rpm
  • source http://www.honda-indonesia.com/model/jazz#spesifikasi
  • Honda Jazz (Thailand, Malaysia and Indonesia, GK5)

L15Z6 i-VTEC[edit]

It debuted in Honda HR-V 2nd Gen (RU1) 2014

    • SOHC 16 valve i-VTEC
    • Displacement: 1497 cc
    • Bore x Stroke: 73.0 mm × 89.4 mm (2.87 in × 3.52 in)
    • Compression Ratio: 10.3 : 1
    • Power: 88 kW (120 PS; 118 hp) / 6,600 rpm
    • Torque: 145 N·m (107 lb·ft) / 4,600 rpm
    • Carbon Dioxide (g/km): 155
    • source http://www.honda-indonesia.com/model/hr-v#spesifikasi
    • Honda HR-V (Indonesia, RU1)

LDA-MF3 (i-DSI + i-VTEC)[edit]

    • SOHC 8 valve cylinder i-DSI + pause i-VTEC
    • Displacement: 1,339 cc
    • Bore x Stroke: 73.0 mm (2.9 in) × 80.0 mm
    • Power: 65 kW (88 PS; 87 hp) / 5,800 rpm
    • Torque: 121 N·m (89 lb·ft) / 4,500 rpm
  • Honda Insight (ZE2) sedan

LDA-MF5 (3stage i-VTEC + IMA)[edit]

    • SOHC 8 valve i-DSI +3 stage i-VTEC
    • Displacement: 1,339 cc
    • Bore x Stroke: 73.0 mm (2.9 in) × 80.0 mm
    • Horsepower: 70 kW (95 PS; 94 hp) / 6,000 rpm
    • Torque: 123 N·m (91 lb·ft) / 4,600 rpm
  • Honda Civic Hybrid (FD3)

LEA-MF6 (i-VTEC + IMA)[edit]

    • SOHC 16 valve
    • Displacement: 1,496 cc
    • Bore x Stroke: 73.0 mm (2.9 in) × 89.4 mm
    • Power: 84 kW (114 PS; 113 hp) / 6,000 rpm
    • Torque: 145 N·m (107 lb·ft) / 4,800 rpm
  • Honda CR-Z (ZF1/ZF2)
  • JDM Honda Fit Hybrid RS,1.5L up to 2013 (Code Name DAA-GP4)

References[edit]

External links[edit]

en.wikipedia.org

Honda D engine - Wikipedia

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 62 hp (46 kW) in the Logo to 130 PS (96 kW) 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 (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.

D12 series engines (1.2 liter) [edit]

D12B1[edit]

  • Found in:
    • 1988-1990 Honda Civic (European Market)
      • Displacement: 1,193 cc (72.8 cu in)
      • Bore and Stroke: 75.0 mm × 67.5 mm (2.95 in × 2.66 in)
      • Compression: 8,6:1
      • Power: 74 PS (54 kW; 73 hp) at 6300 rpm
      • Torque: 88 N·m (9.0 kg·m) at 3500 rpm
      • Valvetrain: SOHC (4 valves per cylinder)
      • Fuel Control: Single Carburetor PGM-CARB

D13 series engines (1.3 liter) [edit]

D13B1[edit]

  • Found in:
    • 1988–1995 Honda Civic EC (European Market)
      • Displacement : 1,343 cc (82.0 cu in)
      • Bore and Stroke : 75.0 mm × 76.0 mm (2.95 in × 2.99 in)
      • Compression : 9.5:1
      • Power : 76 PS (56 kW; 75 hp) at 6300 rpm
      • Torque: 102 N·m (10.4 kg·m) at 3100 rpm
      • Valvetrain : SOHC (4 valves per cylinder)
      • Fuel Control : Single Carburetor PGM-CARB

D13B2[edit]

  • Found in:
    • 1992–1995 Honda Civic DX (European Market)
      • Displacement: 1,343 cc (82.0 cu in)
      • Bore and Stroke: 75.0 mm × 76.0 mm (2.95 in × 2.99 in)
      • Compression: 9:1
      • Power: 75 PS (55 kW; 74 hp) at 6300 rpm[1]
      • Torque: 102 N·m (10.4 kg·m; 75 lb·ft) at 3100 rpm[1]
      • Valvetrain: SOHC, four valves per cylinder
      • Cam Gear: 38 teeth
      • Piston Code: PM1G
      • Head Code: PM3
      • Fuel Control: Single electronic carburettor PGM-CARB
      • ECU: P01 OBD-0

D13B4[edit]

  • Found in:
    • 1996–2002 Honda City LXi/EXi/DX, 1995-2000 Honda Civic EK2
      • Displacement : 1,343 cc (82.0 cu in)
      • Bore and Stroke : 75.0 mm × 76.0 mm (2.95 in × 2.99 in)
      • Compression: 9.75:1
      • Power: 95 PS (70 kW) at 6500 rpm[2] (City) 91 PS (67 kW) at 6,300 rpm[3] (Civic)
      • Torque: 119 N·m (12.1 kg·m; 88 lb·ft) at 4700 rpm[2] (City) 114 N·m (11.6 kg·m; 84 lb·ft) at 4800 rpm[3] (Civic)
      • Valvetrain : SOHC (four valves per cylinder), 16 valves
      • Fuel Control : Multi-point fuel Injection, PGM-FI

D13B7[edit]

  • Found in:
    • 1998–2001 Honda Logo 3D/5D
      • Displacement : 1,343 cc (82.0 cu in)
      • Bore and Stroke : 75.0 x 76.0 mm
      • Compression : 9.2
      • Power : 66 PS (48.5 kW; 65.1 hp) at 5000 rpm
      • Torque : 11.3 kg·m (110.8 N·m; 81.7 lbf·ft) at 2500 rpm
      • Valvetrain : SOHC (2 valves per cylinder)
      • Fuel Control : Multi-point fuel Injection, PGM-FI

D13C[edit]

  • Found in:
    • 1989–1994 Honda City CE, CE Fit, CE Select, CG, CR-i, CR-i limited, CZ-i, New Fit (Japanese Market)
      • Displacement : 1,296 cc (79.1 cu in)
      • Bore and Stroke : 73.7mm x 76.0 mm
      • Compression : 9.6:1
      • Power : 100 PS (73.5 kW; 98.6 hp) at 6500 rpm
      • Torque : 11.6 kg·m (113.8 N·m; 83.9 lb·ft) at 5500 rpm
      • Valvetrain : SOHC (4 valves per cylinder)
      • Fuel Control : Multi-point fuel Injection, PGM-FI

D14 series engines (1.4 liter) [edit]

D14A1[edit]

  • Found in:
    • 1987–1991 Honda Civic GL and 1990 CRX (European market)
    • October 1989 – 1994 Honda Concerto GL (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: 9.3:1
      • Power: 90 PS (66 kW; 89 hp) at 6,300 rpm[4] 88 PS (65 kW; 87 hp) in the Concerto[5]
      • Torque: 11.4 kg·m (112 N·m; 82 lb·ft) at 4,500 rpm
      • Valvetrain: SOHC (four valves per cylinder)
      • Fuel Control: Dual Carburetor PGM-CARB
      • Piston Code: PM2

D14A2[edit]

  • 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 : 89 hp (66.4 kW, 90.2 ps) at 6,100 rpm
      • Torque : 86 lb·ft (11.9 kg/m, 117 Nm) at 5,000 rpm
      • Valvetrain : SOHC (4 valves per cylinder)
      • Fuel Control : Multi-point fuel Injection, PGM-FI
      • Redline : 6,800 rpm
      • Fuel cutout : 7,250 rpm

D14A3[edit]

  • Found in:
    • 1996–2000 Honda Civic 1.4i EJ9 (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 : 9.1:1
      • ECU code: P3X
      • Power : 75 PS (55 kW; 74 hp) at 6,000 rpm[6]
      • Torque : 109 N·m (11.1 kg·m; 80 lb·ft) at 3,000 rpm[6]
      • Valvetrain : SOHC (4 valves per cylinder), non VTEC
      • Redline : 6,800 rpm
      • Fuel cut: 7,200 rpm
      • Fuel Control : OBD2-a, DPFI (SFi – Simplified Fuel injection), 1+3 2+4 injectors thrown together
      • Transmission: S40

D14A4[edit]

  • Found in:
    • 1996–1998 Honda Civic 1.4iS EJ9 (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
      • Piston code: P3Y
      • Piston Compression height: 29.5 mm
      • Piston dish volume: -5.4 cc
      • ECU code: P3Y
      • Big-end bore: 43 mm
      • Rod length(center to center): 138 mm
      • Power : 90 PS (66 kW; 89 hp) at 6,300 rpm[6]
      • Torque : 124 N·m (12.6 kg·m; 91 lb·ft) at 4,500 rpm[6]
      • 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+3 2+4 injectors thrown together
      • Transmission : S40 (or S4PA for 4AT)
      • Deck Height : 207 mm

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.

D14A7[edit]

  • 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[edit]

  • Found in:
    • 1997–2000 Honda Civic 1.4iS MB2/MB8. UK and (at least) Germany.
      • Displacement : 1,396 cc (85.2 cu in)
      • Compression : 9.0:1
      • Power : 90 PS (66 kW; 89 hp) at 6,400 rpm
      • Torque : 120 N·m (12.2 kg·m; 88.5 lb·ft) at 4,800 rpm
      • 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[edit]

  • Found in:
    • 1999–2000 Honda Civic EJ9 (1.4i, Europe)
      • 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: 6,800 rpm
      • Fuel cut : 7,200 rpm

D14Z2[edit]

  • Found in:
    • 1999–2000 Honda Civic EJ9 (1.4i, UK)
      • Displacement : 1,396 cc (85.2 cu in)
      • Compression : 9.1:1
      • 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)
      • Redline: 6,800 rpm
      • Fuel cut : 7,200 rpm

D14Z3[edit]

  • Found in:
    • 1999–2000 Honda Civic MB2 (1.4i, Europe), MB8 (1.4 SR, UK Market)
      • Displacement : 1,396 cc (85.2 cu in)
      • Compression : 9.0:1
      • Power : 75 PS (55 kW; 74 hp) at 5,700 rpm[6]
      • Torque : 112 N·m (11.4 kg·m; 83 lb·ft) at 3,000 rpm
      • Valvetrain : SOHC, 4 valves per cylinder, non VTEC
      • Redline: 6,800 rpm
      • Fuel cut : 7,200 rpm

D14Z4[edit]

  • Found in:
    • 1999–2001 Honda Civic MB2(1.4is), MB8(1.4sr) (UK 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 : 9.0:1
      • Power : 90 PS (66 kW; 89 hp) at 6,400 rpm[6]
      • Torque : 120 N·m (89 lb·ft) at 4,800 rpm
      • Valvetrain : SOHC, four valves per cylinder, non VTEC
      • Redline: 6,800 rpm
      • Fuel cut : 7,200 rpm

D14Z6[edit]

  • Found in:
    • 2001–2005 Honda Civic 1.4 LS (European market: EP1, EU4, EU7)
      • Engine Name: D14Z6
      • Displacement: 1,396 cc
      • Bore and Stroke: 75 mm x 79 mm
      • Compression: 10.4:1
      • Cylinder Head: 16 valves, SOHC
      • Red Line: 6,400 rpm
      • Fuel Cutoff: 6,600 rpm
      • Fuel System: Honda PGM-FI
      • Rod/Stroke Ratio: ?:?
      • Stock BHP Rating: 90 hp (66 kW) at 5,600 rpm
      • Stock torque rating: 130 Nm at 4,300 rpm
      • Rated Fuel Consumption: 0.52 -> 0.65 Liters pr. Metric Mile
      • Ecu Code: PMA

D15 series engines (1.5 liter) [edit]

D15A1[edit]

  • Found In:
    • 1984–1987 Honda CRX
      • Displacement : 1,488 cc
      • Bore and Stroke : 74.0 x 86.5 mm
      • Compression : 9.2:1
      • Power : 76 hp at 5,500 rpm
      • Torque : 84 lb·ftf at 3,500 rpm
      • Valvetrain : SOHC (3 valves per cylinder), non VTEC
      • Fuel Control : OBD-0 12/v PGM-CARB
      • Redline : 6,500 rpm
      • Economy : 31/38 mpg
      • Head code : EW-1
      • ECU : –
      • Transmission : DA48
      • Gear ratios : 2.38/ 1.76/ 1.18/ 0.85/ 0.71
      • Final drive ratio : 4.27

D15A2[edit]

  • Found in :
    • 1984–1987 Honda CRX HF Grifin
      • Displacement : 1,488 cc
      • Compression : 10.0:1
      • Power : 60 hp (45 kW) at 5,550 rpm
      • Torque : 73 lb·ft at 3,500 rpm
      • Redline : 6,000 rpm
      • Valvetrain : OBD-0 8/v EFI (HF Model)
      • Economy : 49/54 mpg
      • Gear ratios : 2.92/?/?/?/0.65
      • Final drive ratio : 3.58
    • Also found in 1984–1987 Honda CRX DX (USA)
    • 1987 Honda Civic Wagon RT4WD (Canadian Model)
      • Displacement : 1,488 cc
      • Compression : 9.2:1
      • Power : 76 hp at 5,500 rpm
      • Torque : 84 lb·ft at 3,500 rpm
      • Valvetrain : 12 valves, SOHC
      • Economy : 31-38 mpg

D15A3[edit]

  • Found in:
    • 1985–1987 Honda CRX Si and 1987 Civic Si (AU/NZ)
      • Stamped with EW3/EW4 1985-1986 before switching to D15A3 stamp in 1987
    • 1985–1987 Honda Civic 1.5i (Europe)
    • 1984–1987 Honda CRX 1.5i (Europe)
    • 1986–1987 Honda Civic Si Hatch (US)
      • Displacement : 1,488 cc (90.8 cu in)
      • Bore and Stroke : 74 mm × 86.5 mm (2.91 in × 3.41 in)
      • Compression : 8.7:1
      • Power : 91 hp (68 kW, 92 ps) at 5500 rpm
      • Power : 100 PS (74 kW) at 5750 rpm (Europe)
      • Torque : 93 lb·ft (12.9 kg/m, 126 Nm) at 4500 rpm
      • Valvetrain : SOHC (12 valves, three per cylinder )
      • Fuel Control : PGM-FI2

D15A4[edit]

Needs more info

D15A5[edit]

Needs more info

D15B[edit]

  • Found in:
    • 1988 Honda CRX 1.5X (rare)
    • 1990 Honda Civic 25XXT Formula (Japanese Market)
    • Honda Civic Ferio MX (Japanese Market) EG8
    • 1998–2001 Honda Capa GA4 (Japanese Market)
    • 1988-2001 Honda Civic Sh5 EF1
      • Displacement : 1,493 cc (91.1 cu in)
      • Bore and Stroke : 75 mm × 84.5 mm (2.95 in × 3.33 in)
      • Compression : 9.2:1
      • Power : 103 hp (77.23 kW, 105 PS) at 6800 rpm
      • Torque : 14.1 kgm (133.4 Nm) at 5200 rpm
      • Rev limiter : 7200 rpm
      • Valvetrain : SOHC (4 valves per cylinder)
      • Fuel Control : Twin carburetor PGM-CARB/fuel injected
D15B VTEC[edit]
  • Found in:
    • 1992–1995 Honda Civic Vti (Japanese Market)
    • 1992–1998 Honda CRX DelSol (Japanese Market)
      • Bore and Stroke: 75.0 × 84.5 mm
      • Displacement: 1,493 cc (91.1 cu in)
      • Rod Length: 137 mm
      • Rod/Stroke: 1.63
      • Compression: 9.3:1
      • Power: 130 PS (96 kW; 128 hp) at 6800 rpm[7]
      • Torque: 14.1 kg·m (138 N·m) at 5200 rpm[7]
      • VTEC Switchover : 4,600 rpm
      • Redline: 7200 rpm
      • Rev-limiter: 7200 rpm
      • Valvetrain: SOHC VTEC (4 valves per cylinder)
      • Fuel Control: OBD-1
      • Head Code: P08
      • ECU Code: P08 (small case ECU)***
3-stage VTEC
  • Found in:
    • 1995–1998 Honda Civic Ferio Vi (EK3, Japanese market)
    • 1999-2000 Honda Civic Vi-RS
      • Bore and Stroke :75,0×84,5 mm
      • Displacement : 1,493 cc (91.1 cu in)
      • Rod Length : 137 mm
      • Rod/Stroke : 1.62
      • Compression : 9.3:1
      • Power : 130 PS (96 kW; 128 hp) at 7000 rpm[8]
      • Torque: 139 Nm at 5300 rpm
      • Redline : 7200 rpm
      • Valvetrain : SOHC, four valves per cylinder
      • Connecting rod length : 137 mm
      • Connecting rod big end diameter : 48 mm
      • Fuel Control : OBD2b
      • Head Code : P2J-07
      • ECU Code: P2J (small case ECU)*** AUTO CVT: P2J-J63*** MT P2J-003*** & ***MT P2J-J11***
      • Piston code : P2J

D15B1[edit]

  • Found in:
    • 1988–1991 Honda Civic Hatchback
      • Displacement : 1,493 cc (91.1 cu in)
      • Bore and Stroke : 75 mm × 84.5 mm (2.95 in × 3.33 in)
      • Compression : 9.2:1
      • Power : 70 hp (52.2 kW, 71.0 PS) at 5,500 rpm[9]
      • Torque : 73 lb·ft (11.4 kgm, 112 Nm) at 3,000 rpm[9]
      • Valvetrain : SOHC (4 valves per cylinder) non-VTEC
      • Head Code : PM3
      • Fuel System : Dual Point injection (PGMFI)
      • ECU Code: PM9

D15B2[edit]

  • Found in:
    • 1988–1991 Honda Civic GL/DX/LX
    • 1988–1991 Honda Civic Wagon Wagovan/DX
    • 1988–1991 Honda CRX DX
    • 1992–1995 Honda Civic LSi Hatch/Saloon (European Market)
    • 1992–1995 Honda Civic DXi Hatch/Saloon (European Market)
    • 1990–1995 Honda Concerto (European Market)
      • Displacement: 1,493 cc (91.1 cu in)
      • Bore and Stroke: 75 mm × 84.5 mm (2.95 in × 3.33 in)
      • Rod Length: 134 mm
      • Compression: 9.2:1
      • Power: 92 hp (69 kW) at 6,000 rpm (US) 90 PS (66 kW) at 6,000 rpm (Europe)[10]
      • Torque: 88 lb·ft (12.2 kg/m, 119 Nm) at 4,700 rpm
      • Valvetrain: SOHC (4 valves per cylinder)
      • Cam Gear: 38 tooth
      • Piston Code: PM3
      • Fuel Control: OBD-O DPFI
      • Redline: 6,500 rpm, 7,200 rpm rev limiter
      • Head Code: PM5
      • ECU Code: PM5/P04

D15B3[edit]

  • Found in:
    • 1988–1995 Honda Civic Shuttle GL
    • 1989–1996 Honda Ballade 150-16 & 150 (South Africa)
    • 1992–1995 Honda Civic LX (NZ model)
    • 1988–1991 Honda Civic LX/EX (NZ model)
    • 1992–1995 Honda Civic EX (SA model)
      • Displacement : 1,493 cc (91.1 cu in)
      • Bore and Stroke : 75 mm × 84.5 mm (2.95 in × 3.33 in)
      • Rod Length : 134 mm
      • Piston Code : PM3P
      • Compression : 9.2:1
      • Power : 77 kW (105 PS; 103 hp) at 6000 rpm
      • Torque : 89 lb·ft (13.55 kg/m, 121 Nm) at 4500 rpm
      • Redline : 6500 rpm
      • Valvetrain  : SOHC VTEC (4 valves per cylinder)
      • Cam Gear : 38 tooth
      • Fuel Control : PGM-CARB
      • Transmission : S20

D15B4[edit]

  • Found in:
    • 1989–1993 Honda Civic GL (Australian Market)
      • Displacement : 1,493 cc (91.1 cu in)
      • Bore and Stroke : 75 mm × 84.5 mm (2.95 in × 3.33 in)
      • Compression : 9.2:1
      • Power  : 101 hp (74 kW) at 5,200 rpm
      • Torque : 90 lb·ft (12.4 kg/m, 122 Nm) at 3,800 rpm
      • Valvetrain : SOHC (four valves per cylinder)

D15B5[edit]

  • VTEC-E
  • Found in:
    • 1992–1995 Honda Civic
      • Displacement : 1,493 cc (91.1 cu in)
      • Bore and Stroke : 75 mm × 84.5 mm (2.95 in × 3.33 in)
      • Valvetrain : SOHC VTEC (four valves per cylinder)
      • Rod Length : 137 mm
      • Head Code : P08
      • ECU Code : P08-030
      • Piston Code : P08-010
      • Piston Rod Code : PM6-000
      • Fuel Control : OBD-1 PGM-FI

D15B6[edit]

  • Found in:
    • 1988–1991 Honda Crx HF
      • Displacement : 1,493 cc (91.1 cu in)
      • Bore and Stroke : 75 mm × 84.5 mm (2.95 in × 3.33 in)
      • Compression : 9.1:1
      • Power : 62-72 hp
      • ['88-'89] 62 bhp (46.2 kW, 62.9 PS) at 4,400 rpm
      • ['90-'91] 72 bhp (53.7 kW, 73.0 PS) at 4,500 rpm
      • Torque : 83 lb·ft (11.5 kg/m, 113 Nm) at 2,200 rpm
      • Valvetrain : 8-Valve SOHC
      • Fuel Control : OBD-0 MPFI
      • Head Code : PM-8

D15B7[edit]

  • Found in:
    • 1992–1995 Honda Civic GLi (Australian model)
    • 1992–1995 Honda Civic DX/LX
    • 1992–1995 Honda Civic LSi Coupe (European Market)
    • 1993–1995 Honda Civic Del Sol S
    • 1998-2000 Honda City SX8
      • Displacement : 1,493 cc (91.1 cu in)
      • Bore and Stroke : 75 mm × 84.5 mm (2.95 in × 3.33 in)
      • Compression : 9.2:1
      • Power : 102 hp (76.1 kW, 103 PS) at 5,900 rpm
      • Torque : 98 lb·ft (13.5 kg/m, 133 Nm) at 5,000 rpm
      • Valvetrain : 16-valve SOHC (four valves per cylinder)
      • Redline: 6,500 rpm
      • Cam Gear: 38 tooth
      • Piston Code : PM3
      • Fuel Control : OBD-1 MPFI
      • ECU Code: P06
      • Head codes: PM 9-6, PM9-8

D15B8[edit]

  • Found in:
    • 1992–1995 Honda Civic CX (U.S. model)
      • Displacement : 1,493 cc (91.1 cu in)
      • Bore and Stroke : 75 mm × 84.5 mm (2.95 in × 3.33 in)
      • Compression : 9.1:1
      • Power : 70 hp (52.2 kW, 71.0 PS) at 4,500 rpm
      • Torque : 83 lb·ft (11.5 kg/m, 113 Nm) at 2,800 rpm
      • Valvetrain : 8-valve SOHC (two valves per cylinder)
      • Fuel cutoff : 5,800 rpm
      • Cam Gear: 38 tooth
      • Fuel Control : OBD-1 MPFI
      • ECU Code : P05
      • Head codes: PM8-1, PM8-2

D15Z1[edit]

  • VTEC-E
  • Found in:
    • 1992–1995 Honda Civic VX
    • 1992–1995 Honda Civic VEi (European Market)
      • Displacement : 1,493 cc (91.1 cu in)
      • Bore and Stroke : 75 mm × 84.5 mm (2.95 in × 3.33 in)
      • Rod Length : 137 mm
      • Rod/Stroke : 1.62
      • Compression : 9.3:1
      • Power : 90 hp (67.1 kW, 91.3 ps) at 5,600 rpm (92 hp at 5,500 rpm; USDM)
      • Torque : 98 lb·ft (13.5 kg/m, 133 Nm) at 4,800 rpm (97 lb·ft at 3,000 rpm; USDM)
      • Valvetrain : 12-/16-valve SOHC VTEC-E (USDM- Lean Burn Federal Emissions 49 State) (3-4 valves per cyl depending on engine speed)
      • VTEC Switchover : 2,500 rpm
      • Fuel Control : OBD-1 MPFI
      • ECU Code : P07
      • Head code: PO7-1

D15Y3[edit]

  • Found in:
    • 2001–2006 Civic EXi (Africa,Dubai,Pakistan)
      • Displacement : 1,493 cc (91.1 cu in)
      • Bore and Stroke : 75.0 mm × 84.5 mm (3 in × 3 in)
      • Power: 115 hp (86 kW; 117 PS) at 6200 rpm)
      • Torque : 142 Nm (14.2 kgm) at 4,700 rpm
      • Valvetrain : SOHC four valves per cylinder (non-VTEC)
      • Fuel Control :PGM-FI (Programmed Fuel Injection).

D15Z3[edit]

  • VTEC-E
  • Found in:
    • 1995–1997 Honda Civic MA9 (European Market)
      • Displacement : 1,493 cc (91.1 cu in)
      • Bore and Stroke : 75 mm × 84.5 mm (2.95 in × 3.33 in)
      • Rod Length : 137 mm
      • Rod/Stroke : 1.62
      • Compression : 9.3:1
      • Power : 90 hp (67.1 kW, 91.3 PS) at 5500 rpm
      • Torque : 98 lb·ft (13.5 kg/m, 133 Nm) at 4500 rpm
      • Valvetrain : SOHC VTEC-E (3-4 valves per cylinder depending on engine speed)
      • VTEC Switchover : 3,000 - 3,800 rpm (depending on engine load)
      • Fuel Control : OBD-1 MPFI
      • ECU code : P1G
      • Redline : 6,000 rpm
      • Fuel cutout : 6,300 rpm

D15Z4[edit]

  • Found in:
    • 1996–2000 Honda Ballade/Civic in South Africa & Venezuela
    • 1996–2000 Honda Civic LXi/EXi in the Philippines/Middle East/Trinidad & Tobago
      • Displacement : 1,493 cc (91.1 cu in)
      • Bore and Stroke : 75 mm × 84.5 mm (2.95 in × 3.33 in)
      • Power : 90 hp (67 kW) or 105 hp (78 kW) at 5,800 rpm
      • Torque : 99–103 lb·ft (134–140 N·m) :confirm? at 4,200 rpm
      • Redline : 7,200 rpm
      • Rev-limiter: 7,411 rpm
      • Valvetrain : SOHC non-VTEC, four valves per cylinder
      • Piston code : P2CY
      • Head Code : P2A-9
      • Fuel Control : SFI (Simple Fuel Injection)
      • Ecu Code : P2C/P2E

D15Z6[edit]

  • SOHC VTEC-E
  • Found in:
    • 1995–2000 Honda Civic 1.5i LS (European Market)
      • Displacement : 1,493 cc (91.1 cu in)
      • Bore and Stroke : 75 mm × 84.5 mm (2.95 in × 3.33 in)
      • Rod Length : 137 mm
      • Compression : 9.6:1
      • 114 PS (84 kW) at 6,500 rpm
      • Torque : 99 lb·ft (134 Nm) at 5,400 rpm
      • VTEC Switchover : depending on load, max ~3,500 rpm in 5th gear
      • Valvetrain : SOHC VTEC (3-4 valves per cylinder, depending on engine speed)
      • Fuel Control : OBD-2a PGM-FI MPFI
      • Ecu Code : P2Y
      • Head Code : P2J
      • Redline : 6,800 rpm
      • Fuel cutout : 7,200 rpm

D15Z7[edit]

  • 3-stage VTEC
  • Found in:
    • 1996–1999 Honda Civic VTi EK3 and Ferio Vi
      • Displacement : 1,493 cc (91.1 cu in)
      • Piston Code: P2J
      • Bore and Stroke : 75 mm × 84.5 mm (2.95 in × 3.33 in)
      • Rod Length : 137 mm
      • Rod/Stroke : 1.62
      • Compression : 9.6:1
      • Power : 128 hp (95.4 kW, 130 ps) at 7000 rpm
      • Torque : 102 lb·ft (14.2 kg/m, 139 Nm) at 5300 rpm
      • Valvetrain : SOHC VTEC (3-4 valves per cylinder, depending on engine speed)
      • VTEC Switchover : 2800 and 5800 rpm
      • Fuel Control : OBD-2 MPFI
      • ECU Code : P2J
      • Manual Transmission ECU Codes : P2J-003 (OBD2a), P2J-J11 (OBD2b)
      • CVT Transmission ECU Codes : P2J-J61 (OBD2a), P2J-J71 (OBD2b)
      • Lean burn capable.

D15Z8[edit]

  • VTEC-E
  • Found in:
    • 1997–2000 Honda Civic LS (European Market)
      • Displacement : 1,493 cc (91.1 cu in)
      • Bore and Stroke : 75 mm × 84.5 mm (2.95 in × 3.33 in)
      • Compression : 9.6:1
      • Power : 114 hp (85.0 kW, 116 ps) at 6500 rpm
      • Torque : 95–99 lb·ft (13–14 kg/m, 128-134 Nm) :confirm? at 4500 rpm
      • Head Code : P2J P2M
      • ECU Code : P9L
      • VTEC Switchover : 4000 rpm
      • Valvetrain : SOHC VTEC-E, 4 valves per cylinder

D16 series engines (1.6 liter) [edit]

  • Bore and Stroke: 75.0 mm × 90.0 mm (2.95 in × 3.54 in)
  • Displacement: 1,590 cc (97 cu in)

D16A[edit]

  • Found in:
    • 1997-1999 JDM Honda Domani (MB4) [1]
      • Bore and Stroke: see D16 Series Engines
      • Displacement: see D16 Series Engines
      • Compression : 9.3:1
      • Power : 120 PS (88 kW; 118 hp) at 6400 rpm
      • Torque: 144 Nm
      • Redline : 7000 rpm
      • VTEC Engages : 5500 rpm
      • Valvetrain : SOHC (4 valves per cylinder)
      • Fuel Control : OBD2a
      • Head Code : P08
      • ECU Code: PBB-J61 [2]

D16A1[edit]

  • Found in:
    • 1986–89 Acura Integra (USA)
      • Bore and Stroke: see D16 Series Engines
      • Displacement: see D16 Series Engines
      • Valvetrain: DOHC 16-valve (four valves per cylinder)
      • Fuel Control :PGMFI
      • CG Gearbox – Cable Transmission
      • 1986–1987: USDM Browntop
        • Compression: 9.3:1
        • Power: 113 hp (84 kW; 115 PS) at 6250 rpm
        • Torque: 13.7 kg·m (134 N·m; 99 lb·ft) at 5500 rpm
        • Piston Code: PG6B
        • ECU Code: PG7, Vacuum Advance Distributor
      • 1988–1989: USDM Blacktop
        • Compression: 9.5: 1
        • Power: 118 hp (88 kW; 120 PS) at 6500 rpm
        • Torque: 14.2 kg·m (139 N·m; 103 lb·ft) at 5500 rpm
        • Piston Code: P29
        • ECU Code: PG7, Electronic Advance Distributor

D16A3[edit]

  • Found in:
    • 1986–89 Acura Integra (Australia)
      • Bore and Stroke: see D16 Series Engines
      • Displacement: see D16 Series Engines
      • Compression : 9.5:1
      • Power: 88 kW (120 PS; 118 hp) at 5600 rpm
      • Torque: 140 Nm (14.3 kgm, 103 lbft) at 4800 rpm
      • Valvetrain: DOHC 16-valve, four valves per cylinder
      • Fuel Control: OBD-0 MPFI

D16A6[edit]

Also known as D16Z2.

  • Found in:
    • 1988–1991 Honda Civic Si, CRX Si, 90-91 Civic EX (4dr), Civic Wagon RT4WD (USDM)
    • 1988–1995 Honda Civic Shuttle RT4WD (UK/Europe/Asia/AU/NZ)
    • 1989–1996 Rover 216/416 GSi/Tourer (UK/Europe)
      • Bore and Stroke: see D16 Series Engines
      • Displacement: see D16 Series Engines
      • Rod Length: 137 mm
      • Rod Ratio: 1.52~
      • Compression: 9.1:1
      • Power: 108 hp (80.5 kW, 110 ps) at 5600 rpm
        • Note: 1988 engines were 105 hp (78.3 kW, 107 ps)
      • Torque: 100 lb·ft (13.9 kg·m, 136 N·m) at 4800 rpm
      • Redline: 6500 rpm (USA), 6800 rpm (EU)
      • Rev limited to: 7200 rpm
      • Valvetrain: SOHC (4 valves per cylinder)
      • Cam Gear: 38 tooth
      • Fuel Control: OBD-0 MPFI
      • Head Code: PM3
      • ECU Code: PM6

D16A7[edit]

(Basically a D16A6 without the catalytic converter)

  • Found in:
    • 1988–1991 Civic 1.6i (GTi) in New Zealand
    • 1988–1989 Civic models in Europe (ED4, ED7)
    • 1995 Civic models in New Zealand (EG4)
    • 1988–1995 Models in South Africa
    • 1994 Civic GTi (New Zealand) (Various Differences and Increased Output)
    • Ballade Sh5 and SR4 (EE4 )
      • Bore and Stroke: see D16 Series Engines
      • Displacement: see D16 Series Engines
      • Rod Length : 137 mm
      • Compression : 9.6:1
      • Power : 117 hp (87 kW; 119 PS) at 5900 rpm
      • Torque : 13.9 kg·m (136 N·m; 101 lb·ft) at 4800 rpm
      • Valvetrain : SOHC, four valves per cylinder
      • ECU: PM6 (OBD-0) / P27 (OBD-1)?
      • Fuel Control : OBD-0 Multi-point PGM-FI, OBD-1 (NZDM)

D16A8[edit]

  • Found in:
    • 1988–1995 Civic/CRX/Concerto (UK/Europe/Australia)
    • 1992–1995 Rover 216/416 GTi (UK/Europe)
    • 1993–1997 Rover 216 Sport Coupé (Europe)
      • Bore and Stroke: see D16 Series Engines
      • Displacement: see D16 Series Engines
      • Compression : 9.5:1
      • Power : 122 PS (90 kW; 120 hp) at 6800 rpm
      • Torque : 14.9 kg·m (146 N·m; 108 lb·ft) at 5900 rpm
      • Valvetrain : DOHC (4 valves per cylinder)
      • Fuel Control : OBD-0 and OBD-1 MPFI
      • ECU Code : PP5 (OBD-0), P29 (OBD-1)
      • Head Code : PM7
      • Gearbox : L3

D16A9[edit]

(Same as D16A8 but without a catalytic converter)

  • Found in:
    • 1988–1992 Concerto (UK/Europe)
    • 1988–1991 CRX 1.6i-16 (UK/Europe/South Africa)
    • 1990–1992 Ballade 160i-DOHC (South Africa)
    • 1988–1991 Civic 1.6i-16 (UK/Europe)
    • 1992–1993 Civic GTi (New Zealand)
    • 1989–1992 Rover 216/416 GTi (UK/Europe)
    • 1992–1995 Civic Si (Japanese, European and Peruvian version)
      • Bore and Stroke: see D16 Series Engines
      • Displacement: see D16 Series Engines
      • Compression : 9.5:1
      • Power : 125-129 hp (91.9-94.8 kW, 126-130 PS) at 6800 rpm
      • Torque : 105 lb·ft (14.5 kg/m, 143 Nm) at 5700 rpm
      • Valvetrain : DOHC 16 valve (4 valves per cylinder)
      • Redline: 7,200 rpm
      • Limit: 7,250 rpm
      • Fuel Cut: 7800 RPM (PM7)
      • Fuel Control : 88-91 OBD-0 MPFI (92-95 OBD-1)
      • ECU Code: (P29 OBD1)
      • Gearbox: non-LSD (1988-1991): L3, LSD (1992-1995): S20

D16B2[edit]

  • Found in:
    • 1998–2001 Honda Civic Aerodeck MC1 1.6i LS/ES/SR
    • 1997–2000 Rover 416si Automatic
      • Bore and Stroke: see D16 Series Engines
      • Displacement: see D16 Series Engines
      • Combustion Chamber Volume : 32.8 cc per cylinder
      • Power : 116 hp (85 kW)
      • Torque : ? lb·ft (? kg/m, 143 Nm) at ??? rpm
      • Valvetrain : SOHC 16 Valve
      • VTEC Switchover : Non-VTEC
      • Fuel Control : OBD2
      • ECU Code: ?

D16B5[edit]

(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)

  • Found in:
    • 1998–2000 Honda Civic GX
      • Bore and Stroke: see D16 Series Engines
      • Displacement: see D16 Series Engines
      • Rod Length : 137 mm
      • Compression : 12.5:1
      • Combustion Chamber Volume : 32.8 cc per cylinder
      • Power :
      • Torque :
      • Valvetrain : SOHC VTEC-E
      • VTEC Switchover :
      • Fuel Control : OBD-2 MPFI
      • ECU Code: PDN-A02

D16B6[edit]

Differences to the D16B7 (also in Accords) are unknown

  • Found in:
    • 1999 Honda Accord (CG7/CH5, Europe)
      • Bore and Stroke: see D16 Series Engines
      • Displacement: see D16 Series Engines
      • Power: 116 PS (85 kW) at 6400 rpm[11]
      • Torque: 140 N·m (14 kg·m) at 5100 rpm
      • Valvetrain: SOHC, four valves per cylinder
      • Fuel control: PGM-FI
      • ECU code: ??

D16V1[edit]

  • VTEC-E (SOHC VTEC)
  • Found in:
    • 1999-2005 Honda Civic (European EM/EP2/EU8)[12]
      • Bore and Stroke: see D16 Series Engines
      • Displacement: see D16 Series Engines
      • Compression: 9.4:1
      • Power: 110 PS (81 kW) at 5600 rpm[13]
      • Torque: 152 N·m (112 lb·ft) at 4300 rpm[13]
      • Redline: 7250 rpm
      • Rev Limit: 6500 rpm
      • Valvetrain: SOHC, 4 valves per cylinder
      • Fuel control: Multi-point fuel injection, PGM-FI
      • Ignition timing: 8±2° BTDC at 700±50 rpm
      • Firing order: 1 - 3 - 4 - 2
      • ECU code: PMH

D16W1[edit]

  • non-VTEC
  • Found in:
    • 1999–2006 Honda HRV
      • Bore and Stroke: see D16 series engines
      • Displacement: see D16 series engines
      • Power: 105 PS (77 kW) at 6200 rpm[14]
      • Torque: 135 N·m (100 lb·ft) at 3400 rpm
      • Valvetrain: SOHC, four valves per cylinder
      • Fuel control: PGM-FI
      • ECU code :PEL

D16W3[edit]

  • non-VTEC
  • Found in:
    • 1998–2001 Honda Civic Aerodeck MC1 1.6i LS/SR

D16W4[edit]

  • VTEC
  • Found in:
    • 1998–2001 Honda Civic Aerodeck MC1 1.6i VTEC/ES
      • Bore and Stroke: see D16 Series Engines
      • Displacement: see D16 Series Engines
      • Power : 126 hp (93 kW) at 6600 rpm
      • Valvetrain : SOHC (4 valves per cylinder)
      • Redline: 6800 rpm
      • Rev Limit: 7200 rpm
      • Piston Code: P2P
      • Fuel Control: OBD2-b
      • VTEC switchover: 5500 rpm
      • Torque: 106 lb·ft (144 N·m) at 5500 rpm
      • Compression: 9.6:1

D16W5[edit]

D16W7[edit]

  • VTEC-E
  • Found in:
    • 2005–2007 Honda Civic Vti-L/ Vti (Asia)
      • Bore and Stroke: see D16 Series Engines
      • Displacement: see D16 Series Engines
      • Compression: 10.9:1
      • Power: 115 hp (85.8 kW, 117 ps) at 5600 rpm
      • Torque: 112 lb·ft (15.5 kg/m, 152 Nm) at 4300 rpm
      • Valvetrain: SOHC, four valves per cylinder
      • Redline: 6100 rpm
      • Limit: 6200 rpm
      • Fuel Control: OBD-1 MPFI
      • ECU Code: PM12
    • Also found in 2001–2005 Honda Civic ES (Europe, Turkey, Singapore)
    • Same as above, except:
    • Power: 110 hp (82.0 kW, 81 kW) at 5600 rpm
    • Torque: 112 lb·ft (15.5 kg/m, 152 Nm) at 4300 rpm
    • Redline: 6100 rpm
    • Limit: 6200 rpm

D16W9[edit]

  • Found in :
    • 2001–2005 Honda Civic VTi (Philippines, Pakistan)
      • Bore and Stroke: see D16 Series Engines
      • Displacement: see D16 Series Engines
      • Power: 132 hp (96.2 kW, 134 ps) at 6600 rpm
      • Redline: 7200 rpm
      • Valvetrain: SOHC VTEC3 (4 valves per cylinder)
      • 1st VTEC Switchover: 2500 rpm
      • 2nd VTEC Switchover: 5500 rpm
      • Fuel Control: OBD2
      • Torque: 151 Nm (15.1 kgm) at 5500 rpm

D16Y1[edit]

  • Found in :
    • 1992–1995 Honda Civic VTi (AUS)
      • Bore and Stroke: see D16 Series Engines
      • Displacement: see D16 Series Engines
      • Compression: 9.3:1
      • Power: 129 hp (96 kW; 131 PS) at 6600 rpm
      • Torque: 107 lb·ft (14.8 kg/m, 145 Nm) at 5200 rpm
      • Redline: 7200 rpm
      • Valvetrain: SOHC VTEC (4 valves per cylinder)
      • VTEC Switchover: 5000 rpm
      • Fuel Control: OBD-1 MPFI
      • Head Code: P08
      • ECU Code: P28

D16Y2[edit]

  • Found in :
    • 1995–1997 Honda Civic MB1 SR
      • Bore and Stroke: see D16 Series Engines
      • Displacement: see D16 Series Engines
      • Compression: 9.5:1
      • Power: 126 hp (94 kW) at 6500 rpm
      • Torque: 106 lb·ft (14.8 kg/m, 144 Nm) at 5200 rpm
      • Valvetrain: SOHC VTEC (four valves per cylinder)
      • Cylinder Head: P08
      • VTEC Switchover: 5500 rpm
      • Fuel Control: OBD-1 MPFI
      • ECU Code: P1H
      • Transmission: S20

D16Y3[edit]

  • Found in :
    • 1995–1997 Honda Civic MB1 LS (UK/Europe)
    • 1996–1997 Rover 416 SLI Auto (UK/Europe)
      • Bore and Stroke: see D16 Series Engines
      • Displacement: see D16 Series Engines
      • Compression: 9.4:1
      • Power: 113 hp (83 kW) at 5600 rpm
      • Torque: 140 nm at 5100 rpm
      • Redline: 7200 rpm
      • Valvetrain: SOHC (four valves per cylinder)
      • Fuel Control: OBD-1 MPFI

The camshaft is the same as D16A6

D16Y4[edit]

  • Found in:
    • 1998–2000 Civic 1.6 iES (Turkey)
    • 1996–2000 Civic CXi, GL, GLi (New Zealand, Australia)
      • Bore and Stroke: see D16 Series Engines
      • Displacement: see D16 Series Engines
      • Compression: 9.4:1
      • Power: 120 hp (88.0 kW) at 6,400 rpm
      • Torque: 144 nm at 5,000 rpm
      • Redline: 6,800 rpm
      • Rev-limiter: 7,200 rpm
      • Fuel Control: OBD-2 MPFI
      • Head Code: P2A-2
      • ECU Code: P2K
      • Rod /Stroke Ratio: 1.52
      • Rod Length: 152 mm
      • Deck Height: 212

D16Y5[edit]

  • VTEC-E
  • Found in :
    • 1996–2000 Honda Civic HX
    • 1996 Honda Civic EX (sedan Peruvian version)
      • Bore and Stroke: see D16 Series Engines
      • Displacement: see D16 Series Engines
      • Rod Length: 137 mm
      • Rod/Stroke: 1.52
      • Compression: 9.4:1
      • Power: 115 hp (86 kW, 117 PS) at 5,600 rpm
      • Torque: 104 lb·ft (14.4 kg/m, 141 Nm) at 4,500 rpm
      • Valvetrain: SOHC VTEC-E (4 valves per cylinder)
      • Fuel Control: OBD-2 MPFI
      • Head Code: P2J
    • 1996–2000 Honda Civic VTI
      • Bore and Stroke: see D16 Series Engines
      • Displacement: see D16 Series Engines
      • Compression: ?:?
      • Power: 127 hp (94.7 kW, 129 ps) at 5,800 rpm
      • Torque: 111 lb·ft (? kg/m, ? Nm) at ??? rpm
      • Valvetrain: SOHC VTEC-E (4 valves per cylinder)
      • Fuel Control: OBD-2 MPFI
      • Head Code: P2J
      • ECU Code: P2N
      • Piston Code : P2MY

D16Y7[edit]

  • Found in:
    • 1996–2000 Honda Civic DX/VP/LX/CX
    • 1998–2000 Honda Civic Special Edition – SE/EX (Canada)
    • 1996–1997 Honda Del Sol S
    • 1996–1997 Honda Civic Coupé LSI
      • Bore and Stroke: see D16 Series Engines
      • Displacement: see D16 Series Engines
      • Compression: 9.4:1
      • Power: 106 hp (79.0 kW, 107 ps) at 6,200 rpm
      • Torque: 103 lb·ft (140 N.m) at 4,600 rpm
      • Redline: 6,800 rpm
      • Rev-limiter: 7,200 rpm
      • Valvetrain: SOHC (4 valves per cylinder)
      • Fuel Control: OBD2 MPFI
      • Head Code: P2A-2
      • Piston Code: P2E
      • ECU Code: P2E

D16Y8[edit]

1.6 litre 16-Valve, SOHC VTEC Also available in New Zealand under the code D16Y6

  • Found in:
    • 1996–1997 Honda Del Sol Si (US)
    • 1996–2000 Honda Civic EX (US, UK)
    • 1996-1998 Honda Civic Coupe (UK)
    • 1996–2000 Honda Civic Si (Canada)
    • 1997-2000 Acura 1.6 EL (Canada)
      • Bore and Stroke: see D16 Series Engines
      • Displacement: see D16 Series Engines
      • Redline: 6,800 rpm
      • Rev Limit: 7,200 rpm
      • ECU Code: P2P
      • Piston Code: P2P
      • Fuel Control: OBD2-b
      • VTEC switchover: 5,600 rpm
      • Power: 127 hp (95 kW) at 6,600 rpm
      • Torque: 107 lb·ft (145 N·m) at 5,500 rpm
      • Compression: 9.6:1
      • Deck Height: 8.347 inches
      • Rod Length: 5.394 inches
      • Curb weights:
        • 96-98 coupé (MT/AT): 1,116 or 1,132 kg (2,460 or 2,496 lb)
        • 99-00 coupé (MT/AT): 1,140 or 1,161 kg (2,513 or 2,560 lb)
        • 96-98 sedan (MT/AT): 1,142 or 1,165 kg (2,518 or 2,568 lb)
        • 99-00 sedan (MT/AT): 1,140 or 1,162 kg (2,513 or 2,562 lb)

D16Y9[edit]

equal to D16Y4 non VTEC

  • Found in:
    • 1996–2000 Honda Ballade/Civic in South Africa and Venezuela
      • Bore and Stroke: see D16 Series Engines
      • Displacement: see D16 Series Engines
      • Power: 79 kW (107.4 PS; 105.9 hp) at 5,900 rpm (AT: 110 hp (82.0 kW; 111.5 PS) at 5,500 rpm)
      • Torque: 108 lb·ft (14.9 kg/m, 146 Nm) at 4,000 rpm
      • Valvetrain: SOHC (4 valves per cylinder)
      • Fuel Control: OBD2A MPFI
      • Redline: 7,200 rpm
      • Rev-limiter: 7,411 rpm
      • Valvetrain: SOHC (4 valves per cylinder)
      • Head Code: P2A-9
      • Piston Code: P2K
      • ECU Code: P2K 2 connectors
    • The D16Y9 in South Africa has different power figures:
      • Power: 89 kW (119 hp) at 6,400 rpm
      • Torque: 146 Nm (108 lbf-ft) at 5,500 rpm
        • Information found in April 1998 CAR Magazine (SA)

D16Z5[edit]

(Basically the same engine as the D16A9, but now with a catalytic converter and lambda sensor)

  • Found in:
    • September 1989 – 1992 Honda CRX (European market)
      • Bore and Stroke: see D16 Series Engines
      • Displacement: see D16 Series Engines
      • Compression: 9.5:1
      • Power: 124 PS (91 kW; 122 hp) at 6,800 rpm[15]
      • Torque: 14.3 kg·m (140 N·m; 103 lb·ft) at 5,700 rpm[15]
      • Valvetrain: DOHC, four valves per cylinder
      • Cam Gear: 34 tooth
      • Fuel Control: OBD-0 PGM-FI
      • Head Code: P7
      • Piston Code: PM7
      • ECU Code: PM7
      • Clutch Kit: 210 mm disk

D16Z6[edit]

VTEC

  • Found in
    • 1992–1995 Honda Civic Si
    • 1992–1995 Honda Civic EX, EX-V
    • 1992–1995 Honda Civic ESi (European Market)
    • 1993–1995 Honda Del Sol Si (US)
    • 1993–1996 Honda Del Sol ESi (European)
      • Bore and Stroke: see D16 Series Engines
      • Displacement: see D16 Series Engines
      • Rod Length: 137 mm
      • Rod Ratio: 1.52~
      • Compression: 9.2:1
      • Power: 125 bhp (92 kW, 125 PS) at 6,600 rpm
      • Torque: 106 lb·ft (14.7 kg/m, 144 Nm) at 5,200 rpm
      • Volumetric Efficiency: 87.68%
      • Redline: 7,200 rpm
      • Fuel cut: over 7,400 rpm
      • VTEC switchover: 4,800 rpm
      • Fuel control: OBD-1 PGM-FI
      • Head code: P08
      • ECU code: P28

D16Z7[edit]

VTEC

  • Found in
    • 1996–2000 Honda Civic EX Coupé
      • Bore and Stroke: see D16 Series Engines
      • Displacement: see D16 Series Engines
      • Rod Length: 137 mm
      • Rod Ratio: 1.52~
      • Compression: 9.6:1
      • Power: 127 bhp at 6,600 rpm
      • Torque: 107 lb·ft at 5,500 rpm
      • Redline: 7,200 rpm

D16Z9[edit]

VTEC

  • Found in:
    • 1994–1995 Civic Coupé (EJ1) 1.6i ESi European
    • 1994–1995 Civic Sedan (EH5) 1.6i EX US
      • Bore and Stroke: see D16 Series Engines
      • Displacement: see D16 Series Engines
      • Compression: 9.3:1
      • Power: 130 hp (95.6 kW, 129,2 PS) at 6,600 rpm
      • Torque: 106 lbf (144 Nm) at 5,200 rpm
      • VTEC switchover: 4,800 rpm
      • Redline: 7,200 rpm
      • Fuel cut: 7,500 rpm
      • Valvetrain: SOHC VTEC (4 valves per cylinder)
      • Fuel control: OBD-1 MPFI
      • ECU code: P28
A Honda non-VTEC SOHC ZC 1.6 engine in a 1996 third generation (DC1) JDM Integra.

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.

SOHC ZC VTEC[edit]

VTEC

  • Found in
    • 1991–1993 Honda Civic Ferio EJ3 (JDM)
    • 1992–1995 Honda Civic EJ1 (JDM)
    • 1992–1995 Honda Domani MA4 (JDM)
      • Displacement : 1,590 cc (97 cu in)
      • Bore and Stroke : 75 mm × 90 mm (3.0 in × 3.5 in)
      • Rod Length : 137MM
      • Rod/Stroke : 1.52
      • Compression : 9.2:1
      • Power : 125 hp (95.6 kW, 130 ps) at 6,600 rpm
      • Torque : 107 lb·ft (14.8 kg/m, 145 Nm) at 5,200 rpm
      • Redline : 7,200 rpm
      • Fuel Cut : 7,300 rpm
      • VTEC Switchover : 5,500 rpm
      • Fuel Control : OBD-1 MPFI
      • ECU Code : P70 (Domani), P91 (Civic Coupé), P29

DOHC ZC[edit]

Non-VTEC

  • Found in (JDM)
    • 1984–1987 Honda Ballade CRX AS
    • 1984–1987 Honda Civic AT
    • 1985–1987 Honda Integra AV/DA1 (Lower trim packages equipped with Single Carburetor)
    • 1986–1991 Honda CRX EF7
    • 1992–1995 Honda Civic Eh2
      • Displacement : 1,590 cc
      • Bore and Stroke : 75 mm X 90 mm
      • 1984–1987 Compression : 9.3:1 1988–1989 Compression : 9.5: 1
      • Single Carburetor : 100 PS (73.5 kW) at 6,800 rpm; Torque : 92 lb·ft (12.8 kg/m, 126 Nm) at 5,500 rpm
      • 1984–1987 Power : 115 PS (85 kW) at 6,250 rpm; Torque : 99 lb·ft (13.7 kg/m, 134 Nm) at 5,500 rpm
      • 1988–1989 Power : 120 PS (88 kW) at 6,500 rpm; Torque : 103 lb·ft (14.0 kg/m, 137 Nm) at 5,500 rpm
      • 1988–1991 Power : 130 PS (96 kW) at 6,800 rpm; Torque : 106 lb·ft (14.7 kg/m, 144 Nm) at 5,700 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)

D17 series engines (1.7 liter)[edit]

D17A[edit]

  • VTEC
  • Found in:
    • 2001–2005 Honda Civic (Japan, Canada)
      • 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 4,900 rpm; 140 hp (96.9 kW, 140 PS) at 6,750 rpm
      • Torque : 160 N·m (118 lb·ft) at 4,800 rpm
      • Rev-limiter : 7,200 rpm
      • Valvetrain : SOHC (4 valves per cylinder)
      • Fuel Control : OBD-2 MPFI
      • VTEC Engage: 4200rpm

D17A1[edit]

  • Found in:
    • 2001–2005 Honda Civic DX/LX/VP
      • Displacement : 1,668 cc (101.8 cu in)
      • Bore and Stroke : 75 mm × 94.4 mm (2.95 in × 3.72 in)
      • Compression : 9.5:1
      • Power : 115 hp (85.8 kW, 117 ps) at 6,100 rpm
      • Torque : 110 lb·ft (15.2 kg/m, 149 Nm) at 4,500 rpm
      • RPM redline: 6,750 rpm
      • Rev-limiter : 7,200 rpm
      • Valvetrain : SOHC (4 valves per cylinder)
      • Fuel Control : OBD-2 MPFI

D17A2[edit]

  • VTEC
  • Found in:
    • 2001–2005 Honda Civic EX (US only)
    • 2001–2005 Honda Civic LX (Europe)
    • 2001–2005 Honda Civic Si (Canada only)
    • 2001–2005 Acura 1.7 EL (Canada only)
    • 2000–2007 Honda Stream 1.7 (Japan)
    • 2004-2007 Honda FR-V 1.7 (Europe)
      • Displacement: 1,668 cc (101.8 cu in)
      • Bore and Stroke: 75 mm × 94.4 mm (2.95 in × 3.72 in)
      • Rod Length: 137 mm
      • Rod/Stroke: 1.48
      • Compression: 9.9:1
      • Power (North America): 127 hp (95 kW; 129 PS) at 6,300 rpmJapan: 125 PS (92 kW; 123 hp) at 6,300 rpm[16]
      • Torque (North America): 114 lb·ft (15.8 kg/m, 154 Nm) at 4,800 rpm[17]Japan: 154 N·m (114 lb·ft) at 4,800 rpm[16]
      • RPM redline: 6,800 rpm
      • Rev-limiter: 7,200 rpm
      • Valvetrain: SOHC VTEC, four valves per cylinder
      • VTEC Switchover: 3,200 rpm
      • Fuel Control: OBD-2 MPFI

D17A5[edit]

  • VTEC-E
  • Found in:
    • 2001–2005 Honda Civic 170i VTEC (South Africa)
    • 2004 Honda Stream VTEC (Indonesia)
      • Displacement : 1,668 cc (101.8 cu in)
      • Bore and Stroke : 75 mm × 94.4 mm (2.95 in × 3.72 in)
      • Compression : 9.9:1
      • Power : 130 hp (97 kW; 132 PS) at 6,300 rpm
      • Torque : 155 N·m (114 lb·ft) at 4,800 rpm
      • Valvetrain : SOHC VTEC-E Lean Burn (4 valves per cylinder)
      • VTEC Switchover : 3,200 rpm
      • Fuel Control : OBD-2 MPFI

D17A6[edit]

  • VTEC-E
  • Found in:
    • 2001–2005 Honda Civic HX
      • Displacement : 1,668 cc (101.8 cu in)
      • Bore and Stroke : 75 mm × 94.4 mm (2.95 in × 3.72 in)
      • Compression : 9.9:1
      • Power : 117 hp (87 kW; 119 PS) at 6,100 rpm[18]
      • Torque : 111 lb·ft (150 N·m) at 4,500 rpm[18]
      • Valvetrain : SOHC VTEC-E Lean Burn (4 valves per cylinder)
      • VTEC Switchover : 2,300 rpm
      • Fuel Control : OBD-2 MPFI

D17A7[edit]

  • Found in:
    • 2001–2005 Honda Civic GX
    • Fuel CNG (Compressed Natural Gas)
      • Displacement : 1,668 cc (101.8 cu in)
      • Bore and Stroke : 75 mm × 94.4 mm (2.95 in × 3.72 in)
      • Compression : 12.5:1
      • Power : 100 hp (75 kW; 101 PS) at 6,100 rpm
      • Torque : 98 lb·ft (13.5 kg/m, 133 Nm) at 4,000 rpm
      • Valvetrain : SOHC (4 valves per cylinder)
      • Fuel Control : OBD-2 MPFI

D17A8[edit]

  • Found in:
    • 2001-2005 Honda Civic Coupé LS (Europe)
      • Displacement : 1,668 cc (101.8 cu in)
      • Bore and Stroke : 75 mm × 94.4 mm (2.95 in × 3.72 in)
      • Compression : 9.9:1[19]
      • Power : 85.8 kW (117 PS; 115 hp) at 6100 rpm[20]
      • Torque : 110 lb·ft (15.2 kg/m, 149 Nm) at 4500 rpm[20]
      • RPM redline : 6750 rpm
      • Rev-limiter : 7200 rpm
      • Valvetrain : SOHC (4 valves per cylinder)
      • Fuel Control : OBD-2 MPFI

D17A9[edit]

  • VTEC-E
  • Found in:
    • 2001–2005 Honda Civic Coupe ES (Europe)
      • Displacement : 1,668 cc (101.8 cu in)
      • Bore and Stroke : 75 mm × 94.4 mm (2.95 in × 3.72 in)
      • Rod Length : 140 mm
      • Rod/Stroke : 1.48
      • Compression : 9.9:1[19]
      • Power : 125 PS (92 kW; 123 hp) at 6,300 rpm[20]
      • Torque : 145 N·m (107 lb·ft) at 4,800 rpm[20]
      • RPM redline: 6,800 rpm
      • Rev-limiter: 7,200 rpm
      • Valvetrain: SOHC VTEC-E, four valves per cylinder
      • VTEC Switchover: 2,500 - 3,200 rpm
      • Fuel Control: OBD-2 MPFI

D17Z3[edit]

  • VTEC
  • Found in:
    • 2001–2006 Honda Civic EX (Brazil only)
    • 2005–2006 Honda Civic LXL (Brazil only)
      • Displacement: 1,668 cc (101.8 cu in)
      • Bore and Stroke: 75 mm × 94.4 mm (2.95 in × 3.72 in)
      • Rod Length: 140 mm
      • Rod/Stroke: 1.48
      • Compression: 9.9:1
      • Power: 130 hp (97 kW; 132 PS) at 6,300 rpm[16]
      • Torque: 114 lb·ft (15.8 kg/m, 154 Nm) at 4,800 rpm[17]Japan: 154 N·m (114 lb·ft) at 4,800 rpm[16]
      • RPM redline: 6,800 rpm
      • Rev-limiter: 7,000 rpm
      • Valvetrain: SOHC VTEC, four valves per cylinder
      • VTEC Switchover: 4,800 rpm
      • Fuel Control: OBD-2 MPFI

D17Z2[edit]

  • #SOHC
  • Found in:
    • 2001–2006 Honda Civic LX (Brazil only)
    • 2004 Honda Civic LXL (Brazil only)
      • Displacement: 1,668 cc (101.8 cu in)
      • Bore and Stroke: 75 mm × 94.4 mm (2.95 in × 3.72 in)
      • Rod Length: 140 mm
      • Rod/Stroke: 1.48
      • Compression: 9.9:1
      • Power: 115 hp (86 kW; 117 PS) at 6,300 rpm[16]
      • Torque: 114 lb·ft (15.8 kg/m, 154 Nm) at 4,800 rpm[17]Japan: 154 N·m (114 lb·ft) at 4,800 rpm[16]
      • RPM redline: 6,800 rpm
      • Rev-limiter: 7,000 rpm
      • Valvetrain: SOHC, four valves per cylinder
      • Fuel Control: OBD-2 MPFI

References[edit]

  • Büschi, Hans-Ulrich, ed. (6 March 1997). Automobil Revue 1997 (in German/French). 92. Berne, Switzerland: Hallwag AG. ISBN 3-444-10479-0. 
  1. ^ a b Büschi, Hans-Ulrich, ed. (10 March 1994). Automobil Revue 1994 (in German/French). 89. Berne, Switzerland: Hallwag AG. p. 296. ISBN 3-444-00584-9. 
  2. ^ a b Automobil Revue 1997, p. 291
  3. ^ a b Automobil Revue 1997, p. 292
  4. ^ Mastrostefano, Raffaele, ed. (1990). Quattroruote: Tutte le Auto del Mondo 1990 (in Italian). Milano: Editoriale Domus S.p.A. pp. 344, 351. 
  5. ^ Tutte le Auto del Mondo 1990, p. 353
  6. ^ a b c d e f Åhman, Michael, ed. (1999). Bilkatalogen 2000 (Swedish edition of German Auto Katalog) (in Swedish). Solna, Sweden: Auto Motor & Sport Sverige AB. pp. 202–203. 
  7. ^ a b Automobil Revue 1997, p. 293
  8. ^ "Honda Civic Ferio 1997: Modification Vi". Auto.vl.ru. Archived from the original on 2012-04-05. Retrieved 2011-11-30. 
  9. ^ a b "D15B1 (1.5 benzín Přímé vstřikování, OHC, 52 kW, 112 Nm) - Detail Motoru" (in Czech). Honda klub. 
  10. ^ Automobil Revue 1994, p. 295
  11. ^ Nötzli, Max, ed. (7 March 2002). Automobil Revue 2002 (in German/French). 97. Berne, Switzerland: Büchler Grafino AG. p. 302. ISBN 3-905386-02-X. 
  12. ^ "Engine Honda D16V1". FindPart.org. Archived from the original on 2013-09-21. 
  13. ^ a b Automobil Revue 2002, p. 299
  14. ^ Automobil Revue 2002, p. 309
  15. ^ a b Tutte le Auto del Mondo 1990, p. 352
  16. ^ a b c d e f Automobil Revue 2002, p. 300
  17. ^ a b c "2001 Honda Civic Sedan Specifications (News Release)". American Honda Motor Company. 2000-09-15. Retrieved 2012-01-30. 
  18. ^ a b "2001 Honda Civic Coupé Specifications (News Release)". American Honda Motor Company. 2000-09-15. Retrieved 2012-01-30. 
  19. ^ a b Honda Civic Coupe Owner's Manual
  20. ^ a b c d Honda Certificate of Conformity

External links[edit]

en.wikipedia.org

Honda Engines | Why Choose a Honda Engine?

There are many reasons to insist on genuine Honda engines. Reasons like less down time. Lower costs of ownership. Better performance. And a whole lot more:

Experience counts.

As the world’s largest engine manufacturer, Honda offers more engine experience than anyone. Experience born on racetracks and roadways around the globe. Experience that keeps us on the cutting edge of engine performance technology.

We’ve got a well-earned reputation for our engine quality and performance. When you choose a Honda engine, or a product powered by Honda, you know what you’re getting. An engine you can count on, now and in the future.

Superior performance.

Better fuel efficiency. Higher power output. Quieter performance. Easier to use. No matter how you define superior engine performance, Honda engines set the standard.

What’s our secret? Best in class engineering and technology. From our amazingly compact mini 4-stroke engines to the intelligent power of our iGX series, Honda engines are truly built like no other.

Learn more about Honda engine technology.

Superior reliability and quality. Guaranteed.

Honda sets the standard for reliable, hard-working engines. Our engines are built with high-quality components designed for optimum performance in the harshest environments.

But don’t just take our word for it. Honda stands behind our engines with an industry-leading three year commercial warranty on all GX engines, 100cc and larger.

Or ask a Honda engine owner. Next time you visit a rental center, see a landscape truck, or pass by a construction site, you’ll probably see a Honda GX engine-powered piece of equipment. Stop and ask them what they think of the Honda engine. Chances are they’ll tell you they wouldn’t use anything else.

Legendary easy starting

Honda engines are renowned for being easy to start, consistently. From our unique automatic mechanical decompression system to heavy duty recoil ropes to more advanced variable ignition timing, our engines are designed with quick, easy starts in mind.

Environmental focus

Honda is committed to producing one engine for use in all 50 states. Honda engines meet the new, more stringent CARB emission requirements, and will be ready for the future lower EPA and CARB standards as they are introduced.

In addition, Honda engines meet CARB exhaust emission requirements without the use of a catalytic converter.

Nationwide parts and service support

Honda understands the importance of getting you back to work quickly. Honda has a vast nationwide support network of over 14,000 dealers.

From parts to service, Honda engine dealers are there to assist you whenever and wherever you need it. Find a Honda engine dealer.

The superior choice for manufacturers

Hundreds of OEMs trust Honda to power their products for instant credibility. Learn more

Auto Choke System

Available as an option on GCV and GSV models

Honda’s Auto Choke System is available for use on GCV160 and GCV190 engines in fixed-throttle lawnmower applications. This user-friendly system is truly automatic, eliminating levers and cables.

The engine starts easily whether cold or hot and is ready to use immediately.

Once the engine is up and running, the Auto Choke automatically returns to an optimal operating position.

Automatic Mechanical Decompression System

All engines

Honda’s automatic mechanical decompression system is designed to give you quicker, easier starts.

This system, which is connected to the camshaft, reduces compression by opening the exhaust valve slightly when the engine is being started.  This reduces the amount of force needed to start the engine and improves starting performance.

The system disengages automatically after the engine starts to prevent any power loss during normal operation.

Belt-driven OHC design

Mini 4-Stroke Series

In addition to the milder operating noise of 4-Stroke engines in general, the Mini 4-Stroke’s belt-driven OHC design further reduces unpleasant mechanical noise.   Its lighter piston and other moving parts help keep vibration to a comfortable level.

Compact combustion chamber, overhead cam design, and uniblock construction

GC series, GS series

A truly innovative combination of a compact combustion chamber, overhead cam configuration and uniblock construction significantly reduces fuel and oil consumption as compared to conventional side-valve engines.

Honda’s simple design has made the GC and GS Series lighter and more compact than any engine in their class. Plus, simple construction has minimized the number of parts, making the engine more reliable and easier to operate.

Electronic Governor

iGX Series

The electronic governor minimizes governor droop.  This increases available power.

For most normal engines, available power is decreased when the engine is approaching wide open throttle.

The iGX’s advanced electronic governor eliminates this by electronically controlling the throttle to achieve a higher effective power output.

Full 360° "any-side-up" operation

Mini 4-Stroke Series

The innovative design of Honda’s Mini 4-Stroke engines allows them to be used and stored in any position for full 360° usability. Upright, sideways, even upside down – the Mini 4-Strokes will still run great.

An exclusive Honda rotary-slinger lubrication system keeps oil in a completely misted state and circulates it using pressure fluctuations generated by the movement of the piston.

Built-in passages effectively return the circulated oil to the oil reservoir from every part of the engine.  An oil return port positioned in the center of the reservoir prevents oil from accidentally flowing into the combustion chamber.

Approximately half the operating cost of comparable 2-stroke engines

Mini 4-Stroke Series

Efficient 4-Stroke technology not only offers superior fuel economy, it also requires no mixing of oil in the engine’s fuel supply.  This substantially reduces both oil consumption and the emission of unburned oil in the exhaust.

The results include better all-around environmental performance and operating costs that actually decrease the more the engine is used!

Hemispherical Combustion Chamber

V-twin Series

Honda’s hemispherical combustion chamber was inspired by our proven racing technology.  It offers the highest V-Twin compression ratio on the market.

The power is transmitted through forged-steel connecting rods and a forged-steel crankshaft, supported by a full-pressure lubrication system.

  • 9.3:1 compression ratio generates tremendous power.
  • Excellent combustion efficiency.
  • Allows a radial configuration to create high volumetric efficiency.
  • Places the spark plug near the center of the chamber for optimal flame travel.

This means increased engine efficiency and more power to your application.

High Capacity Oil Pump

V-Twin Series

The lubrication system uses a high capacity pump with discrete chambers.  This facilitates consistent oil delivery.

The high output oil pump offers numerous benefits:

  • Twice the capacity of the previous model
  • Redesigned pump cover and sealing system ensure engine reliability
  • Full pressure lubrication to the flywheel, PTO, and connecting-rod bearings

The result?

  • Reduced friction
  • Extended engine life
  • Less mechanical engine noise

Integrated Cylinder and Head

V-twin Series

The idea of integrating the cylinder & head into one unit is radical. Radically smart. It eliminates the head gasket, head bolts, and allows for more airflow and better cooling.

Speaking of cooling, improved cooling means better combustion management. Cooling is also improved by each of the lightweight aluminum pushrods being housed in a separate tube to achieve enhanced airflow.

When you put it all together (with fewer parts) you get an engine with reduced emissions and greater-than-ever durability.

Integrated ECU (electronic control unit) with a self-tuning regulator (STR) governor system

iGX Series

Honda iGX engines feature an integrated ECU (electronic control unit) with a self-tuning regulator (STR) governor system.

The innovative ECU monitors and controls engine functions including Throttle, Choke, Ignition Timing, and Oil Alert.  On some models, it also offers programmable governor and throttle modes for unprecedented flexibility.  A diagnostic LED helps with trouble shooting.  Stepper motors precisely control throttle and choke position.

This allows the engine to communicate with the machine it is powering.

  • Operation is automated
  • Control becomes surer, faster and easier.
  • Enables drive-by-wire remote control operation of the engine, regulating functions such as starting, throttle, ignition timing and diagnostics.
  • Engine speed can be programmed and varied based on the equipment application's load and speed requirement.
  • Easier for inexperienced users to operate
  • Easily maintained - Ideal for rental applications

Lifetime Timing Belt Design

GC series, GS series

Honda’s GC and GS engines use the world’s first small engine internal timing belt, designed to last the lifetime of the engine.

Small engine timing belts are usually external and are subject to wear caused by dirt.  Honda’s internal timing belt runs in oil, eliminating the need for conventional drive gears. 

This design:

  • Improves lubrication,
  • Reduces the weight of the engine, and
  • Provides quieter operation.

Oil Alert

GX series, V-twin series, iGX series

Honda’s Oil Alert system helps to prevent engine seizure due to a low oil condition.

The system consists of an oil level sensor inside the crankcase.  When the oil reaches a level that is too low for safe operation, the engine warns you or stops automatically. 

Variable Timing Digital CDI Ignition

GX240-390, V-Twin series, iGX series

Honda’s Variable Timing Digital CDI ignition allows optimal ignition timing based on engine speed. The result:

  • Excellent starting,
  • High power output,
  • Reduced fuel consumption, and
  • Outstanding emissions performance.

An engine rev limiter is also incorporated to prevent over-revving.

engines.honda.com


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