The Honda D series inline-four cylinder engine is used in a variety of compact models, most commonly the Honda Civic, CRX, Logo, Stream, and first-generation Integra. Engine displacement ranges between 1.2 and 1.7 liters. The D Series engine is either SOHC or DOHC, and might include VTEC variable valve lift. Power ranges from 66 PS in the Logo to 130 PS in the Civic Si. D-series production commenced in 1984 and ended in 2005. D-series engine technology culminated with production of the D15B 3-stage VTEC (D15Z7) which was available in markets outside of the United States. Earlier versions of this engine also used a single port fuel injection system Honda called PGM-CARB, signifying the carburetor was computer controlled.

D12 series engines (1.2 liter)

D12A

D12B1

D13 series engines (1.3 liter)

D13B1

D13B2

D13B4

91 PS at 6,300 rpm (Civic) 114 Nm at 4800 rpm (Civic)

D13B7

D13C

D14 series engines (1.4 liter)

D14A1

88 PS in the Concerto

D14A2

D14A3

D14A4

The D14A3 and D14A4 engines are identical, the difference is the addition of a small gasket under the throttle body in the D14A3 which restricts the air intake of the engine, lowering the power output. This was done in some European countries to suit local insurance categories.

D14A5

The D14A2 and D14A5 engines are identical, the difference is the addition of a small gasket under the throttle body in D14A5 which restricts the air intake of the engine, lowering the power output. This was done in some European countries to suit local insurance categories.

D14A7

D14A8

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

D14Z2

The D14Z1 and D14Z2 engines are identical, the difference is only one small gasket under the throttle body in D14Z1 which restricts the air intake of the engine, this happen in some European countries.

D14Z3

D14Z4

The D14Z3 and D14Z4 engines are identical, the difference is only one small gasket under the throttle body in D14Z3 which restricts the air intake of the engine, this happen in some European countries.

D14Z5

D14Z6

D15 series engines (1.5 liter)

D15A1

D15A2

D15A3

D15A4

D15A5

Found at: torquecars.com/honda/d15-tuning

D15B

D15B VTEC

D15B1

D15B2

90 PS at 6,000 rpm (Europe)

D15B3

D15B4

D15B5

D15B6

D15B7

D15B8

D15Y3

D15Y4

VTEC SOHC or non-VTEC

D15Z1

D15Z2

D15Z3

D15Z4

D15Z6

D15Z7

D15Z8

D16 series engines (1.6 liter)

D16A

D16A1

D16A3

D16A6

Also known as D16Z2.

D16A7

(Basically a D16A6 without the catalytic converter)

D16A8

D16A9

(Same as D16A8 but without a catalytic converter)

D16B2

D16B5

(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)

D16B6

Differences to the D16B7 (also in Accords) are unknown

D16V1

D16W1

D16W2

D16W3

D16W4

D16W5

D16W7

D16W9

3-stage VTEC

D16Y1

D16Y2

D16Y3

The camshaft is the same as D16A6

D16Y4

D16Y5

D16Y7

D16Y8

16-Valve, SOHC VTEC Also available in New Zealand and Pakistan under the code D16Y6

D16Y9

equal to D16Y4 non VTEC

D16Z5

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

D16Z6

VTEC

D16Z7

VTEC

D16Z9

VTEC

ZC

A few D-series**** variants**** are labelled**** **** (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

VTEC

DOHC ZC

Non-VTEC Euro Mk1 ('85-'87) 1.6 CRX's are fitted with an engine designated "ZC1" which is a higher spec 125 PS version of the D16A1. These were later replaced by the D16A8 or B16A, depending on the specs. 1st Gen ZC Identified by: External coil, small distributor, dual butterfly TB, cam cover bolts on top, brown/gold cam cover. Large cam pulleys. +3cc PG6B pistons, non-pent roof combustion chamber. As a ZC it appeared in JDM AV Integra Si and JDM E-AT Civic/CR-X Si. Commonly produced at the time but now over twenty years old and getting harder to find. D-series version is called D16A1, 1986–1987. 2nd Gen ZC (rarest) Identified by: Internal coil, large distributor, single butterfly TB mounted on slight angle forward, bolts on top of cam cover, black cam cover, large cam pulleys. +7cc PM7 pistons, 43 cc Pent roof combustion chamber. As a ZC appeared in JDM facelift AV bodied Integra Si did not appear in Civic or CR-X, rarest ZC only produced for less than one year. D-series version D16A1 '88-'89 (sometimes +7cc P29 pistons) 3rd Gen ZC Identified by: Internal coil, large distributor, single butterfly TB. Black cam cover. Cam cover bolts on the sides. Small cam pulleys. Inlet Manifold stamped PM7. +7cc PM7 pistons, 43 cc Pent roof combustion chamber. As a "ZC" this appeared in the JDM EF3 Civic and EF7 CR-X, and also in the JDM Honda Quint Integra GSi (DA1 chassis). This is the most commonly produced ZC, manufactured in Japan from end of '87 through to early '91 D-series version D16A8/9 (Euro Civic Si) (sometimes +7cc P29 pistons) 4th Gen ZC Identified by: Internal coil. OBD1 EFi system (grey plug). No cam angle sensor on exhaust cam, now located in distributor. Rubber plug where cam angle sensor would mount. Black cam cover. No PGM-EFi plate on the inlet manifold, replaced with three ribs instead. P29 stamped on inlet manifold. MAP sensor on TB. +7cc PM7 pistons, pent roof combustion chamber. As a ZC only appeared in EG5 Civic bodies, no Integra or CRX received this engine. Reasonably common produced from '92 to '94. (20th Anniversary edition & Japanese car of the year) D-series version D16A8/9 (Euro & Australia Civic Si) (sometimes +7cc P29 pistons) Hond

D17 series engines (1.7 liter)

D17A

ECU 37820 PLR J01-13 (manual transmission) VTEC Switchover: 3900rpm (manual transmission)

D17A1

D17A2

D17A5

D17A6

D17A7

D17A8

D17A9

D17Z3

Japan: 154 Nm at 4,800 rpm

D17Z2

Japan: 154 Nm at 4,800 rpm