The 1.6-liter Honda D16A engine was assembled at the concern’s enterprises from 1986 to 1995 and was installed on a number of such popular company models as the Civic, Integra or Concerto. The D16A motor existed in many versions, but they are divided into two groups: with SOHC and DOHC cylinder heads.
The engine was installed on:
- Honda Civic 4 (EF) in 1987 – 1991;
- Honda Civic 5 (EG) in 1991 – 1996;
- Honda CR-X 1 (EC) in 1986 – 1987;
- Honda CR-X 2 (EF) in 1987 – 1991;
- Honda Concerto 1 (MA) in 1988 – 1994;
- Honda Integra 1 (DA) in 1986 – 1989;
- Rover 200 II (XW) in 1989 – 1995;
- Rover 400 I (XW) in 1990 – 1995.
|Power output, hp||110 – 120 (PGM-Fi SOHC: D16A6, D16A7)
115 – 130 (PGM-Fi DOHC: D16A1, D16A3, D16A8, D16A9)
|Torque output, Nm||135 – 145|
|Cylinder block||aluminum R4|
|Block head||aluminum 16v|
|Cylinder bore, mm||75|
|Piston stroke, mm||90|
|Compression ratio||9.1 – 9.6 (PGM-Fi SOHC: D16A6, D16A7)
9.3 – 9.5 (PGM-Fi DOHC: D16A1, D16A3, D16A8, D16A9)
|Features||SOHC (PGM-Fi SOHC: D16A6, D16A7)
DOHC (PGM-Fi DOHC: D16A1, D16A3, D16A8, D16A9)
|Recommended engine oil||5W-30|
|Engine oil capacity, liter||3.6|
|Euro standards||EURO 2/3|
|Fuel consumption, L/100 km (for Honda Civic 1993)
|Engine lifespan, km||~300 000|
Disadvantages of the Honda D16A engine
- The power units of this series are reliable, but prone to oil consumption after 150,000 km;
- Most motor problems are associated with a capricious distributor and a lambda probe;
- Quite often, the crankshaft pulley breaks here or the exhaust manifold cracks;
- The timing belt needs to be replaced every 90,000 km, and when it breaks, the valve always bends;
- Engine speed floats due to contamination of the throttle and idle valve.
Honda D16 engine modifications
- D16A1 – the first engine, a DOHC twin-shaft head with 16 valves, inlet valves 30 mm, exhaust 27 mm, compression ratio 9.3, power 115 hp. Since 88, the pistons have been replaced, the compression ratio has risen to 9.5, the power has increased to 120 hp. Production began in 1986 and motors were installed on Acura Integra for the US market. In 1989, the release was discontinued.
- D16A3 is an analogue of D16A1 for Australian Acura Integra.
- D16A6 – 16 valve engine with one shaft SOHC, phase 222/224, inlet valve 29 mm, exhaust 25 mm, compression ratio 9.1, injectors 235 cc, power 107-110 hp. Production: 1988-1996.
- D16A7 – analogue of D16A6 without a catalyst, compression ratio 9.6, power 119 hp. Production: 1988-1995.
- D16A8 – 16V DOHC, compression ratio 9.5, power 120 hp. Production: 1988-1997.
- D16A9 – analogue of D16A8 without a catalyst, 126-130 hp. Production: 1988-1995.
- D16B2 – 16 valve engine with SOHC single shaft head, compression ratio 9.4, injectors 190 cc, power 115 hp. Production: 1997-2001.
- D16B5 – 16 valve SOHC, compression ratio 12.5, variable valve timing system VTEC-E, power 106 hp. Produced from 1988 to 1996.
- D16B6 – 16V SOHC, compression ratio 9.6, power 114 hp. Released in 1999.
- D16V1 – engine for European Civics, 16 valves with one camshaft, VTEC-E, compression ratio 10.4, power 109 hp. Production: 1999-2005.
- D16W1 – 16V SOHC, compression ratio 9.6, power 103 hp. Production: 1999-2006. Installed on a Honda HRV.
- D16W3 – 16V SOHC, compression ratio 10.4, engine power 116 hp. Production: 1998-2001.
- D16W4 – 16V SOHC, VTEC, compression ratio 9.6, injectors 190 cc, power 125 hp. Production: 1998-2001.
- D16W5 – analogue of D16W4 with VTEC-E, power 124 hp. Produced from 2000 to 2006, for Honda HRV.
- D16W7 – single-shaft head, VTEC-E, compression ratio 10.9, power 115 hp. Production: 2001-2007.
- D16W9 – 3-Stage SOHC VTEC, 130 hp. Years of production: 2001-2005.
- D16Y1 – SOHC VTEC, compression ratio 9.3, power 131 hp. Production from 1992 to 1995.
- D16Y3 – single shaft with camshaft from D16A6, degree 9.4, power 113 hp. Produced from 1995 to 1997.
- D16Y4 – analogue of D15Y3 with a different camshaft, power 120 hp. Produced from 1996 to 2000.
- D16Y5 – analogue of D16Y3 with VTEC-E, intake valves 30 mm, exhaust 26 mm, injectors 190 cc, power 115 hp. The VTi version developed 127 hp. Production: 1996-2000.
- D16Y7 – analogue of D16Y3 with a different shaft, intake valves 30 mm, exhaust 26 mm, nozzles 180 cc, power 107 hp. Production: 1996-2000.
- D16Y8 (D16Y6) – SOHC VTEC, shaft phase 246/230, intake valves 30 mm, exhaust 26 mm, modified pistons, compression ratio 9.6, nozzles 240 cc, power 127 hp. Production: 1996-2000.
- D16Y9 – analogue of D16Y4 with a different camshaft, power 107-111 hp. Production: 1996-2000.
- D16Z5 – analogue of D16A9 with a catalyst, power 124 hp. Production: 1989-1992.
- D16Z6 – SOHC VTEC, inlet valves 30 mm, exhaust 26 mm, shaft phase 244/228, compression ratio 9.2, nozzles 235 cc, power 125 hp. Production: 1992-1996.
- D16Z7 – analogue of D16Z6 with a compression ratio of 9.6, power 127 hp. Produced from 1996 to 2000.
- D16Z9 – SOHC VTEC, compression ratio 9.3, power 130 hp. Production: 1994-1995.
- SOHC ZC – VTEC, compression ratio 9.2, power 130 hp. Produced from 1991 to 1995.
- DOHC ZC – twin-shaft cylinder head, compression ratio 9.3, in 1988 they replaced the piston, the degree increased to 9.5, power 100 hp on the carburetor, 115-130 hp on the injection options. Produced from 1984 to 1995.
This engine is a compact high power unit with an aluminum cylinder block, single camshaft and VTEC. The threshold speed is 7000 rpm, and VTEC turns on when it reaches 5500 rpm. The timing is driven by a belt, which must be replaced every 100,000 km, there are no hydraulic lifters.
It was the D16A that became the prototype of all subsequent Honda engines in this family, which, while maintaining dimensional and volumetric characteristics, received a significant increase in power over time.
Of the most discussed problems among owners is the vibration of the engine at idle, which disappears at 3000-4000 rpm. Over time, engine mounts wear out.
Flushing the nozzles will also help to remove the effect of engine vibration in excess of the norm, however, each time it is not worth resorting to chemicals for pouring directly into the tank – it is better to periodically clean the fuel distributor at the service station with the necessary equipment.
Like many engines, especially injection engines, the D16A is sensitive to fuel quality.
D16A Engine Repair Parts List
|Full name of the part||Part code|
|Piston without rings Honda D16A d75.0 STD (13101-PM7-000) Teikin||38606 STD|
|Piston without rings Honda D16A d75.0+0.50 (13101-PM7-000) Teikin||38606 0.50|
|Piston rings Honda D16 d75.0 STD 1.2-1.5-4.0 (13011-PM0-B02) 4 cylinders TP||32375-STD|
|Piston rings set for 4 cylinders 1.2×1.5×2.8||RS-35050|
|Head bolts Honda Civic 16V M10x1.25×140 (set 10 things) Elring||706.120|
|Inlet valve Honda B16A 5.5x33x102.3 (14711-PR3-000) Rocky||HMA1450|
|Inlet valve Honda D12-D16 5.5x29x115 (14711-PM3-000) Rocky||HMA1000|
|Inlet valve Honda D16A/D16Z5/ZC1 6.6x30x105.4 (14711-PG6-000) Rocky||HMA990|
|Exhaust valve Honda B16A/B17A/B18/D15B/D16Y/D16Z 5.5x28x102.5 (14721-PR3-000) Rocky||HMB1450|
|Exhaust valve Honda D13/15/16 5.5x25x118.8 UM||16-VX173|
|Valve guide bush||VAG92397|
|Valve guide bush||VAG96221|
|Valve cap inlet Honda color code “white” (12210-P45-G01) Elring||130.560|
|Oil scraper cap||130.860|
|Valve stem seals (130.860+130.560)||084.300|
|Basic liners Honda B16A Taiho||M461H-STD|
|Basic liners Honda B18/B20 Taiho||M458H-STD|
|Basic liners||MS-2208GP STD|
|Connecting rod bushings Honda Civic D16 86-, ZC 84- NDC||CB-2208GP STD|
|Connecting rod bushings Honda D16 Taiho||R460H-STD|
|Semi-rings persistent Honda B20A Taiho||T458A-STD|
|Semi-rings persistent||TW-2208GP STD|
|Oil filter h=103.0 Honda KS Original /10||50 013 146|
|Fuel filter Honda Accord 1.8i-2.2i 16V, Civic 1.5i-1.8i 16V KS||50 013 824|
|V-ribbed belt||4 PK 875|
|Hydraulic compensator Fiat 16V (4 641 3078) AE||FOL106|
|Upper gasket set||50001527|
|Water pump||50 005 084|
|Piston without rings Honda D16A6 d75.0 STD (13101-PM6-000) Teikin||38173 STD|
|Complete gasket set||50001716|
|Upper gasket set||50001530|