Honda D17A engine specifications
| Parameter | Value |
|---|---|
| Manufacturing | Honda Motor Company |
| Engine make | D17 |
| Years of manufacture | 2000-2007 |
| Cylinder block material | aluminum |
| Power system | injector |
| Type | row |
| Number of cylinders | 4 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 94.4 |
| Cylinder diameter, mm | 75 |
| Compression ratio | 9.5, 9.9, 12.5 |
| Engine displacement, cc | 1668 |
| Engine power, hp/rpm | 101/6100, 117/6100, 119/6100, 125/6300, 130/6300, 132/6300 |
| Torque, Nm/rpm | 133/4000, 149/4500, 150/4500, 145/4800, 154/4800, 160/4800 |
| Fuel | 95 |
| Environmental regulations | – |
| Engine weight, kg | – |
| Fuel consumption, l/100 km | city: 8.3, highway: 5.5, mixed: 6.8 |
| Oil consumption, gr./1000 km | to 1000 |
| Engine oil | 0W-30, 0W-40, 5W-30, 5W-40, 5W-50, 10W-30, 10W-40, 15W-40, 15W-50 |
| How much oil in the engine, liters | 3.5 |
| Oil change is carried out, km | 10000 (better 5000) |
| The operating temperature of the engine, deg. | – |
| Engine life, thousand kilometers | Factory data: -, in practice: 250+ |
| Tuning | potential: 200+, without loss of resource: – |
| Motor installed | Honda Civic, Honda Stream, Honda FR-V, Acura EL |
Honda D17A engine troubleshooting and repair
In 2000, the D17A engine appeared, which was the largest in the D series, which also includes the D12, D13, D14, D15 and D16. Despite the increase in displacement, this engine is 8% lighter than the D16. The D17 cylinder block is reinforced, but is the same height as the D16 – 212 mm. Inside the block is installed crankshaft with a stroke of 94.4 mm, pistons of new design, their compression height of 30 mm, and the length of connecting rods 137 mm. Thanks to these improvements, the working volume has increased to 1.7 liters.
A single-valve SOHC 16-valve cylinder head with revised intake ducts and modified combustion chambers was installed over the block.
The intake manifold was also replaced with a new plastic manifold optimized for mid-rpm. A new exhaust manifold has been fitted to the D17A, and a new catalytic converter has been used to improve environmental friendliness.
The timing is driven by a belt that is narrower than on the D16A. The D17A timing belt should be replaced after 100000 km. If it breaks, the valves may be damaged, but there are cases when everything ends safely.
Adjustment of valves on D17A is required every 40 thousand kilometers. Valve clearances in cold condition: for inlet valves 0.18 – 0.22 mm, for exhaust valves 0.23 – 0.27 mm.
D17 was produced until 2007, after which it was replaced by the more modern R18A.
Modifications of the Honda D17 engine
- D17A – Japanese modification with a compression ratio of 9.9 and with VTEC system. Power is 132 hp at 6300 rpm, torque 160 Nm at 4800 rpm. It was installed in Honda Civic 7.
- D17A1 – motor without VTEC, compression ratio 9.5, power 117 hp at 6100 rpm, torque 149 Nm at 4500 rpm. Used in the Civic.
- D17A2 – model for North America, equipped with VTEC system, compression ratio 9.9, and power 129 hp at 6300 rpm, torque 154 Nm at 4800 rpm. Found on the Civic, Stream, FR-V and Acura EL.
- D17A5 – VTEC motor. Unlike the D17A2, it uses a different catalytic converter. Power is 132 hp at 6300 rpm, torque is 155 Nm at 4800 rpm. Worth on Honda Civic and Stream.
- D17A6 – engine with VTEC-E system, focused on fuel economy. Compression ratio 9.9, power 119 hp at 6100 rpm, torque 150 Nm at 4500 rpm. Found on the Civic coupe.
- D17A7 is a gas-powered motor. It differs in intake and exhaust valves, connecting rods, compression ratio 12.5. Power 101 hp at 6100 rpm, torque 133 Nm at 4000 rpm. It was installed on Honda Civic GX.
- D17A8 – without VTEC, catalytic converter as on D17A9, compression ratio 9.9, power 117 hp at 6100 rpm, torque 149 Nm at 4500 rpm. It was used in the European Civic.
- D17A9 – European D17A2, power 125 hp at 6300 rpm, torque 145 Nm at 4800 rpm.
- D17Z2 – D17A1 analog for Brazil.
- D17Z3 – analog of D17A for Brazil.
Honda D17A engine problems and disadvantages
This engine does not have any significant disadvantages, and all its problems are related to its age and wear. Among the disadvantages, it is worth noting the difficulty in starting in severe frosts (-20 ° C and below). In such conditions, the capacitors in the control unit can freeze, and until the unit is warmed up, the car may not start immediately. Sometimes replacing the capacitors with new ones helps to completely eliminate this problem.
The cylinder-head gasket may also be leaking, after which it is also recommended to replace the oil rings, gaskets, and other parts. Grinding of the block head may also be required.
In general, it is important to monitor the condition of the engine, regularly and qualitatively carry out its maintenance, then it will work without problems.
Honda D17 engine tuning
D17A Atmospheric
The most sensible tuning option for the D17A would be to either swap it for a K20A or swap it for a more powerful car. Any major performance improvements will generally cost more than an engine swap. However, if you want to increase the power of this particular motor, you’ll need a cold intake, an enlarged throttle (or modified factory one), a Crower Stage 2 camshaft with appropriate springs and pinion, a 63mm exhaust, a 4-2-1 manifold, and a Hondata. It is also useful to install an intake manifold from a D16Y8 and do head porting. These modifications will achieve over 150hp, but the cost will be significant.
D17B Turbo
Instead of costly atmospheric tuning, you can consider another expensive option – the purchase of a turbokit or its independent assembly on the basis of a Garrett T25 turbine or similar. To such a kit usually add a cold intake and exhaust system with a diameter of 63 mm. It is not recommended to greatly increase the power of the stock engine, limiting it to around 200 hp at normal tuning to ensure safety. Further increases in power will require lowering the compression ratio, installing forged parts and even more expense.
ENGINE RATING: 4.