Honda D engine

The D Series engine is either SOHC or DOHC, and might include VTEC variable valve lift.

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.

The main differences are pistons, rods, camshaft, head gasket, intake manifold, and exhaust manifolds which are PDN rather than P2M) Differences to the D16B7 (also in Accords) are unknown 3-stage VTEC The camshaft is the same as D16A6 16-Valve, SOHC VTEC Also available in New Zealand and Pakistan under the code D16Y6 equal to D16Y4 non VTEC (Basically the same engine as the D16A9, but now with a catalytic converter and lambda sensor)

A few D-series variants are labelled (Japanese: Honda ZC engine) (usually JDM), but they are not truly a different series.

The non-VTEC SOHC ZC is similar to the D16A6 ('91–'96) and D16Y4 ('96–2000) engine, but with more aggressive cam timing.

Non-VTEC 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.

D-series version D16A1 '88-'89 (sometimes +7cc P29 pistons) 3rd Gen ZC Identified by: Internal coil, large distributor, single butterfly TB.

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.

As a ZC only appeared in EG5 Civic bodies, no Integra or CRX received this engine.

(20th Anniversary edition & Japanese car of the year) D-series version D16A8/9 (Euro & Australia Civic Si) (sometimes +7cc P29 pistons) Hond ECU 37820 PLR J01-13 (manual transmission) VTEC Switchover: 3900 rpm (manual transmission)