Honda D16A engine (D16Y, D16Z)

1. Specifications
2. Overview, problems
3. Performance tuning

Honda D16A/D16Y/D16Z engine specs

Honda D16A (D16Y, D16Z) engine reliability, problems and repair

2 years after the start of Honda D-series production, it was decided to add another engine with more displacement, which was named D16A. This engine was created on the base of the 1.5-liter aluminum D15A cylinder block, but the engineers increased its deck height to 212 mm. Then they installed a 90 mm stroke crankshaft, 137 mm long connecting rods, 75 mm pistons with the height of 30 mm (D16A1). Due to increased piston stroke, they managed to get the displacement of 1.6 liters.
A 16-valve DOHC head was installed on top of this cylinder block. The intake valve diameter was 30 mm, exhaust valves diameter was 27 mm, valve stem diameter was 6.5 mm.
In 1988, camshafts were replaced with more dynamic ones, the compression ratio increased to 9.5; all this provided extra 5 HP.
The camshafts are rotated by the timing belt to be replaced after every 60,000 miles of mileage. You should also remember about the need to adjust valves after every 24,000 miles.
The size of D16A1 throttle body is 55 mm.
A programmed fuel injection system was used in these engines.
Honda D16 firing order was 1-3-4-2. The size of OEM fuel injectors was 240 cc.
Along with D16, D-series also included D12, D13, D14, D15, D17, and ZC engines.
In the end, this engine was replaced by the 1.8-liter R18A engine.

Honda D16A (D16Y, D16Z) engine modifications and differences

1. D16A1 was the first version described above.
2. D16A3 was an analog to the 1988 D16A1 for Australian Acura Integra.
3. D16A6 featured a 16-valve SOHC head. Specifications of its camshafts are as follows: duration 222/224 deg, lift 8.46/9.2 mm. The compression ratio decreased to 9.1, the size of the intake valves was reduced to 29 mm, and of exhaust valves – to 25 mm, the valve stem was thinner and its diameter was 5.5 mm. The power was 110 HP @ 5,600 rpm, and the torque was 136 Nm @ 4,800 rpm.
4. D16A7 was an analog to D16A6, but without a catalytic converter. Its power increased to 119 HP @ 5,900 rpm, and the torque was 136 Nm @ 4,800 rpm.
5. D16A8 was the version with a 16-valve DOHC head, the compression ratio increased to 9.5. This engine reached 122 HP @ 6,800 rpm, and the torque was 146 Nm @ 5,900 rpm.
6. D16A9 was an analog to D16A8, but without a catalytic converter. The power was 130 HP @ 6,800 rpm, and the torque was 143 Nm @ 5,700 rpm.
7. D16B2 was an engine with a new 16-valve SOHC head. The compression ratio was 9.6, the power was 115 HP @ 6,300 rpm, and the torque was 143 Nm @ 4,800 rpm.
8. D16B5 was an engine to operate on LNG. A 16-valve SOHC VTEC-E head was used in it, along with new pistons, and the compression ratio increased to 12.5.
9. D16B6 was an analogue to D16B2 for Honda Accord.
10. D16V1 was an engine for the European Honda Civic. It uses a SOHC VTEC-E head and the compression ratio increased to 9.4. The power was 110 HP @ 5,600 rpm, and the torque was 152 Nm @ 4,200 rpm.
11. D16W1 was an engine for Honda H-RV, with a 16 valve SOHC head and the compression ratio of 9.6. The power was 105 HP @ 6,200 rpm, and the torque was 135 Nm @ 3,400 rpm.
12. D16W3 was an analogue to D16W1 for Honda Civic Aerodeck.
13. D16W4 was an analogue to D16W3 with a VTEC system.
14. D16W5 was an analogue to D16W1 with VTEC-E.
15. D16W7 was an analogue to D16W5 for Civic VTi for the Asian market. The compression ratio increased to 10.9, its power was 117 HP @ 5,600 rpm, and the torque was 152 Nm @ 4,300 rpm.
16. D16W9 was an analog to D16W7 with a 3-Stage VTEC system.
17. D16Y1 was an analog to JDM D16A for Australia.
18. D16Y2 was an analogue to D16Y1 with another ECU for the European Civic.
19. D16Y3 was an analogue to D16Y2 with a D16A6 cam and a new ECU, the compression ratio was 9.4.
20. D16Y4 was an analogue to D16Y3, but with a different camshaft. Its power increased to 120 HP @ 6,400 rpm, and the torque was 144 Nm @ 5,000 rpm.
21. D16Y5 was a version with a D15Z6 head equipped with a VTEC-E system. Intake valves are 30 mm, exhaust valves are 26 mm.
22. D16Y6 was an analogue to D16W4 for New Zealand.
23. D16Y7 was an analogue to D16Y4, intake valves were 30mm, exhaust valves were 26 mm, and the throttle body size was 56 mm. The power was 107 HP @ 6,200 rpm, and the torque was 140 Nm @ 4,600 rpm.
24. D16Y8 was an analogue to D16W4 for North America. The throttle body size was 56 mm.
25. D16Y9 was an analogue to D16Y4 for South Africa and Venezuela.
26. D16Z5 was an analogue to D16A9 with a catalytic converter.
27. D16Z6 was an analogue to D16Y1 for Europe and North America. The throttle body size was 56 mm.
28. D16Z7 was an analogue to D16Z6 for Civic EX Coupe.
29. D16Z9 was a D16Y1 version for Civic Coupe and USDM Civic EX.
30. D16A was an engine for Japan. It used a 16-valve SOHC head, its power was 120 HP @ 6,400 rpm, and the torque was 144 Nm @ 5,000 rpm.

Honda D16 engine problems and malfunctions

This is a very close relative of the D15B engine, they have the same problems like oil leaking, problems with the revs, misfiring, etc. These engines are highly reliable and has the service life of about 200,000+ miles of mileage. You can learn more about problems of D16 engines HERE.

Honda D16 engine tuning

Tuning guide

It is possible to build a dynamic naturally aspirated D16, but you will need some aftermarket parts. Buy a cold air intake system, a Skunk2 70 mm throttle body, a Skunk2 intake manifold, H22 fuel injectors, an AEM fuel rail, an AEM fuel pressure regulator, a Walbro 190 lph fuel pump, a wide band O2 sensor, NGK spark plugs, a 4-2-1 header, a 2.5″ exhaust system, and a Hondata ECU.
You will need head porting, replace your camshaft with a Crower Stage 2 camshaft (or similar), and buy a Bisimoto adjustable cam gear. You will also need Brian Crower valves, valve springs and retainers. Replace standard pistons with high compression, such as P29 pistons (ZC). Buy ACL bearings, ARP head studs, ARP rod bolts, and a Bisimoto flywheel.
You should set tune the engine to make these performance parts work correctly, then you can get about 180 HP at the flywheel. You can go further with ITB, a more dynamic camshaft and other mods, and get 200 HP.

Turbo

Building a cheap turbo project on the basis of stock internals is not a good idea, you will safely get up to 200 whp, but it is not worth trying going further. A good idea would be replacing the standard pistons and connecting rods with Vitara (or Wiseco) pistons and Eagle H-beam rods. You will have to buy ACL main and rod bearings, a performance oil pump, a block guard, ARP head studs, a Walbro 255 fuel pump, an AEM fuel rail, 630 cc fuel injectors, a fuel pressure regulator, and a Mishimoto aluminum radiator.
Buy from eBay a Chinese turbo kit based on T3T04e, and get 250 WHP. You can do it yourself using a TD04 turbocharger. For this purpose, you will need a turbo manifold, an intercooler, a piping kit, a wastegate, a blowoff valve, a 2.5″ exhaust system, a wideband O2 sensor, a boost controller, and a Hondata ECU.
You have a naturally aspirated engine, so install the oil feed and oil return lines for the turbocharger.
These upgrades will let you get 250+ HP; this TD04 can’t reach more power. Still want 300 WHP? Then replace the TD04 with TD05 (or a larger turbocharger), do head porting, buy a Golden Eagle intake manifold, Supertech valve springs & retainers.

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