Honda D17A engine
|Manufacturer||Honda Motor Company
|Also called||Honda D17
|Cylinder block alloy||Aluminum|
4 valves per cylinder
|Piston stroke, mm (inch)||94.4 (3.72)|
|Cylinder bore, mm (inch)||75 (2.95)|
|Displacement||1668 cc (101.8 cu in)
|Power output||75 kW (101 HP) at 6,100 rpm
86 kW (117 HP) at 6,100 rpm
87 kW (119 HP) at 6,100 rpm
92 kW (125 HP) at 6,300 rpm
96 kW (130 HP) at 6,300 rpm
97 kW (132 HP) at 6,300 rpm
|Torque output||133 Nm (98 lb·ft) at 4,000 rpm
149 Nm (110 lb·ft) at 4,500 rpm
150 Nm (111 lb·ft) at 4,500 rpm
145 Nm (107 lb·ft) at 4,800 rpm
154 Nm (114 lb·ft) at 4,800 rpm
160 Nm (118 lb·ft) at 4,800 rpm
|HP per liter||60
|Weight, kg (lbs)||–
|Fuel consumption, L/100 km (mpg)
|Turbocharger|| Naturally aspirated
|Oil consumption , L/1000 km
(qt. per miles)
|up to 1.0
(1 qt. per 600 miles)
|Recommended engine oil||0W-30
|Engine oil capacity, L (qt.)||3.5 (3.7)
|Oil change interval, km (miles)||5,000-10,000
|Normal engine operating temperature, °C (F)||–|
|Engine lifespan, km (miles)
-No life span loss
|The engine is installed in||Honda Civic
In 2000 new engine D17A was launched that became the largest in Honda D series. This engine was lighter than D16 by 8%, despite the increased displacement. Engineers reinforced the D17 cylinder block, while his height remained unchanged at 212 mm. Inside the cylinder block, they installed a 94.4 mm stroke crankshaft, new pistons with 30 mm compression height and 137 mm long connecting rods. All this provided extra 100 cc, which increased the displacement to 1.7 liters.
The cylinder block was covered by a 16-valve SOHC head, but with modified intake ports and improved combustion chambers. The size of intake valves was 30 mm, of exhaust valves – 26 mm, valve stem diameter was 5.5 mm.
A timing belt was used here, which was slightly narrower than the timing belt in D16. It should be replaced after 60,000 miles, and if it breaks, valve will be bent. Sometimes there are cases when this does not happen.
In D17A, valves are to be adjusted after every 24,000 miles of mileage. The valve clearances for the cold engine are 0.18-0.22 mm for intake valves, and 0.23-0.27 mm for exhaust valves.
In designing the D17A engine, the intake manifold was replaced with a plastic one, which is good for mid range torque. A new exhaust manifold with a catalytic converter was used here, which allowed to improve environmental emissions.
The D17A firing order was 1-3-4-2. The size of the stock fuel injectors was 240 cc.
This engine belonged to the D series, which also included D12, D13, D14, D15 and D16.
Production of D17 lasted until 2007, then it was replaced by the more modern R18A.
Honda D17A engine modifications and differences
1. D17A was a JDM version with the compression ratio of 9.9 and a VTEC system. The power was 132 HP @ 6,300 rpm, and the torque was 160 Nm @ 4,800 rpm. The engine was installed in Honda Civic 7 gen.
2. D17A1 was the version for USDM with a non-VTEC head. The compression ratio was reduced to 9.5, its power was 117 HP @ 6,100 rpm, and the torque was 149 Nm @ 4,500 rpm. It was installed in Honda Civic 7 gen.
3. D17A2 was an analogue to JDM D17A for North America and Europe. The power was 129 HP @ 6,300 rpm, and the torque was 154 Nm @ 4,800 rpm.
You can see it in Honda Civic 7 gen, Honda Stream, Honda CR-V, and Acura EL.
4. D17A5 was an analog to D17A2, but with a new catalytic converter.
5. D17A6 was an analogue to D17A2, but with a VTEC-E system to save fuel. The power was 119 HP @ 6,100 rpm, and the torque was 150 Nm @ 4,500 rpm. This engine was installed in Honda Civic HX.
6. D17A7 was an engine to operate on LNG. It had new intake and exhaust valves, connecting rods, and compression ratio increased to 12.5. The power was 101 HP @ 6,100 rpm, and the torque was 133 Nm @ 4,000 rpm. It can be found in Honda Civic GX.
7. D17A8 was an analogue to D17A1 for Europe with a D17A9 catalytic converter. The compression ratio was 9.9, the power was 117 HP @ 6,100 rpm, and the torque was 149 Nm @ 4,500 rpm. It was installed in Honda Civic Coupe LS.
8. D17A9 was an analogue to D17A2 for Europe. The power was 125 HP @ 6,300 rpm, and the torque was 145 Nm @ 4,800 rpm. It can be found in Honda Civic Coupe ES.
9. D17Z2 was an analogue to D17A1 for Brazil.
10. D17Z3 was an analogue to JDM D17A1 for Brazil.
Honda D17 engine problems and malfunctions
High reliability is Honda D series’ second name, you don’t have to worry about that. There are no drawbacks in its design, and all problems occur due to the old age and deterioration of your D17A.
In countries with strong frosts (-20° C and more), you may get problems with cold start. In this engine, ECU capacitors get frozen, and you will have problems with cold start until you warm the ECU up. You may replace ECU capacitors with new ones, and the problem will be completely solved.
Head gasket may also blow up. If this happens, it is better to replace piston rings, valve stem seals, and other components. Head polishing may be needed.
After all, it is an old, but still a good engine. Perform maintenance in time, and use high quality motor oil, and it will work fine.
The best choice for you would be the K20A engine, or replacing the Civic for something quicker. It would be cheaper and much more effective. If you are not going to listen to anyone, and if you are going to improve your 1.7-liter D17A, here are the best mods for it. To start with, buy a cold air intake system, a large throttle valve (stock or ported), a Crower Stage 2 cam, valve springs, an adjustable cam gear, A lightweight flywheel, a 4-2-1 header, a 2.5″ straight pipe exhaust system, and a Hondata ECU.
It would be nice to install a D16Y8 intake manifold and make head porting. All these performance parts will let you get more than 150 HP, but you will spend a lot of money, and your car will not be too fast.
Instead of the expensive naturally aspirated engine, you can build a D17A Turbo. For this purpose, a buy turbokit, or make your own one using a Garrett T25 turbocharger or something similar.
Such kits are usually accompanied by a cold air intake system, ARP head studs, and a 2.5″ aftermarket exhaust system. You should not try to get much power, about 200 HP will be enough with good ECU tuning. It is relatively safe, and to get more power, you will need to install low compression forged pistons and invest even more money.