3-SGTE
2009-7-13 06:08 PM
3.5 D16 Series Engines (1.6 Liters)
3.5.1 D16A1
3.5.2 D16A3
3.5.3 D16A6
3.5.4 D16A7
3.5.5 D16A8
3.5.6 D16A9
3.5.7 D16B5
3.5.8 D16W7
3.5.9 D16Y1
3.5.10 D16Y4
3.5.11 D16Y5
3.5.12 D16Y7
3.5.13 D16Y8
3.5.14 D16Y9
3.5.15 D16Z5
3.5.16 D16Z6
3.5.17 D16Z9
3.6 D17 Series Engines (1.7 Liters)
3.6.1 D17A1
3.6.2 D17A2
3.6.3 D17A6
3.6.4 D17A7
4 ZC(similar to D16Y4, D16A8, D16Z6, D16A1, D16A3, D16A6, D16A9 and D16Z5 engines)
5 References
6 External link
[edit] Details
Although the availability of used D-series engines at low prices makes it somewhat popular among those who modify it for high performance (as well as a popular item for swapping into earlier or less powerful Civics for an instant and trouble free power upgrade), the unmodified engine won't survive quite as much power enhancement by use of such external modifications as turbochargers, superchargers, or nitrous oxide as the more powerful, somewhat more robust, and more expensive B-series in the Integra and some Civic models
The Achilles heel of the D-series seems to be its connecting rods, which will withstand a power increase up to a certain point but will break if that limit is exceeded. Generally, a D-series motor can handle up to about 220 bhp (160 kW), as long as care is taken to avoid detonation through careful spark and fuel management. Of course, the connecting rods, pistons, and other internal parts can be replaced with more durable after-market parts that can handle more power, but many choose to swap to a B-series motor to avoid the potential risks of engine building. The B-series is more expensive to swap in than most D-series engine builds with forced induction or nitrous combined. The D-series also has the ability to swap some parts between different motors and some B-series parts as well. When employing forced induction on a D16, at a minimum the stock hypereutectic pistons should be replaced as well as the connecting rods if the commonly used "stock parts" limit of 220 hp (164 kW) is to be exceeded, although the D series crankshaft in particular has been found to reliably handle up to 600 hp (450 kW). Many people are turning to a cheaper alternative to forged pistons for boosted applications by using the semi forged vitara pistons. They are based on the pistons from a Suzuki Vitara motors that run a 75mm bore as well. They drop compression down to around 8.5:1 depending on the motor and have been said to handle up to 500 hp. Of course as mentioned before the stock rods will fail far before that.
High compression OEM pistons are a quick way to gain power in a naturally aspirated motor. All D-series motors run the same bore (75 mm), however most factory motor variations (i.e. D16A1, D15B7, D16Y7) have used a different piston compression height as well as a different dome or dish. In general, the older D motors have a higher compression height and a larger combustion chamber which create around a 9.1:1 - 9.4:1 compression ratio from the factory. The newer variants have slightly lower compression height combined with a much smaller combustion chamber to create a compression ratio of 9.4:1 - 9.9:1. If you combine an older D16 motor's piston with that of a newer D16 head you can end up with a compression ratio of about 10.7:1 with no other work (i.e. D16A1 piston, D16A6 head). There are a few websites that have compression ratio calculators for Honda motors.
[ 本帖最后由 3-SGTE 于 2009-7-13 06:10 PM 编辑 ]
3.5.1 D16A1
3.5.2 D16A3
3.5.3 D16A6
3.5.4 D16A7
3.5.5 D16A8
3.5.6 D16A9
3.5.7 D16B5
3.5.8 D16W7
3.5.9 D16Y1
3.5.10 D16Y4
3.5.11 D16Y5
3.5.12 D16Y7
3.5.13 D16Y8
3.5.14 D16Y9
3.5.15 D16Z5
3.5.16 D16Z6
3.5.17 D16Z9
3.6 D17 Series Engines (1.7 Liters)
3.6.1 D17A1
3.6.2 D17A2
3.6.3 D17A6
3.6.4 D17A7
4 ZC(similar to D16Y4, D16A8, D16Z6, D16A1, D16A3, D16A6, D16A9 and D16Z5 engines)
5 References
6 External link
[edit] Details
Although the availability of used D-series engines at low prices makes it somewhat popular among those who modify it for high performance (as well as a popular item for swapping into earlier or less powerful Civics for an instant and trouble free power upgrade), the unmodified engine won't survive quite as much power enhancement by use of such external modifications as turbochargers, superchargers, or nitrous oxide as the more powerful, somewhat more robust, and more expensive B-series in the Integra and some Civic models
The Achilles heel of the D-series seems to be its connecting rods, which will withstand a power increase up to a certain point but will break if that limit is exceeded. Generally, a D-series motor can handle up to about 220 bhp (160 kW), as long as care is taken to avoid detonation through careful spark and fuel management. Of course, the connecting rods, pistons, and other internal parts can be replaced with more durable after-market parts that can handle more power, but many choose to swap to a B-series motor to avoid the potential risks of engine building. The B-series is more expensive to swap in than most D-series engine builds with forced induction or nitrous combined. The D-series also has the ability to swap some parts between different motors and some B-series parts as well. When employing forced induction on a D16, at a minimum the stock hypereutectic pistons should be replaced as well as the connecting rods if the commonly used "stock parts" limit of 220 hp (164 kW) is to be exceeded, although the D series crankshaft in particular has been found to reliably handle up to 600 hp (450 kW). Many people are turning to a cheaper alternative to forged pistons for boosted applications by using the semi forged vitara pistons. They are based on the pistons from a Suzuki Vitara motors that run a 75mm bore as well. They drop compression down to around 8.5:1 depending on the motor and have been said to handle up to 500 hp. Of course as mentioned before the stock rods will fail far before that.
High compression OEM pistons are a quick way to gain power in a naturally aspirated motor. All D-series motors run the same bore (75 mm), however most factory motor variations (i.e. D16A1, D15B7, D16Y7) have used a different piston compression height as well as a different dome or dish. In general, the older D motors have a higher compression height and a larger combustion chamber which create around a 9.1:1 - 9.4:1 compression ratio from the factory. The newer variants have slightly lower compression height combined with a much smaller combustion chamber to create a compression ratio of 9.4:1 - 9.9:1. If you combine an older D16 motor's piston with that of a newer D16 head you can end up with a compression ratio of about 10.7:1 with no other work (i.e. D16A1 piston, D16A6 head). There are a few websites that have compression ratio calculators for Honda motors.
[ 本帖最后由 3-SGTE 于 2009-7-13 06:10 PM 编辑 ]
