The Honda D17A6 engine is a familiar sight under the hoods of many early 2000s economy cars. If you’re looking for a detailed technical specifications guide, you’ve come to the right place. This article provides a complete breakdown of the Honda D17A6 Engine Specs and Performance. We’ll cover everything from its core design to its real-world power delivery, giving you the knowledge you need whether you’re a curious owner, a prospective buyer, or a weekend mechanic.
This four-cylinder powerplant served as a reliable workhorse, known more for its fuel efficiency and durability than for raw speed. Let’s get started with the fundamental specs that define this engine.
Honda D17A6 Engine Specs and Performance
The D17A6 is a 1.7-liter, inline-four cylinder, single-overhead cam (SOHC) engine. It belongs to Honda’s D-series family, which is famous for its straightforward design and ease of maintenance. Produced from 2001 to 2005, it was the more powerful of the two D17 variants available in the US market, primarily found in the base model 7th-generation Honda Civic (specifically the 2001-2005 Civic LX, VP, and Value Package sedans).
Here are the core technical specifications at a glance:
* Engine Code: D17A6
* Displacement: 1,668 cc (1.7L)
* Configuration: Inline-4 cylinder, transversely mounted
* Valvetrain: SOHC (Single Overhead Cam), 4 valves per cylinder (16 valves total)
* Bore x Stroke: 75 mm x 94.4 mm
* Compression Ratio: 9.9:1
* Fuel System: Multi-Point Fuel Injection (MPFI)
* Engine Block Material: Cast Aluminum with cast-in iron cylinder liners
* Cylinder Head Material: Cast Aluminum
* Engine Weight: Approximately 295 lbs (134 kg) with fluids and standard accessories
Detailed Breakdown of Key Components
Understanding each part of the engine helps you see how it all works together. The D17A6’s design choices reflect its purpose: affordable, reliable transportation.
Cylinder Head and Valvetrain
The cylinder head uses a SOHC layout, meaning a single camshaft operates both the intake and exhaust valves for each cylinder. This is simpler and lighter than a dual-cam (DOHC) setup. It features Honda’s VTEC (Variable Valve Timing and Lift Electronic Control) system, but not the high-performance type found in other models like the B16 or K20.
The D17A6 uses what’s often called “economy VTEC” or “3-stage VTEC.” It primarily optimizes valve timing for improved fuel economy and reduced emissions at low RPMs, with a secondary profile for better mid-range torque. Don’t expect a dramatic “VTEC kick” here; the transition is very smooth and focused on efficiency.
Block, Crankshaft, and Connecting Rods
The engine block is made from cast aluminum for weight savings, with durable iron sleeves pressed in for the cylinders. The crankshaft is a durable forged steel unit, a common feature in Honda engines that contributes to their reliability. The connecting rods are powdered metal rods, which are cost-effective and strong enough for the engine’s intended output.
The bore and stroke dimensions of 75mm x 94.4mm give us a clue about its character. The stroke is quite long relative to the bore, which is a design that typically favors good low-end and mid-range torque—perfect for a daily driver.
Fuel and Ignition Systems
Fuel is delivered by a multi-point fuel injection system. This means each cylinder has its own fuel injector located in the intake manifold runner, just before the intake valve. This provides precise fuel metering for good efficiency and throttle response.
The ignition system is a distributorless coil-on-plug design. Each spark plug has its own ignition coil mounted directly on top of it. This eliminates high-voltage spark plug wires, reduces maintenance, and provides a strong, consistent spark.
Performance Output and Power Delivery
So, what do all these specs translate to in terms of actual power? The D17A6 was rated by Honda at:
* Horsepower: 115 hp @ 6,100 RPM
* Torque: 110 lb-ft @ 4,500 RPM
These figures are respectable for a base-model economy engine of its era. The power band is tuned for everyday usability. You’ll find adequate power for merging and passing, with torque peaking in the mid-range where you use it most in daily driving. The engine feels smooth and willing to rev, thanks to Honda’s excellent engineering, but it runs out of steam at higher RPMs compared to DOHC VTEC engines.
Its real strength is in its linear and predictable delivery. There’s no sudden surge, just a steady build of power. For a commuter car, this is actually ideal—it’s easy to drive smoothly and efficiently.
Reliability, Common Issues, and Maintenance
The D17A6 has a well-earned reputation for reliability when properly maintained. It’s not uncommon to see these engines reach 200,000 miles or more. However, like any mechanical device, it has a few known weak points that you should be aware of.
Common Problems to Watch For
* Automatic Transmission Failures: This is arguably the biggest issue, but it’s with the transmission, not the engine itself. The 4-speed automatic (model number B7XA) paired with the D17A6 in some Civics is known for premature failure, often related to torque converter clutch shudder and eventual gear slippage. The manual transmission is far more robust.
* Valve Cover Gasket Leaks: A very common and minor issue. The rubber gasket hardens over time and begins to seep oil, usually onto the exhaust manifold, causing a burning smell. Replacement is straightforward.
* Oil Consumption: Some D17A6 engines may begin to consume oil as they age, often past the 150,000-mile mark. This is typically due to worn piston rings or valve stem seals. Regular oil level checks are crucial.
* Coolant Leaks: Check the radiator, hoses, and especially the thermostat housing, which is plastic and can crack. The water pump is also a maintenance item that should be replaced with the timing belt.
* Ignition Coil Failure: While the coil-on-plug design is good, individual coils can fail, leading to a misfire in one cylinder. Diagnosis is easy with an OBD2 scanner.
Essential Maintenance Schedule
Sticking to a strict maintenance routine is key to longevity. Here are the critical items:
1. Oil Changes: Use a quality 5W-20 or 5W-30 oil every 5,000 miles or 6 months. This is the simplest and most important thing you can do.
2. Timing Belt Service: The D17A6 is an interference engine. If the timing belt breaks, the valves will collide with the pistons, causing severe damage. Replace the timing belt, tensioner, and water pump every 90,000 miles or 7-10 years.
3. Valve Clearance Adjustment: The valves should be checked and adjusted (they use shims) approximately every 105,000 miles. Neglecting this can lead to noisy operation and reduced performance.
4. Coolant Flush: Replace the engine coolant every 60,000 miles or 5 years to prevent corrosion and maintain proper cooling.
5. Spark Plugs: Use standard NGK or Denso copper spark plugs and replace them every 30,000 miles for best performance.
Modification Potential and Tuning
Let’s be honest: the D17A6 is not a popular platform for major performance tuning. Its SOHC, long-stroke design has inherent limitations compared to Honda’s DOHC B-series or K-series engines. Major power gains require significant investment, often more than the engine’s value.
However, there are some basic modifications that can improve the driving experience:
* Cold Air Intake: Can improve throttle response and add a pleasant intake sound.
* Exhaust Header and Cat-Back System: A 4-2-1 style header can help free up some mid-range torque, and a less restrictive exhaust can reduce backpressure.
* Engine Tuning: Options are limited due to the older ECU, but some piggyback tuning units or chipped ECU solutions exist to adjust fuel and timing maps.
For most owners, the best “mods” are maintenance and ensuring the engine is in top stock condition. A well-maintained D17A6 provides a smooth and efficient driving experience that’s hard to beat for basic transportation. If you’re seeking serious power, an engine swap to a K-series is a much more effective, though costly, route.
Comparing the D17A6 to Other Engines
It’s helpful to see where this engine fits in the broader Honda lineup and against its competitors.
* Vs. Honda D17A1 (1.7L SOHC Non-VTEC): The D17A6’s sibling. The A1 makes only 106 hp and 103 lb-ft of torque. The A6’s VTEC system and higher compression ratio give it a clear advantage in both power and efficiency.
* Vs. Honda B-Series (e.g., B16, B18): The B-series are DOHC, high-revving performance engines. A B16B from a Civic Si makes nearly 160 hp from 1.6L. They are in a different league entirely, designed for sporty models.
* Vs. Toyota 1ZZ-FE (1.8L): The contemporary engine in the Toyota Corolla. The 1ZZ makes similar power (130 hp) but is known for potential oil burning issues due to problematic piston ring design. The D17A6 is often considered more robust in the long term.
* Vs. Ford Zetec 2.0L: Found in Focus models of the same era. The Zetec had more torque but was often considered less refined and smooth than the Honda unit.
FAQs About the Honda D17A6 Engine
Is the Honda D17A6 an interference engine?
Yes, it is. If the timing belt breaks while the engine is running, the pistons and valves will very likely collide, causing extensive internal damage. This makes timely timing belt replacement absolutely critical.
What kind of gas should I use in a D17A6?
Honda recommends regular 87 octane unleaded fuel. Using higher octane fuel will not provide any performance or mileage benefits for this engine.
How can I tell if my Civic has a D17A6 engine?
The easiest way is to check the vehicle identification plate in the engine bay. It will list the engine code. You can also check your VIN decoder or vehicle paperwork. Visually, it’s a SOHC engine with coil-on-plug ignition and a plastic intake manifold.
What is the fuel economy of a car with a D17A6?
In the 2001-2005 Honda Civic sedan, EPA ratings were approximately 32 MPG city and 38 MPG highway with a manual transmission. Real-world driving often yields results very close to these figures, which is a strong point for this engine.
Can you turbocharge a D17A6 engine?
While physically possible, it’s not generally recommended for sustained reliability. The engine’s high compression ratio (9.9:1) and stock internals are not built for significant boost pressure. Low-boost setups exist, but the cost and risk often outweigh the gains. The engine management is also difficult to tune for forced induction.
What does the “VTEC” do in the D17A6?
It’s an economy-focused VTEC system. It switches to a different cam profile at low RPM and load conditions to improve fuel efficiency and reduce emissions. You might feel a very slight change around 2,500 RPM under light throttle, but it’s not a performance feature.
The Honda D17A6 engine exemplifies a specific era of Honda engineering: focused on practicality, reliability, and efficiency above all else. Its detailed technical specifications reveal a design that is clever in its simplicity. While it won’t set your heart racing with its performance, it will earn your respect with its steadfast dependability and low running costs.
For anyone owning or considering a vehicle with this powerplant, understanding its specs, maintaining it diligently, and having realistic expectations are the keys to a long and satisfying ownership experience. It’s a testament to the idea that an engine doesn’t need to be exotic to be exceptionally good at its job.